DR series 52
| DR series 52 | |
|---|---|
 Class 52 locomotive in the Noerdlingen Railway Museum
|
|
| Numbering: | see text |
| Number: | in total more than 7000 (not exactly clarified) |
| Manufacturer: | see text |
| Year of construction (s): | 1942 to approx. 1951 |
| Retirement: | ČSD: 1976 DB: 1962 DR: 1988 NSB: 1970 ÖBB: 1976 |
| Axis formula : | 1'E h2 |
| Genre : | G 56.15 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,975 mm or 27,532 mm (with condensation tender ) |
| Total wheelbase: | 9200 mm |
| Smallest bef. Radius: | 140 m |
| Empty mass: | 75.9 t |
| Service mass: | 84.0 t |
| Service mass with tender: | 142.7 t (with tender 2'2 'T 30 and full stocks) |
| Friction mass: | 75.7 t |
| Wheel set mass : | 15.4 t |
| Top speed: | 80 km / h |
| Indexed performance : | 1192 kW / 1620 PSi |
| Starting tractive effort: | ~ 214 kN |
| Driving wheel diameter: | 1400 mm |
| Impeller diameter front: | 850 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 600 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 16 bar |
| Number of heating pipes: | 114 |
| Number of smoke tubes: | 35 |
| Heating pipe length: | 5200 mm |
| Grate area: | 3.89 m² |
| Radiant heating surface: | 15.9 m² |
| Tubular heating surface: | 161.93 m² |
| Superheater area : | 68.94 m² |
| Evaporation heating surface: | 177.83 m² |
| Service weight of the tender: | 18.7 t |
| Water supply: | 30.0 / 27.0 m³ (when using an ÖBB cabin tender) |
| Fuel supply: | 10.0 tons of coal |
| Train heating: | steam |
| All values refer to locomotives with plate frames | |
.jpg)
The locomotives of the class 52 of the Deutsche Reichsbahn are the most famous war locomotives . More than 7,000 copies were built from 1942 onwards, with 15,000 planned. After the war, another 300 pieces were made from existing parts. The machines of this series were intended to cover the greatly increased demand for locomotives under war conditions. The German standard locomotives, from which the class 52 (and 42 ) war locomotives were derived, had proven to be too complex and expensive, especially because of the expected losses and for large-scale production. After the war, the 52 series machines were indispensable for the reconstruction in many parts of Europe.
history
construction
The specification was a locomotive with a 15-ton axle load that could move a 1200-ton train at 65 km / h on the plain. Particular emphasis was placed on fast production and low material costs. The locomotive should also be robust and low-maintenance.
The first locomotive was completed near Borsig in 1942 . It was three tons lighter than the 50 series . Non-ferrous metal components had been replaced by steel ones. Instead of the bar frames according to standard locomotive principles, welded sheet metal frames were used. Bar frames that had already been completed and were intended for machines of the BR 50 ÜK were also used. The axle bearing adjusting wedges were omitted, the drive and coupling rods were made from rolled sections and the drop forged rod heads butt welded on. Because of the winter operation and the expected high proportion of trips with the tender ahead, the locomotives of the series 52 and 42 were given completely closed, so-called "Norwegian" driver's cabs for the first time. The driver's cab and tender were connected by a round bellows. The front of the tenders had to be adapted for this, the tenders are not freely interchangeable with other standard locomotive series. Instead of the elaborate pressure compensation piston valves of the types Karl Schulz and Müller, the machines again received control piston valves and pressure compensators of the Winterthur type attached to the valve boxes. The result was comparatively poor idling properties. There was no feed water preheater and a second steam jet pump replaced the piston feed pump . Later on, the locomotives were also given simplified Witte smoke deflectors , after the fact that no wind deflector was used at all had not proven successful. Five locomotives (52 3620-3624) received a corrugated tube boiler in 1943 .
Special designs
Components that differ from the standard version were installed on various examples of the series to test the suitability.
The 52 138 received a Henschel three-drum mixer preheater and a VTP-B 18000 turbo feed pump. The locomotive performed well until it was retired in 1963. The mixing preheater was attached to the right and left above the smoke chamber next to the chimney.
The locomotive 52 4915, serial number 13985 of the MBA and nine subsequent machines received a special design of the Lentz valve control with a rotating camshaft.
The drive of the radsatzwellenparallel lying on the cylinders, is similar rotating camshaft not carried out via an external control according Heusinger, but on the driving axle via bevel gears and shafts. The cams on the camshaft could be shifted via a hollow shaft construction to change the direction of travel and change the filling level. The cams that actuate the valves simultaneously replace the rocker arm and the advance of the external Heusinger control design. A bead was worked into the cam to allow the locomotive to idle slightly, which made it possible to keep the valves open permanently. A separate pressure equalizer was therefore not required.
Compared to the conventional piston valve controls of the 52 series, this control design was two tons lighter.
Manufacturing
In order to be able to fulfill the major order, which ran alongside the enormous increase in weapons production (tanks, aircraft, ammunition, etc.), the German locomotive factories were merged to form the Association of Greater German Locomotive Manufacturers (GGL), which was subordinate to the Main Committee for Rail Vehicles (HAS), which was founded in 1942. The HAS was chaired by the former DEMAG director Gerhard Degenkolb , the Reich Minister for Armaments and Ammunition Albert Speer and Reich Minister of Transport Julius Dorpmüller . Another driving force was Albert Ganzenmüller , who was appointed the new State Secretary for Transport in 1942 , who was among other things responsible for solving the difficult supply problems for the war against the Soviet Union .
Production peaked at the beginning of July 1943, when the manufacturers grouped together in the GGL completed 51 class 52 locomotives within one day. This result, which was not achieved again later, was used by the Nazi propaganda in the Seddin war locomotive parade .
The following locomotive factories belonged to the GGL (with class 52 emissions for Germany until the end of the war):
| Locomotive factory | place | number |
|---|---|---|
| Locomotive factory Floridsdorf (WLF) | Vienna- Floridsdorf | 1,053 |
| Henschel & Son | kassel | 1,050 |
| Berlin mechanical engineering (L. Schwartzkopff) | Wildau near Berlin | 647 |
| Krauss Maffei | Munich- Allach | 613 |
| Borsig locomotive works | Hennigsdorf near Berlin | 542 |
| F. Schichau | Elblag | 505 |
| MBA (Mechanical Engineering and Railway Requirement AG) | Babelsberg | 400 |
|
H. Cegielski - Poznań (HCP) (then part of the German Arms and Ammunition Factory ) |
Posen (Poznan) | 314 |
| Upper Silesian Lokomotivwerke Krenau | Krenau ( Chrzanów ) | 264 |
| Machine factory in Esslingen | Esslingen am Neckar | 250 |
| Arnold Jung | Churches (Sieg) (Jungenthal) | 231 |
| Škoda | Pilsen ( Plzeň ) | 153 |
| Alsatian mechanical engineering company | Grafenstaden | 139 |
| Total number up to the end of the Second World War (not exactly clarified) | 6.161 | |
Orders for the production of the locomotive boilers had been awarded to several manufacturers, e.g. B. Deutsche Werke (Kiel), Blohm & Voss (Hamburg), Dupuis (Mönchengladbach), MÁVAG (Budapest), Frichs (Århus, Denmark) and others
numbering
The locomotives of the class 52 were given the road numbers 52 001 to 52 7794 in Germany. In the Soviet Union there were also locomotives larger than 8000. The 52 001 was the advance locomotive which, for presentation purposes, was provided with a swastika on the smoke chamber door. was traveling throughout the German Reich . The locomotives 52 1850 to 52 1986 were locomotives with condensation tenders with (originally) five-axle tender , the 52 1987 to 2027 were delivered with four-axle condensation tenders .
_(cropped).jpg)
The 52 8001-8200 were reconstruction locomotives of the Deutsche Reichsbahn , see DR class 52.80 . 25 locomotives between 52 415 and 7150 were equipped with pulverized coal combustion by the DR. From 1970 these had a “9” as the first digit of the now four-digit serial number, so that non-consecutive numbers between 52 9195 and 52 9900 were occupied.
commitment
The design of the class 52 corresponded to the DR class 50 , which had reliably performed its medium-heavy freight train service since 1939 and was initially built as a transitional war locomotive at the beginning of the war . Originally, the war locomotive was only designed for a short service life. Due to the lack of alternatives, but also thanks to their robustness and their simple and solid construction, they were (after removing some refinements) until the late 1980s in the GDR and other Eastern Bloc countries. B. Turkey, used in the planned service. You can still find them in use today. The locomotives of the class 52 and also the class 42 were delivered or kept as bag locomotives in almost all of Europe.
tender
The locomotives were coupled with different tenders , mostly with the characteristic tub tender of the type 2'2 'T30. What they had in common was that the front was changed because of the closed Norwegian driver's cab, which makes an exchange with tenders of the standard design impossible without conversion work. The tub tender is a tender developed by Westwaggon , Cologne, with a water tank in tub shape (hence the name) with two bogies and 30 cubic meters of water and 10 tons of coal . It was designed as a self-supporting, frameless construction based on the model of tank wagons, the tub absorbs the tensile and compressive forces. The bogies were also derived from freight car bogies.
In small numbers, test tub tenders of the type 2'2 'T34 were coupled with locomotives of the class 52, but with a length of 8950 millimeters, this type of tender was too long for 20-meter turntables. Other tenders were also used, such as the Vienna rigid frame tender 4 T30 or the standard tender 2'2 'T26 of the 50 series.
The condensation locomotives (52 1850-2027) had five or four-axle condensing tenders of the types 3'2 'T16 Kon. or 2'2 'T13.5 con. from Henschel. This made longer journeys possible without collecting water, a side effect was that locomotives with a condensation device, especially in cold weather, could not be detected as easily by low-flying pilots because of the lower vapor plume. The four-axle type 2'2 'T13.5 Kon was again created because the locomotives with the five-axle tenders were too long for numerous turntables. The condensing tenders made full use of the vehicle boundary line; driving with the tender ahead was not possible as a train journey due to the lack of visibility for the staff.
Abroad, locomotives of the class 52 were still running with various types of tenders, some of them for oil firing. After the Second World War, the locomotives converted to coal dust locomotives by the Deutsche Reichsbahn received tub tenders of the type 2'2 'T24 Kst or originally also converted tenders of the Prussian type 2'2' T31.5 or rigid frame tenders 4 T30. For the coupling with the dust tenders, the cabs were adapted to the standard open-back design. As a result, the dust tenders were freely exchangeable.
Remaining after the Second World War
During the war, German locomotive factories were already delivering class 52 units to allied or dependent countries such as Bulgaria and Croatia . As a neutral state courted by the German Reich, Turkey also received German war locomotives. Due to the fact that many factories were being built in the occupied territories, there were widespread machines under construction, processed parts and material reserves in stock. After the end of the war, locomotives were made from these parts in various countries. In addition, many railway administrations in the formerly occupied areas took over the machines that were left behind. Subsequent withdrawals as spoils of war ensured the further spread.
German Reichsbahn
The Deutsche Reichsbahn could not do without these robust machines for a long time. She had taken over 1,150 machines. War-related simplifications were gradually removed. In the 1950s, 69 locomotives underwent major repairs. They received a new, welded standing boiler, a mixing preheater in front of the chimney, for which the smoke chamber was extended by 200 mm and, in connection with this, a double composite feed pump instead of the second injector. Locomotives with sheet metal frames also received adjusting wedges on the axle bearings, which were previously only available on bar frame locomotives. The other war-related simplifications, such as taps instead of the second visible water level, have also been removed.
DR series 52.80
Then 200 machines were subjected to an extensive reconstruction program. These locomotives received new, more powerful boilers that could be exchanged for those of the 50.35 series. The adaptation work was therefore carried out exclusively on the frame. Only machines with sheet metal frames were used for this. The most noticeable differences to the GR locomotives are the larger number of wash hatches in the rear boiler, a second sandpit and, because of the wider rear boiler, a new driver's cab front wall with oval front windows. These machines were carried out under the class 52.80 and were occasionally in use until the end of the scheduled steam locomotive service in the GDR.
The class 52.80 formed the backbone of steam locomotives at the railway depot in Upper Lusatia in the 1980s. The machines could be found in passenger and freight train services between Dresden and Hoyerswerda , as well as between Zittau , Löbau and Ebersbach . Some machines were maintained as operational heating locomotives in Berlin-Schöneweide until the end of 1993.
DR series 52.90
Because of a lack of hard coal after the war, several DR steam locomotives were fired with pulverized lignite according to the Wendler system. At the beginning of the 1950s, 25 class 52 locomotives were converted to coal dust in Raw Stendal .
What was striking about the pulverized coal locomotives were the driver's cabs, which were open to the rear, comparable to those of the standard design and the converted tub tenders with a raised tub and dust bunkers installed in the coal box. For cross-country skiing and because of the limited number of railway depots with dust bunker facilities, the dust tenders had connection options for coal dust silo wagons. With the introduction of the EDP numbers, the pulverized coal locomotives were grouped together in the sub-series 52.90 to distinguish them by replacing the first digit of the four-digit serial number with a “9”. The last surviving pulverized coal locomotive 52 9900 (ex 52 4900) is on loan from the Dresden Transport Museum. The inoperable locomotive is looked after by railway enthusiasts in the DB Museum in Halle (Saale) .
German Federal Railroad
The Deutsche Bundesbahn had taken over almost 700 locomotives. But since it took over most of the modern locomotives evacuated in eastern Germany after 1945, it was soon able to do without the war locomotives. She decommissioned her last 52er (post-war delivery) in October 1962 ( Bw Duisburg-Wedau ).
The series number was used again in a slightly modified form as series 052 from 1968. Since all locomotives of the class 52 had already been taken out of service at the DB when it switched to the new IT series scheme in 1968, the series designations 051 to 053 were free. In the case of class 50 locomotives, for example, the thousand digit of the serial number could be shifted to the class number, which resulted in the new designation 052. This route was chosen because there were still a large number of these locomotives available and therefore simply leaving out the thousand digit would have resulted in several double assignments. Due to the close technical relationship between the series 50 and 52 (see under production ), the distinction for non-specialists is often only possible on the basis of the existing or missing leading zero and check digit. This was also due to the fact that the DB did not have to construct any new ones to replace non-aging-resistant boilers in the 50 series, as they could use the boilers from class 52 locomotives that were no longer required.
With the introduction of the joint numbering plan between the DR and the DB, the remaining locomotives of the series 52.1 and 52.8 of the DR, which were not official museum locomotives, were re-designated as the series 052.
Row 52/152 in Austria
After the end of the war, there were over 700 locomotives in Austria , of which after retirement, return, swap and confiscation in 1953, 307 were left to be re-designated as ÖBB locomotives, which were assigned to the Austrian Federal Railways as ÖBB 52 while retaining the numbering . Those 37 machines that were built on a bar frame were referred to as the 152 series.
Due to their large number, which by far exceeded all other locomotive series, they dominated the steam traction in post-war Austria. They were subjected to various modifications, with the installation of a Giesl ejector in just under half, the installation of a driver's cab in the tub tender in around a third and a Heinl mixer preheater in at least 40 locomotives being the most common and most visually striking.
In addition to the obvious area of application in freight transport, they were used in all types of train up to international express trains. The last locomotives were taken out of planned operation at the turn of the year 1976/77 and were thus the last standard gauge steam locomotives in service with the ÖBB, apart from the cogwheel locomotives of the Erzbergbahn . For the private railways ROeEE / GySEV and GKB machines of the series 52 and 152 were in use for some time.
Some examples are kept by various organizations for nostalgic purposes to this day, some of which come from former JŽ or DR stocks and only came to Austria many years after the scheduled use of steam locomotives ended.
ТЭ series in the Soviet Union
More than 2000 locomotives came to the USSR . More locomotives were completed here after the war and received serial numbers from 8000 onwards. They were adapted and rebuilt in different ways. The gauging to Russian broad gauge of 1520 millimeters was carried out with relatively simple means: the inner collars were welded onto the hubs of the wheel stars, then they were pressed onto the original axle shafts with the new gauge. In some cases, depending on the wear and tear, new, longer axle shafts were also installed.
The cylinders were placed further outwards with intermediate layers. The installation of the mounts for the SA-3 central buffer coupling in the tenders was laborious, especially in the case of the 2'2'T30 tub tenders, which do not have a floor frame in the conventional sense. The small Russian smoke box door was typical . Numerous machines were oil-fired .
Many of them became dispensable as early as the 1960s due to the change in traction and sold to other countries of the Eastern Bloc (including the GDR). In the Kaliningrad area , many standard-gauge locomotives were parked as a strategic reserve until the 1990s.
Ty2 / Ty42 in Poland
1207 locomotives remained in Poland , and another 200 were purchased from the Soviet Union between 1962 and 1964 . The locomotives were designated as Ty2 by the PKP . By 1946, locomotives under construction at the end of the war in the plants in Poznan and Chrzanów were completed and other machines were built from existing parts. These were carried out in the Ty42 series, which ultimately comprised 150 copies.
The retirement began in the 1980s and ended in 1993. Two Ty2 machines are currently in operation in Poland, Ty2-911 and Ty2-953. Both locomotives are stationed in the Museum of Vehicles and Railway Technology in Chabówka and are used in front of scheduled so-called retro trains.
Series 555.0 in Czechoslovakia
In Czechoslovakia remained after the war 185 machines. They were classified by the Československé státní dráhy (ČSD) as class 555.0. In 1962 and 1963, the ČSD took over 100 more locomotives of the Т Baureihe series from the Soviet state railways. These locomotives were given the numbers 555.0201 to 555.0300. They were initially very much appreciated because they had better handling characteristics than the 534.03 series . Their weakness was the premature material fatigue in the boiler and the tender.
199 locomotives were converted to main oil firing as the 555.3 series . The knowledge gained during construction and operation was taken into account in the construction of the 556.0 series . After the appearance of this newer series, she was pushed into subordinate services. On May 15, 1973, 555.0259, the last “Němka” (“German”), as it is called by the staff, was deposited in the Česká Lípa depot . The locomotives 555.0153 and 3008, the latter with oil firing, were retained as museum locomotives that are operational again today.
Rows 26 and 27 in Belgium
The locomotives that remained in Belgium were designated as class 26 by the National Company of Belgian Railways (SNCB) . These were locomotives that were only built by the Belgian locomotive factories in 1945 and delivered shortly after the end of the war. In total, the 26 series comprised locomotives 26,001 to 26,100. Ten of the locomotives went to the Luxembourg Chemins de Fer Luxembourgeois (CFL) in 1946 . The SNCB decommissioned its last locomotives in 1963.
Three machines with a condenser tender also remained in Belgium and were used as series 27 until 1950. Then they went to the Deutsche Bundesbahn. After the locomotives were retired from 1970, the SNCB class 126 was also referred to as class 26 .
Type 63a in Norway
A total of 74 class 52 locomotives remained in Norway after the war and were kept by the Norwegian State Railways as Type 63a . However, the sequential number was retained and only the class designation 52 was removed. Six locomotives were converted to oil firing.
The last of these steam locomotives was decommissioned in 1970 as a result of the advancing electrification and cessation of steam operations. One locomotive - the 2770 - was preserved as a museum locomotive (Norsk Museumstog Hamar).
150 Y in France
In France, a total of 42 locomotives were taken over as the 150 Y series , some of which were only built by Graffenstaden after the war . They were retired by 1957.
Row 56 in Luxembourg
In Luxembourg, the Belgian locomotives that were taken over were classified as class 56. In addition, ten more locomotives were bought from the French locomotive factory Graffenstaden. All locomotives were retired by 1965 at the latest.
520 series in Hungary
In 1963 100 machines from the Soviet Union were sold to the Magyar Államvasutak (MÁV), while they kept the Russian smoke chamber doors. 94 of them were rebuilt to the original gauge, the six remaining (520.001–006) remained in the Zahony border station.
The locomotives with the last digits 018, 020, 050, 079, 083 and 094 were immediately passed on to the GySEV . Some locomotives, such as the 520.034 in the Budapest Railway Park , remained inoperable.
Row 56.5 in Turkey
The Turkish state railway Türkiye Cumhuriyeti Devlet Demiryolları (TCDD) already received locomotives of the class 52 during the war, which were given the designation 56.5 by the TCDD. As a neutral state, Turkey was courted by both the Axis Powers and the Allies during this period and preferred industrial products. A brand-new series of ten came to Turkey as early as 1943, followed by a further 43 Reichsbahn-52s, initially declared as loan locomotives, some of which had only been given their Reichsbahn number in nominal terms and were also largely new to Turkey. After the end of the war they became the property of the TCDD.
The 53 locomotives, some of which were still equipped with bars and some with sheet metal frames, were numbered as 56 501 to 56 553. In Turkey, with a few exceptions, the smoke deflectors were removed and all frost protection devices dismantled. Both tub and rigid frame tenders were available as tenders. Due to their relatively low axle load, the locomotives were very well suited for most Turkish routes and were used above all types of trains. In European Turkey they hauled the Simplon Orient Express and its successor, the Marmara Express, until 1971 .
The last copies remained in use with the TCDD beyond the official end of steam in 1986 until the end of the 1980s.
Row 15 in Bulgaria
During the war, the Bulgarian state railway Balgarski Darschawni Schelesnizi (BDŽ) received brand-new lease locomotives of the class 52 on loan, although these remained nominally in the possession of the Reichsbahn. In September 1944, 125 units were already in use with the BDŽ. Most stayed in Bulgaria and Yugoslavia when the Germans withdrew from the Balkans. They were claimed as spoils of war by the Red Army . 85 of these bag locomotives were rented out again by the Soviet Union to BDŽ and acquired by BDŽ at the end of 1946 and classified as row 15 in their inventory.
Other locomotives of the series did not come to Bulgaria until 1956. That year, the BDŽ rented 20 units of the class 52 for one year from the Deutsche Reichsbahn in the GDR, which they bought after the end of the year. In 1959, 20 locomotives of the 555.0 series acquired in Czechoslovakia and a further 10 units from the GDR were added to the Bulgarian fleet. The conclusion was made up of 140 units acquired from the Soviet Union between 1961 and 1964, so that the BDŽ in 1965 finally comprised 275 locomotives, making the 15 series the largest steam locomotive series in terms of number.
From around the mid-1960s, the conversion to electric and diesel traction began in Bulgaria. The class 15 locomotives were quickly retired from the mid-1970s, and steam operation in Bulgaria officially ended in 1980. Some of them were placed as a strategic reserve, but were largely scrapped from the end of the 1980s. The locomotive 15.215 has been preserved as an operational museum locomotive.
Whereabouts
While only a few of the original locomotives of the class 52 (the so-called old construction locomotives) have survived in Germany, the sturdy Reko locomotives of the class 52.80 are still used today as reliable locomotives by many railway associations and museums. Due to their distribution all over Europe, numerous examples of the old 52s can be found in many other countries. Probably the last 52 in commercial freight train service are some of the machines designated as series 33 in Yugoslavia, which remained operational after the civil war at mining companies and on the connecting line of the Tuzla power station in Bosnia and Herzegovina due to a lack of diesel fuel and still (as of 2016) as a reserve in Use stand.
La Tortuga
The locomotive 52 2751 was reworked by the action artist Wolf Vostell into the sculpture La Tortuga (The Turtle) and exhibited in 1987 as part of the exhibition "Mythos Berlin" on the site of the former Anhalter Passenger Station in Berlin. In the course of the exhibition it was turned upside down, and since 1991 the locomotive has been in this position in front of the Marl Theater .
The work is intended as a memorial to the misuse of industry and technology for the war and is also a symbol of the decline of old branches of industry.
See also
literature
- Alfred B. Gottwaldt : German war locomotives. 1939-1945. Transpress, Stuttgart 1996, ISBN 3-344-71032-X ( traffic history ).
- Alfred B. Gottwaldt: German railways in World War II. Armaments, war and railways (1939–1945). 2nd Edition. Franckh, Stuttgart 1985, ISBN 3-440-05161-7 ( Franckh's Railway Library ).
- Helmut Griebl, Hansjürgen Wenzel: History of the war locomotives. Row 52 and Row 42. JO Slezak, Vienna 1971, ISBN 3-900134-03-0 ( International Archive for Locomotive History 4 series).
- Hendrik Bloem, Fritz Wolff: 52 condens. Restless over the taxiway and the Rhine. In: BahnEpoche 22 spring 2017, Verlagsgruppe Bahn Fürstenfeldbruck 2017, ISSN 2194-4091, pp. 36–47.
- Udo Paulitz, Oliver Steinert-Liescheid, Michael Dörflinger: Locomotives, the ultimate manual . Gera Mond Verlag, Munich 2009, ISBN 978-3-7654-7279-4
- Michael Reimer: The class 52 locomotives. History, use and whereabouts. A stationing documentation. Lokrundschau-Verlag, Gülzow 1996, ISBN 3-931647-03-X .
- Michael Reimer, Dirk Endisch: Class 52.80. The reconstructed war locomotive. GeraMond, Munich 2001, ISBN 3-7654-7101-1 .
- Dietmar Schlegel, Dirk Lenhard, Andreas Stange: The class 52.80, the Reko-52 of the Deutsche Reichsbahn . EK-Verlag, Freiburg 2014, ISBN 978-3-8446-6018-0 .
- Helmut Skasa: War locomotive K 52. Technical portrait of a thousand-fold steam locomotive. Eisenbahn-Fachbuch-Verlag Resch, Neustadt bei Coburg 2000, ISBN 3-9805967-6-1 .
- Peter Slaughter, Alexander Wassiljew, Roland Beier: Brief history of the class 52 war locomotives and their whereabouts in East and West. Stenvall et al., Malmö et al. 1996, ISBN 3-921980-60-7 .
- Dieter Wünschmann: From the war engine to the workhorse. The class 52 on the Deutsche Reichsbahn. EK-Verlag, Freiburg (Breisgau) 2005, ISBN 3-88255-355-3 ( Eisenbahn-Bildarchiv 16).
- Dieter Zoubek: Preserved steam locomotives in and from Austria. = Preserved Austrian Steam Locos. Self-published, Guntramsdorf 2004, ISBN 3-200-00174-7 .
Web links
- Pictures, whereabouts and data of the BR 52.80 of the DR
- History and technology of the condensation locomotive
- Company photo of 555.0259 from 1971 in Litoměřice hor. n. on www.k-report.net
- Information on the surviving class 52 locomotives on the "Railway Museum Vehicles" website
Individual evidence
- ↑ Lentz valve control with rotating camshaft for 1 E h2 freight locomotive BR 52 of the DR, locomotive 52 4915 and nine following, serial number 13985 of the MBA and nine following, addition to DV No. 947, 1944, available in the library of the Transport Museum in Nuremberg.
- ^ Thomas Estler: Locomotives of the Polish state railway PKP . transpress, Stuttgart 2013, ISBN 978-3-613-71466-3 , pp. 23 .
- ↑ Trains of Turkey: 56501 to 56553 , accessed on October 8, 2015
- ^ Benno Bickel, Karl-Wilhelm Koch, Florian Schmidt: Steam under the half moon. The last few years of steam operation in Turkey . Verlag Röhr, Krefeld 1987, ISBN 3-88490-183-4
- ↑ Dimiter Dejanow: The locomotives of the Bulgarian State Railways . Slezak, Vienna 1990, ISBN 3-85416-150-6 , p. 77
- ↑ Dimiter Dejanow: The locomotives of the Bulgarian State Railways . Slezak, Vienna 1990, ISBN 3-85416-150-6 , p. 83 f.
- ^ Alfons Stettner: Museum steam locomotives in Bulgaria: In the gorges of the Balkans. in: Lok-Magazin 09/2014, pp. 72–77
- ↑ Bosnian Grandmas show the way , Steam Classic, April / May 1997, pp. 64-65.
- ↑ Lokstatistik.at, steam locomotives Bosnia and Herzegovina. Retrieved September 4, 2016 .
- ^ Gerd Böhmer: Berlin in November 1989. Retrieved on April 1, 2010 .
- ↑ Susanne Schäfer: La Tortuga. January 30, 2008, accessed April 1, 2010 .