Last update: Oct 2006
Links |
Czechia and Slovakia
|
||
|---|---|---|---|
Czech Republic |
|||
| Czech railways | List of Czech locomotives | Photos of czech locomotives | Photos of czech locomotives |
| Czech National Museum Prague | Iron Monument Club, Plzen. Phone 00420 604 704906. Fax 00420
19 7216185. Iron Monument Club
(Czech and German) mail imc.plzen@post.cz
Mostly driving with 475.111. |
Society Posazavsky Pacifik, maintaining steam locomotive 434 0170, www.posazavsky-pacifik.cz | |
| Calender for steam trains
in Czechia |
Some mainline steam dates |
A railway club with some oldtimers | |
| Zeleznicni muzeum Luzna. Phone 00420 313 537700 Web link |
A czech site with many further links in czech language | Radek Panchartek, contact person for special trains with 498.022 from Praha: bublinka2005@seznam.cz | |
Slovakia
|
|||
| Slovak special steam trains etc. | ALBATROS klub Bratislava, maintaining 498.104, contact Roman Petho, web: http://www.albatros.vlaky.net, e-mail: albatros@vlaky.net | List of preserved Slovakian steam locomotives, working or being repaired: http://srailjk.host.sk/Supis-a1.htm | ALBATROS KLUB, the society for maintaining 498.104, pri RD Bratislawa hlavne, Tupeho ulica 4, 81305 Bratislawa, Mail 498104@atlas.cz |
| Some mainline steam dates | Model railway magazine (in Slovakia) http://www.srailjk.host.sk/ | About museum engine 477.013: http://www.srailjk.host.sk/Klub.htm | Special trains with Slovakian steam engines organized by Austrain Railways |
The czech steam locomotives constructed after WW II were famous for their beautiful design and their efficiency. The artist Vilém Kreibich made the drawings of the external design before the locomotives were constructed. After WW.II and until the communists took over government in 1948, Czech locomotive factories cooperated with André Chapelon of France for the design of their new engines. Most of the new designs were therefore outfitted with Kylchap blast pipes and double chimneys. All the boilers were welded, had combustion chambers, arch tubes and/or thermosiphons, multivalve throttles and most of the larger locomotives were equipped with mechanical stoker.
On this page are a few photos, made in 1971 and 1974 (under constant danger of arrest as railway photography was forbidden).
At that time, very much of Czechoslovakia was still served by steam locomotives, even if many main lines were electrified. The 498.1 express locomotives between Plzen and Praha made am impressive performance in 1971, but had actually disappeared in 1974. Still, most of the steam engines were brightly colored and clean. And they had a powerful appearance.
After the end of regular steam service on the CSD in 1981 some locomotives of the CSD fleet were also preserved or put in working order again. NTM (National Technical Museum in Praha) let its live locomotives out on hire to the CSD sheds or preservation societies. Twenty six live steam locomotives of the former CSD fleet were available for the celebration of the 150th anniversary of the railways on the Czechoslovak territory. About 40 steam locomotives are preserved in working order in Czechia and Slovakia.
Some more information about Vilém Kreibich:
He was born in 1884, as a son of an engine driver. He studied at the
Prague Academy of Art. His first design work were the Gölsdorf
Atlantic
express locomotives for the line between Prague and Vienna, the most
powerful
European Atlantics at their time. He started to work as an industrial
designer
for Skoda works in World War I and worked with them for 40 years. Since
1928 he also cooperated with Vlastimil Mares, later the Chief of the
design
depoartment of the Czechoslovakian railways. The first work he did for
the railways was the new color scheme for the express locomotives
constructed
in the beginning of the 1930s. In the late 1930s Kreibich participated
in the development of a unified appearance of the new locomotive
generation
developed then.
After World War II Kreibich painted the new locomotives, and the designers at the factories followed his design, for the outside appearance of the locomotives.
A book about his influence is to be published by Prof. Karel Zeithammer, one of the directors of the National Technical Musem in Prague.
A class number had three digits:
First digit is number of driving axles.
Second number is maximum speed minus 30 in km/h, divided by 10 (A max
speed of 100 km/h thus gives digit seven)
Third number is the axle load in tons minus ten (An axle load of 15
tons thus gives number 5).
May 4 to 7, 2007: Photo trains near Vrutky, Slovakia with 475,196, 556.036, 464.101 or 477.013. Vrutky - Zvolen - Prievidza - Brezno - Margecany. Info from Henry Riedel <henry.riedel@web.de>
Jun 15 to June 17, 2007: 498.022 plus one more steam locomotive (475
or 477.043) are driving Praha-Bratislawa-Praha. Info from Radek
<bublinka2005@seznam.cz>
In September 2007 there is planned another trip with 498.022. There are
two
possibilities of destination. The first one is the Gotthardbahn in
Switzerland (7 days long and the price will be around 12 000.- Kc or 445
Euro) or second one is Zvolen in the Slovakia, where is the
International Grand Prix of small steam engines (5 days long and the
price will be around
5 000.- Kc or 185 Euro). Info from Radek <bublinka2005@seznam.cz>
This is a construction from 1923, but is included as it was the first museum engine at the CSD. This engine was the first in Europe to have a Vanadium steel cast frame. The rods are also produced of special steel (Chromium, nickel) to keep the weight light. Some of these engines were later equipped with Kylchap blast pipes.
In October 1970 overhauled locomotive No. 387.043, property of the National Technical Museum (NTM) in Prague left the CSD Maintenance Works at Ceske Velenice. The repair of this locomotive was the result of personal initiative of some people who tried to assert the idea of live historical vehicles on CSD rails. They gathered inspiration from their own conviction and from experience taken from abroad. The situation in Czechoslovakia after suppressing of the "Prague Spring" 1968 wasn't politically favorable for such activities, on top of it the CSD tried to withdraw as soon as possible all steam locomotives. For hauling of some "nostalgic" trains (mostly for anniversaries of some railway lines) steam locomotives of the working fleet of CSD sheds or of industrial railways were used. Immediately after its repair in 1970, 387.043 served in the production of a documentary film, but then it was put to a standstill for nearly five years.
Slovakian preserved engines of this class: 387.017, Kuty, owner MDC,
(Slovakian Museum of Transportation), factory number 760/1932 Skoda,
387.019, Bratislava, factory number 762/1932 Skoda.
From the journal Zeleznice, No 4/96:
Class 464.2, the last steam locomotive type in former Czechoslovakia, was delivered in 1956. Two prototypes of 4-8-4 tank engine were built by Skoda Locomotive Works, based on the tried class 464.0 locomotives from the thirties. The most modern construction elements were used, but the series was canceled. The two locomotives operated successively in the Praha-Smichov, Jihlava, Brno and Olomouc depots. From Brno they hauled local trains to Ceska Trebova, Havlickuv Brod and Prerov. The last depot was Olomouc, with trains on mountaineous lines. They were withdrawn from service in 1974 and 1975. Both locomotives shared in the hauling of N. S. Chruschev special train to the Vienna meeting with J. F. Kennedy on June 2, 1961. No. 464.202 was given to the National Technical Museum on 13.6. 1974 and was overhauled to be operational for line duty in 1994.
The machinery was taken over from locomotive type 464.1, but the boiler was a totally new construction. The boiler has 18 Bar pressure, combustion chamber, multivalve throttle. The axle load is 15 tons on the driving axles. This should have led to the locomotive numbering as class 465, but they kept it 464. All axles and rods have roller bearings. Its power was 1250 kW.
464.202 is preserved workable in Olomouc and does some special train
runs every year.
Delivery to the CSD: 475,101-106 in 1947, 107 - 161 in 1948, 162 - 182 in 1949, 183 - 199 and 1100 - 1142 in 1950, 1143 - 1147 in 1959. All were built by Skoda.
The pictures are from Plzen. The locomotives ran many of the local passenger trains along the surroundings of Plzen.
Preserved engines: 475.101 (Brno), 111 ( Iron Monument Club Plzen , serviceable, 179 (Decin), servcieable, 1142 (Prerov, serviceable UNTIL MARCH 29, 2003) , 475.196 (Vrutky, Slovakia), in service again since 15 July 1992, 475.1130(Vrutky, Slovakia, parts engine for 475,196).
In 1971, photography was difficult: Just after these pictures, the
author
was arrested, but luckily the film was not found by the police and thus
not confiscated.
In 1971, these engines pulled most of the local trains around Cheb,
Plzen, Chomutov, Decin, Liberec, Hradec Kralove. In 1974, I saw them
only
between Liberec and Hradec Kralove, as well as on local trains out of
Hradec
Kralove. In 1974, however, my films were confiscated.
A few measures:
| Driving wheel diameter | 1750 mm |
| Steam pressure | 16 Bar |
| Cylinder dimensions | 570 mm diamater, 680 mm stroke until no. 070, then 530 mm |
| Grate area | 4.34 square meters |
| Fire box heating surface | 24,2 sq. meters |
| Total water side heating area | 201.8 sq. meters |
| Superheater area | 63 sq. meters |
| Weight in working order | 100-102,6 t |
| Adhesive weight | 60,6 - 66,4 t |
| Tractive effort max. | 160 kN |
| Max. speed | 100 km/h (50 km/h backwards) |
| Tender water capacity | 32 tons |
| Tender coal capacity | 9 or 11,2 tons (differing data) |
| Tender weight in working order | 69 tons |
| Total wheelbase locomotive with tender | 20720 mm |
| Overall length locomotive with tender | 24800 mm |
| Working weight locomotive with tender | 168.6 tons |
| Power output (unknown at which speed etc.) | 1480 kW |
The engine has, in principle, the same boiler as class 556. However, class 556 has 18 Bar, not 16 Bar, maximum pressure.
Click here for a drawing .
Click here for a more detailed drawing of 475.1142.
Pictures are here: http://www.angelfire.com/mac/qj/csdbilder/csdbilder.html
Thus, in 1965, these engines were rebuilt into two cylinder single expansion engines, like the class 475.1. Their outside cylinders were preserved, with 580 mm diameter and 660 mm stroke, some more than the 475.1 class engines. Boiler pressure was reduced to 17 bar. Still, they had a rated output of 1626 kW. Adhesive weight was increased to 72 tons (18 tons axle load on the driving axles). They were used at Prerov thereafter. The first locomotive to be withdrawn was number 002 after derailing at 88 km/h with the express train "Chopin" on 27.2.1968. The other two were withdrawn in 1971.
In 1971, I saw them running double deck local passenger trains from Praha Smichov. In 1974 these engines were still running nearly all passenger trains around Ceska Lipa. 60 engines were built. Originally they had no water reservoir along the boiler. This was added from engine number 39, but later some of the older engines were rebuilt with additional water tanks.
At the end of 1971 all 60 were still in service at depots Zvolen,
Nove
Zamky, Leopoldov, Breclav, Brno, Ostrava, Olomouc, Ceska Lipa, Nymburk,
Kralupy nad Vltavu and Praha Vrsovice. In 1973, 7 engines were
withdrawn,
in 1974 another 11. In 1974, at least Ceska Lipa and Nymburk still had
engines working. Engine 477.035 was withdrawn in Ceska Lipa on
26.9.1977,
probably as the last one there. In 1978 only 8 engines were still
existing.
The last one was withdrawn in 1981.
477.043 is preserved, in earlier years owned by heat station Praha-Malesice, it was overhauled to be in working order for museum trains in 1980. 477.013 is preserved workable in Slovakia at depot Poprad, owned by Center for Technical documentation (MDC). One more engine, number 060, is owned by the National Technical Museum in Praha and not working.
A few measures:
| Driving wheel diameter | 1624 mm |
| Steam pressure | 16 Bar |
| Grate area | 4.3 square meters |
| Fire box heating surface | 17,9 sq. meters |
| Total water side heating area | 206,9 sq. meters |
| Superheater area | 59,6 sq. meters |
| Weight in working order | 128,5 - 132,5 t |
| Cylinders | 3 * 450 * 680 mm |
| Adhesive weight | 68,7 - 70,2 t |
| Max. speed | 100 km/h |
| Water capacity | 15 tons |
| Coal capacity | 7 tons |
| Total wheelbase locomotive with tender | 14000 mm |
| Overall length locomotive | 17300 mm |
| Max output | 1590 kW |
The first picture is taken at Ceska Lipa.
Here 477 054 at Praha Smichov on June 1971. At this time these
engines
still ran the local passenger trains with double deck sets. Three years
later everything was diesel and electric here.
But such engines still ran a lot of local trains out of Ceska Lipa in
1974. Pictures will be added to this web site in a while. What I did
not know then was that the area around Ceska Lipa had a lot of Soviet
military institutions. Strangely, the police in Ceska Lipa was
especially friendly and cooperative about my photographing.
|
More pictures here: http://www.angelfire.com/mac/qj/csdbilder/csdbilder.html
As a result of the need for postwar extension and restoration of the express train locomotive fleet the pre-war class 486.0 was chosen for further delivery. 40 pieces of class 486.0 locomotives numbers. 10 to 49 were ordered from Skoda locomotive works on October 6, 1945. The series was classified as Skoda 31Lo5 type with factory numbers 1706 to 1745. Many construction changes were introduced compared to the last pre-war engines (Nos. 486.008 and 009). Many of them concerned the material used - the use of more valuable materials was not possible in the post-war conditions, except for exceptional cases. The boiler was practically a new design, the cylinders were changed (the diameter was reduced from 550 to 500 mm), the whole design was reviewed. Also new tenders of class 935.0 were delivered for the new locomotives. The final design work was completed in the spring 1946. At that time the axle load was increased from 16 to 17,5 t, the maximum speed from 110 to 120 km/h. Due to these facts the locomotives were classified as class 498. Many parts are identical with the (not much later built) locomotives class 475.1. The boiler is nearly totally welded and its middle is at 3250 mm over the rails.
The first work test of the completed locomotive, marked already as
No.
498.001, was carried out on December 5, 1946. No. 498.002 was taken
over
by CSD as the first one on January 25, 1947. The first series (21
pieces)
were manufactured by Skoda Works as 29Tr1 type with Nos. 894 till 914,
for the rest an order was placed with CKD Prague Works, branch at Slany
(Nos. 584 till 603). Total number of engines built: 40.
Some deficiencies found to exist in operation, led to various
improvements.
Among the most important were the mechanical stoker, the Kylchap type
double
exhaust nozzle (after cooperation with Chapelon from France), the
Hulson
type shaking grate. This improved their power from 1830 horsepower
maximum
to 2200 HP. All engines were reconstructed from 1951. 498.024 got type
Witte smoke screens. Number 23 and 35 to 40 got larger smoke screens
like
type 475.1. During their final main overhaul in 1964 to 1965, a
thermosiphon
was installed in some engines.
The locomotive got the nickname "Albatros". Each engine rode between
1,8 and 2,3 million kilometers (except 498.019 and 024 which were
withdrawn
from circulation following accidents in 1952 and 1957).
The design of the new locomotives was a real surprise for both
railway
staff and passengers. The colors used (blue, red and white) symbolized
the Czechoslovak flag. This color design can also be found on the No.
498.022
museum locomotive, which is in workable condition and used to haul
special
trains. It is stationed in Praha Liben.
Their first assignment were heavy express trains between Praha and Ceska Trebova. They were tested between Chocen and Pardubice with up to 136 km/h speed. Then, they were distributed to Praha Stred, Prerov and Bratislawa. Upon electrification of major lines, they came to Zilina (Slowakian mountains) and Bohumin. During the 1950s, these engines hauled most heavy express trains out of Bratislava. From the late 40s until electrification, they hauled trains between Praha and Kosice, part of them being stationed to haul trains between Zilina and Spisska Nova Ves, in the difficult Slovakian mountain region. 498.030 - 033 were at Bratislava in 1963, hauling trains towards northeast, together with engines class 498.1.From the late fifties (other sources sday 1961), they were also stationed at Plzen to haul trains on the lines Cheb-Plzen-Praha and from 1964 in Tabor and Ceske Budejovice to haul trains between Ceske Budejovice and Praha (For example number 040 in 1968). From 1965 they were also in Decin, hauling expresses between Praha and Decin (for example engines 032 and 034 in 1968).
At Plzen, these engines were also responsible for the express trains towards Praha until September 1968. Because of problems with train heating using diesel, locomotives 498.002, 011 and 016 ran again from November 1968 to January 1969. The engines also pulled the international express trains from Plzen to Furth im Wald (Germany) until 1972.
The first engine to be withdrawn was 498.019, after a head on crash
in 1952 with 555.112. The next one was 498.024, equipped with Witte
smoke
screens, after a head on crash at Chozen with 414.412, in 1957. The
remaining
38 engines had to cover a 28 days plan. From 1963, they only had 24
days.
In 1969, the plan in Bratislawa went down to zero, the locomotives
class
498.1 covering the remaining services. But 498.010 was still in steam
on
Jan 8, 1970. The last depot they went to was Leopoldov in Slovakia. On
31
December 1969, still 27 engines were rostered. Their last services were
between Decin and Praha, where they during 1971 were replaced by
diesels
class T478.3, and the last four engines quit in Plzen in 1972. Decin
had serviceable machines until 1974, however no plan.
Administratively they were withdrawn in 1976.
498.001 and 022 survived last. 498.014 from depot Plzen was
stationary
boiler from 1973 to 1976 and then went to the National Technical museum
in Praha. 498.022 is preserved serviceable and stationed in Praha
Liben. Its running
days can be found here.
A few measures:
| Driving wheel diameter | 1830 mm |
| Steam pressure | 16 Bar |
| Grate area | 4.7 square meters |
| Fire box heating surface | 21,1 sq. meters (after rebuilding in 1964) |
| Total water side heating area | 259,6 sq. meters |
| Superheater area | 73.8 sq. meters |
| Weight in working order | 106,1 t |
| Cylinders | 3 * 500 * 680 mm |
| Adhesive weight | 72.4 t |
| Max. speed | 120 km/h |
| Tender water capacity | 35 tons |
| Tender coal capacity | 14,4 tons |
| Tender weight in working order | 67 - 68 tons |
| Total wheelbase locomotive with tender | 21200 mm |
| Overall length locomotive with tender | 25030 mm |
| Working weight locomotive with tender | 175 tons |
| Power output rated | 1626 kW |
On trial runs between Praha and Ceska Trebova the engines achieved a speed of 135 km/h, on the section Chocen-Pardubice. The maximum service speed was then determined to be 120 km/h. 498.106 achieved a speed of 162 km/h on 27.8.1964, with a measurement train. This is the highest achieved speed with such small wheels as 1830 mm.
They ran trains of 600 tons weight at 116 km/h at level, and still at 30 km/h on 14 per thousand ramps.
At first, all 15 engines went to depot Praha Stred, taking over the services run by class 498.0. In the second half of 1955, 7 engines were relocated to Zilina in Slovakia to work the difficult mountain section Zilina - Spisska Nova Ves. (Praha - Kosice). Photos exist of 498.101 in Nove Zamky (Slovakia) in 1958. In 1958, three engines from Zilina and three from Praha went to Prerov: Numbers 102, 104, 105, 110, 113, 115. At end of 1958 the remaining 4 engines in Zilina went to Bratislawa. Thus, 1959 saw 5 in Praha, 6 in Prerov and 4 in Bratislawa.
In 1960, all engines went to Bratislawa. 1960 to 69, they hauled international express trains (Germany-Balkan) from Ceska Trebova to the Hungarian border. Some were based at Leopoldov near Bratislava and had heavy passenger trains up north and east from there. From 1970 they hauled such trains from Havlickuv Brod.
In 1970, 7 engines were sent to Plzen, number 101, 102, 103, 105, 108, 112, 115. There, they hauled the express trains between Plzen and Praha. They probably replaced type 498.0 there. 101 and 115 were then painted black, as opposed to dark blue originally. 103 was dark blue and had no star on the front door, 108 was light blue and probably the star engine of the depot. The author also observed either 102 or 105 or 112 with "depo Plzen" written on its front. The last service here was train R1102 on 3. June 1973, after which the line was electrified.
In June 1971, these engines, based at Plzen depot, were still running all express trains between Plzen and Praha. They were very well kept, mostly looking like new. The special thing for a railway friend was their very sharp exhaust sound, and their fast acceleration. 498.108 was light blue, with a red star on the front door, the "star" engine of Plzen depot. It ran the international express trains between Plzen and Praha. These engines took over the international express trains (Praha - Furth i Wald) from Russian M62 Diesel engines in May 1971, and ran them until 15 July 1971.
Down below are a few photos. The leftmost three pictures below are of 498.108, standing at Praha, Plzen and on its way west of Praha. The rightmost picture is 498.103 just west of Praha, accelerating its express train.
Other depots during the 1960s include Brno and Nove Zamky. Not much more is known about where they did their work. The last engine in express service left Brno on 17 May 1968 on R58 "Balt Orient", number 498.115. Probably one of their last services were local passenger trains between Brno and Prerov, together with locomotives class 475.1. They were replaced by diesels class T478.3.
The 8 remaining locomotives in Slovakia in 1970, in Bratislawa and Nove Zamky together, had a five day working plan until summer 1972, after which time they became reserves. On 31.12.1972 Nove Zamky had numbers 104, 109, 110, 111, and Bratislawa had numbers 106, 107, 113, 114. But number 109 was already nonservicable, as the first engine. Numbers 102, 112, and 107 were the next ones to quit service in 1973. The last regular service of this class was in 1976. The five engines 102, 103, 105, 112, 115 were withdrawn for scrap in 1976. 7 engines still existed in 1978. and 101 and 108 were the last ones at CSD until 1980, however not working.
498.104 was repaired by enthusiasts in 1991 to 1994. It is a serviceable museum engine in Bratislava, owned by the Transportation Museum in Bratislawa (MDC) since 1985. It is maintained by Klub Albatros, a group of volunteers. Its boiler certificate expired in 2004, and as yet it is not known if a boiler revision can be financed. A new bottom ring for the firebox is necessary, but otherwise its technical state is good. Engine 498.104 is painted dark blue, with the original red star at the smokebox door. It is still at depot Bratislava hlavne, Slovakia.
Since 1978, 498.106 is museum engine in Brno (Czechia), repaired after withdrawal from service during the years 1978 to 1980 in the workshop at Ceske Velenice. It is owned by the Czech Technical Museum in Praha since 1978. But in 2003, it had its last trip on March 29, due to boiler certificate expiry.
498.112 quit service early, but is stored at the museum at Luzna na
Rakovice.
A few measures:
| Driving wheel diameter | 1830 mm |
| Steam pressure | 16 Bar |
| Cylinders: Diameter, stroke | 3, 500*680 mm |
| Grate area | 4.85 square meters, stoker fired |
| Fire box heating surface | 26.3 sq. meters |
| Total water side heating area | 228.4 sq. meters |
| Superheater area | 73.8 sq. meters |
| Weight in working order | 113,5 t |
| Adhesive weight | 74.4 t |
| Max. speed | 120 km/h (164 km/h was reached in trial runs) |
| Tender water capacity | 35 tons |
| Tender coal capacity | 15 tons |
| Tender weight in working order | 80.8 tons |
| Total wheelbase locomotive with tender | 21739 mm |
| Overall length locomotive with tender | 25569 mm |
| Working weight locomotive with tender | 194.3 tons |
| Rated power output | 1900 kW |
 |
 |
 |
Here a few pictures of 498.103 in Praha hl.n. starting with an
express
train to Plzen in June 1971.
 |
 |
 |
 |
More pictures of this class: http://www.angelfire.com/mac/qj/csdbilder/4981bilder.html
All engines were built by Skoda. Locomotives 001 to 158 in 1952 (some of them with large smoke deflectors), 159 to 260 in 1953, 261 to368 in 1955, 369 to 404 in 1956, 405 to 510 in 1957-58, the last engine, number 0491, delivered on 12. May 1958 as the last steam engine built for CSD.
In 1971, 17 engines were loaned to MAV in Hungary.
556.0506 (built in 1957) is preserved serviceable at Ceske Budejovice and runs a few trips every year. 556.0210 is preserved (not serviceable) by Iron Monument Club in Plzen. 556,0298 is preserved at Praha and 556.0510 is preserved by National Technical Museum in Praha since 1.11.1981. 556 036 was the last steam locomotive to do service in Slovakia. It is preserved serviceable in depot Vrutky. It belongs to the first series of 556 class engines delivered to CSD, and has large smoke deflectors. 556.0235 was for a long time after 1980 a stationary boiler at Zvolen Works in Slovakia. 556.039 is in Slovakia, depot Plesivec. 556,0458 is also in Slovakia.
More Slovakian museum engines: 556.0207 Leopoldov?, 556.0235, Filakovo depot, 556.0274, Lucenec, depot.
A few measures:
| Driving wheel diameter | 1400 mm |
| Steam pressure | 18 Bar |
| Grate area | 4.3 square meters |
| Fire box heating surface | 24,2 sq. meters |
| Total water side heating area | 201 sq. meters |
| Superheater area | 63,3 sq. meters |
| Weight in working order | 99 t |
| Cylinder dimension | 2 * 550 * 660 mm |
| Adhesive weight | 84.2 t |
| Max. speed | 80 km/h |
| Tender water capacity | 35 tons |
| Tender coal capacity | 15 tons |
| Tender weight in working order | 80.8 tons |
| Total wheelbase locomotive with tender | 19920 mm |
| Overall length locomotive with tender | 23720 mm |
| Working weight locomotive with tender | 180t |
| Rated power output | 1640 kW |
 |
Here 556.0464 in Plzen, under the large bridge crossing the station area. At that time, this was a military secret and photography strictly forbidden.
More pictures here at: http://www.angelfire.com/mac/qj/csdbilder/csdbilder.html
The ubiquitous German war engine class 52 has also been in service in Czechoslovakia as class 555. Most of them were rebuilt to oil firing in the 1960s, and reninmbered to 555.3000ff. 555.3008 , an oil fired former German type 52 engine which CSD got from the Soviet Union, is being fixed up again in Sloviakia, with oil firing. This allows the locomotive to be used without sending a fire fighting train after it, as the rules of the Slovakian railway require for coal fired engines. Another engine of this class in Slovakia is available, non working.
A tank engine class 524.1 is preserved (not serviceable) at
Chomutov.
A list of remaining steam engines in the two countries is soon to be
added (or linked to)