part 2

 

The attached article, which is the 1st Part of a 2-Part Series, describes some of the methods used by the US Army Engineer Battalions and Military Railroad Operating Battalions to rebuild wrecked railway bridges in Italian Theater during the 1943 and 1944 period. The Wehrmacht demolished numerous Italian Railway bridges during their retreats and these required extensive repairs by the Allies in order to return the railways to operation. The original article was printed in the December 16, 1944 edition of the USA railroad industry magazine 'Railway Age’. Thanks Richard

 U. writes... 

Grandpa Karl worked as a locomotive fitter for the German State Railway until 1. April 1941 , then he had to move to the army.

Till end of war in 1945 , he worked at the " Atlantikwall " in Belgium and France and drove trains at different places in Europe .

Due to his profession,  he got his certificate of discharge in June 1945 and than he started to work for/with  the 740th railway op bat. at Bonn /Germany  , where a railhead was build. The permit on the photo is from this time.

Later , till he retired in the late sixties,  he still worked in repairing ( steam )  locomotives for the new build German State railway in Cologne.

Thanks U glad to see Grabdpa Karl's IS card

great photo at Wisconsin Historic Society https://www.wisconsinhistory.org/Records/Image/IM100569

Trains to the Trenches: The Men, Locomotives and Tracks That Took the Armies... by Andrew Roden

Again the Engineers and MRS units worked together on these rail bridges ...

Thanks to Richard for this great post! He writes...a number of these locomotives were captured and operated by MRS units during the war and afterward. My last photo (Photo #6) shows one of these MRS operated locomotives.

 In addition, several more of these locomotives were built shortly after the war under the supervision of the MRS 757th Railway Shop Battalion when they operated the Henschel Locomotive Building Plant at Kassel, Germany.

The attached article describes the German wartime built Type 52 'Kondenslokomotive' 2-10-0 steam locomotives that were equipped with the special condenser tender. These locomotives were a sub-group of the standard German Type 52 Kreigslok (also known as the Kreigslokomotive) wartime built 2-10-0 steam locomotives and were specially made to operate for long distances on the Eastern front railways without having to stop for the resupply of water. 

The condenser tender enabled the locomotive to condense its exhaust steam back into water and then continue to use this water in the boiler to produce further steam. In a normal steam locomotive the exhaust steam is discharged to the atmosphere and lost. 

The German operated railways on the Eastern front had difficulty supplying sufficient clean and treated boiler water to its steam locomotives. The Kondenslokomotives locomotives were designed to reduce this problem and to enable the locomotives to operate over longer distances. In addition, the water tanks were subject attacks by the Soviet partisans and air force and were easily damaged and put out of use. 

This article is an in depth technical description of the locomotive and its special condenser tender. It was written for USA railway mechanical engineers, but it does contain some information related to the German methods used for Eastern Front wartime locomotive operation. The stated operating range of 1000 Km (660 miles) was reported by other railway sources to be lower and in the range of 640 Km (400 miles). For comparison, the typical operating range of a standard mid-size steam locomotive during wartime operation would be approximately 80 Km (50 miles) before it need to obtain water. 

 These condenser locomotives, and the standard German Type 52 Kreigslok 2-10-0 steam locomotives, were operated by both the Wehrmacht’s own railway operating units and the Deutsche Reichsbahn (the German State Railway) staff. All Type 52 locomotives were built using a much simplified method of construction to reduce construction time and materials and were designed to have a light axle load in order to operate on many of the lightly built Soviet railway lines. 

Approximately 180 of the Type 52 condenser locomotives were built by Henschel at their Kassel Works during the war and a number of additional ones built afterward. For comparison, several thousand of the standard Type 52 Kreigslok 2-10-0 steam locomotives were built by both Henschel and by other locomotive builders, including companies in the occupied countries. 

 A number of the Type 52 Kreigslok condenser locomotives operated on the Western Front railways, including in Belgium and Italy and some remained in operation after the war. Several were captured and used by the US Army Railway Operating Battalions in Germany during and after the war. In addition, one of the captured locomotives was sent to the USA after the war for examination. 

The standard Type 52 Kreigslok 2–10-0 steam locomotives remained in operation in Germany and on the state railways of many countries throughout Europe into the 1970s. Some continued in service in several Eastern European countries into the 1990s and a number remain in existence today. 

 The original article was printed in the December 29, 1945 edition of the USA magazine 'Railway Age’ which was the main USA railroad industry publication.

 

The attached photos #1, #2 & #6 were copied from the Italian model railway website Märklinfan Club Italia’. The remaining photos were copied from the internet. 

"The attached photo from the 6 April 1945 issue of 'The Railway Gazette’ shows a US Army captured German StuG Assault Gun that an MRS unit converted to serve as a shunting (switching) locomotive to move railway cars over covered tracks laid on city and dockyard streets and within warehouses or other covered storage areas. The reason the conversion was made either because the warehouses, dockyard or storage areas were subject to a fire hazard if a steam locomotive was used or because the track curvature was too sharp or too light to enable use of a standard Army steam shunting (switch) locomotives or one of the available French or Belgium locomotives. The backdrop of the photo shows what appear to be a merchant ship crane boom so this photo may have been taken at a harbor dock. 

The StuG would have been operated by one of the unit’s locomotive engineers who would be guided by hand signals given by an Army brakeman or switch crew. The conversion was likely made by one of the US Army Railway Operating Battalions or one of the attached US Railway Shop Battalions. The StuG apparently is equipped with a rigid welded steel bracket at each end to enable it to couple to the railway car but it is not equipped with any type of freight car buffers. It cannot operate the railway cars brakes and would depend on its weight and tracks to slow and stop the cars. 

The Railway Gazette was a British magazine that discussed the British railway industry and railways world wide. 

Thanks Richard

Ling to Journal page HERE

Part 1

  

Part 2  

Part 3

Missing page 184 

 

Impact : the history of Germany's V-weapons in World War II / Benjamin King & Timothy J. Kutta 

Author King, Benjamin Kutta, Timothy J 

 "Published in the UK by Spellmount Ltd, Staplehurst, Kent"--Verso, t.p. 

Summary"An in-depth account of Hitler's V-weapons, the devastation they caused, and the massive allied countermeasures taken to destroy them"--Cover, P. [4]. 

Physical description 358 p., [16] p. of plates : ill., maps ; 24 cm Place Europe 

Topic V-1 bomb V-2 rocket Guided missile bases, German World War, 1939-1945--Aerial operations, German Surface-to-surface missiles

Army Transportation Journal Vol 1 No 8 September 1945 pp. 68

 

 

Red Ball express--The Influence of Transportation on Operations Army Transportation Journal, Vol. 4, No. 5 (SEPTEMBER-OCTOBER 1948), pp. 11-14, 69

Army Transportation Journal, Vol. 3, No. 5 (SEPTEMBER-OCTOBER, 1947), p. 22,24

PART 1: The Military Railway Service 

 

PART 2: The Military Railway Service 

 

 Army Transportation Journal, Vol. 4, No. 4 (JULY/AUGUST, 1948), pp. 16-18, 44-45

Railroad History , Fall-Winter 2004, No. 191 (Fall-Winter 2004), pp. 100-106

Army Transportation Journal, Vol. 1, No. 11 (December, 1945), pp. 3-5

National Defense Transportation Journal , MAY-JUNE, 1951, Vol. 7, No. 3 (MAYJUNE, 1951), pp. 31-34

Army Transportation Journal , July, 1945, Vol. 1, No. 6 (July, 1945), pp. 8-11

short historyof 753rd

Mr Bailey older and his various amazing photos

Thanks Richard!

ADSEC Our Job - engineers mission

 

Railroading in Eighteen Countries: The Story of American Railroad Men Serving in the Military Railway Service, 1862 to 1953 Kindle Edition by Maj.-Gen. Carl R. Gray (Author) Part I  

Part II

 

 

 

Field Manual 55-55 Description Describes "the organization and operation of the railway-operating battalion upon a railway operated by the Military Railway Service. Its purpose is to assist military railway officers in the training and operation of their units and to guide command and staff officers charged with their employment." 57 p. : ill. ; 19 cm. United States. War Department. February 4, 1944.

His granddaughter, Melissa writes .... 

Charles Wesley Lewis was morn Jan 24, 1919 and passed Dec 6, 1986 Once home to West Virginia he began work in the coal mines eventually getting his Mine Foreman's Certificate in 1953. Was a member of the local Lions Club and an avid gardener. 

He had bright blue eyes and a warm toothy smile, a wicked sense of humor and a great story teller, and he never met a stranger. Sadly he passed at only 67 from complications of emphysema and Black Lung Disease. 

*Thanks Melissa for sharing these with us !

Part I

 

 Part II

 

 

727th Italian civilians [The Yankee Boomer - Londra, 9 marzo 1944, pagine 1-2] [ 509 ITALIAN CIVILIANS KILLED BY FUMES WHEN FREIGHT TRAIN STALLS IN TUNNEL

More than 500 Italians lost their lives last Friday in what was probably the most unusual and the most ghastly catastrophe in the history of world railroading. They died, 509 of them, peacefully and without ever knowing what was happening to them, as the freight train on which all but the crew were unbidden guests stalled in the depths of a tunnel, and the locomotive poured lethal fumes into the damp darkness. 

Searching parties who struggled into the approximately two-mile-long bore through a lonely mountain stretch of southern Italy to see what was delaying the train found the victims lying and sitting about as if asleep. There had been no panic, no struggle for life. They had simply grown drowsy, drifted into unconsciousness and died while they wondered what was causing the train to halt. News Slow in Arriving Because the mammoth tragedy occurred in a desolate and isolated stretch of countryside, it was a ful day before reports reached the outside, and even last night many details were lacking. It was known, however, that the train was all-Italian as to crew and passengers. Barring the off chance that the body of a straggler would be found as the macabre task of clearing the tunnel progressed, no Allied military personnel perished. First reports of headquarters of the Miliatry Railway Service, which supervises all schedules on the Italian State Railways in Allied hands but had no actual hand in the operation of this particular train, indicated that only one crew member had escaped from beneath the mountain. This was a fireman on the locomotive.Reuter's news service said some fifty persons were hospitalized. Reuter's put the death toll at 502. 

Gray orders investigation Brig. Gen. Carl R. Gray, Jr., Director General of MRS, immediately appointed an investigating board headed by Lt. Col. Fred W. Okie, commanding officer of the 727th Railway Operating Battalion, to report on the accident. The board contained both American and Italian railway personnel. General Gray, in a formal statement, characterized the tragedy as one of “the most regrettable and the most unusual” in his experience of railroading. Pending the report from his board, he declined to discuss possible causes. Railroad officials pointed out that a large preponderance of empties in the freight car string brought the death rate to such a huge figure. There were thirty-three empties in the train. 

Kind-hearted Italian train crews, not burdered with responsibility for valuable military freight as are the MRS crews who haul Allied supplies, may have looked the other way as the hordes of refugees and ex-Italian soldier filled the empties at stops before the tunnel was reached. Or they may have been unable to cope with the rush. The train's schedule called for a stop in a yards not far before the tunnel point of entry, and it was dark when that stop was made. Since only the fireman appears to have survived out of the entire train crew, the crew's responsibility for the ticketless passengers may never be definitely fixed. What caused the train to stall in the tunnel was not immediately apparent. Railroad men said, however, that the train was on a upgrade. The fireman may have been down on the “deck” to avoid the worst of the exhaust gases and hence not kept up sufficient steam, or else the wheels may have commenced slipping and the engineer may have been too overcome to correct the situation before it was too late. 

The accident recalls a similar one recently in which an Italian locomotive fireman died. In that particular accident, the engineer, the rest of the crew, and several passengers owed their lives to the coolness and efficiency of an American MRS train crew. As in Friday's catastrophe, the Italian Crew of a locomotive were overcome by tunnel gases, but the Americans in the cab with the ferrovieri brought the engine out. The they managed to revive all but the firemen. Among the passengers they saved were two Italians nuns Balvano train disaster https://en.wikipedia.org/wiki/Balvano_train_disaster

'Titanic of train disasters' by Nancy Cunningham on Scribd

Obituary for Ralph L. Ott Ralph L. Ott, 93, of Chambersburg passed away on Sunday, October 27, 2013 at Menno Haven Nursing and Rehab Center He was born on Thursday, December 25, 1919 in Scotland, PA the son of the late G. Harold and Rhoda (Jones) Ott. He spent his early years in Chambersburg, attending schools in the borough, graduating from Chambersburg High school in 1937. He attended Tampa University in Florida on a Football Scholarship. Ralph worked at the Pennsylvania Railroad in Chambersburg before being drafted into the U.S. Army in 1941. He spent four years in the Army, 2 ½ years of which were in Iran with the 730th Railway Operation Battalion. Upon his return home, he married Helen Wise on November 8, 1947. He returned to the Pennsylvania Railroad shops in Chambersburg until 1972; then took employment at Letterkenny and retired from there in 1981. Ralph was a member of the First United Methodist Church and the following organizations: The Chambersburg Club, V.F.W. Post # 1599, American Legion Post #46, Amvets and the Marine Corp League. He is survived by his wife, Mary Wise Ott, who he married on November 25, 1977, two sisters: Evelyn O. Franklin and Shirley O. Barkdoll, nieces and a nephew. He is also survived by a step-son, David Shetter, wife Angela and two step grandsons: Vincent and Mitchell. The Funeral Service will be held at the convenience of the family. Burial will be at Lincoln Cemetery. Online condolences may be expressed at www.sellersfuneralhome.com

Bruce writes ....
Henry Brill was born in Yorkville, Manhattan, New York 24 January 1913. Yorkville was known then as a German neighborhood and --according to the 1920 Census, it has 8 year old Henry's language at home as German. His German speaking ability, I believe, came in handy in the army as the 757th advanced through Germany and then set up headquarters in Kasel, Germany. At the same time, my Dad was Jewish and he was given two different sets of dog tags: his official with "H" for "Hebrew" indicating he was Jewish; and an alternative set with "P," Protestant, for when the battalion landed in Europe and confronted the Jew-hating German forces (in case of capture) . Dad didn't talk much about the war except to mention that there was German resistance when his unit landed on the Normandy beach (even if it might have been a day or two after D-Day) and he hid behind a rock, which, he said, was "his best friend" that day. He also mentioned that when advancing on towns, that artillery would bomb certain factories and leave others untouched, which seemed strange to him. Only just now after viewing a conspiratorial-type documentary in which they maintained that Auschwitz and other concentration/extermination camp were actually more factories of "robber barons" which were big profit makers since they used slave labor. (and maybe --this is my own "thinking out loud"-- that's why Auschwitz

itself wasn't bombed??) Back to my Dad..... If you watched "Band of Brothers," one of the running themes was American GIs risking their lives to get a hold of a German Luger. Dad had one and sent it home (along with three sniper rifles, a German officer's sword, a Voigtlaender camera and other "souvenirs"). Before the war he tried to open a couple fruit and vegetable stores and each time they didn't make out and closed. . . so, the joke was that once he became part of the war effort, the war, too, would soon be over too. One very piquant story: sometime in May '44 he sent my Mom a letter from Great Britain and asked her to "give Aunt Sherry Berg birthday wishes for her birthday on June 6th" ..... Get it?....My Mom knew D-Day would be June 6th at Cherbourg ("Sherry Berg"). No one can figure out how Henry and Evelyn Brill knew when and where D-Day was going to happen when General Eisenhower himself didn't know! (I WISH I had that letter: no "experts" believe this story). After the war he began working for the Post Office as a letter carrier. Retired in the mid-70s to Florida. Loved fishing.

Taking the photo of my wall with Henry's grandson's (named for him, "Henny,") caricature along with photos of Dad and Mom with the trophy fish, brings my attention to another Henry-Brill-WWII item: that knife hanging on the wall. My dad made that knife himself in Kasel from an airplane propeller! I forgot to mention his rank: He was a buck private going into the army AND COMING OUT. I don't understand that. It SEEMS like it was a conscious decision not to take any rank ...not even Pfc, which, I thought came automatically after a few months of service. Am I mistaken? When I was in the army in the early 70s, I got E-4 in about a year. Dad was in for 3 full years. 

 Thanks to Bruce for sharing these amazing photos  ...

Thanks so much to author, Michael Heinzel for providing to the blog an English translation of a chapter pertaining to MRS units from his new book, Buch Eisenbahn in Ostbelgien nach dem 2. Weltkrieg: Besetzung - Befreiung - Wiederaufbau (Railway in East Belgium after World War II: Occupation - Liberation - Reconstruction) 

Reports from a German, American and Belgian perspective The railways in the Belgian-German border area served as deployment lines for the German invasion of Belgium in the First and Second World Wars. 

During the First World War they were only slightly destroyed, but then mostly ceded to the kingdom. During the Second World War, the destruction was serious. The local events of the years 1940-59 can be reconstructed using original documents from the Federal Archives, diary reports by American railway pioneers and official SNCB files from the Belgian train station Weywertz, and interesting insights into the political upheavals of that time can be gained. 

You can purchase in German here you can purchase in German here: Softcover 14.7 x 21cm 103 pages : https://bityl.co/B7jj 

 

If you can't see image click here : https://drive.google.com/file/d/165mOKwCNngH8q7hrAjwgEaQJGOWIOzK9/view?usp=sharing