MÁV series 424
| MÁV series 424 SŽ / ČSD series 465.0 JDŽ 11 SŽD ТМ (TM) |
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| Numbering: | MÁV: 424.001 - 365 JDŽ: 11-001 - 062 ČSD: 465.001 - 051 |
| Number: | 514 |
| Manufacturer: | MÁVAG , Budapest |
| Year of construction (s): | 1924-1958 |
| Retirement: | ČSD: until 1973 MÁV: until 1986 |
| Type : | 2'D h2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Service mass: | 85 t |
| Friction mass: | 59 t |
| Wheel set mass : | 15 t |
| Top speed: | 90 km / h |
| Indexed performance : | 1700 hp |
| Starting tractive effort: | 177 kN |
| Driving wheel diameter: | 1610 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 600 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 16 bar |
| Grate area: | 4.48 m² |
| Radiant heating surface: | 17.3 m² |
| Tubular heating surface: | 199.1 m² |
| Superheater area : | 55.7 m² |
| Service weight of the tender: | 57.6 t |
| Water supply: | 24.6 m³ |
| Fuel supply: | 12 m³ |
| Brake: | Knorr compressed air brake |
The vehicles of the MÁV class 424 were steam locomotives of the Hungarian State Railways (MÁV) for fast passenger and freight train service. In addition to the MÁV, the Slovenské železnice (SŽ) as the state railroad of the First Slovak Republic , which existed from 1939 to 1945, and the Yugoslav State Railways (JDŽ) also acquired locomotives of this type. During and after the Second World War , the machines also ran in Poland , Austria and the Soviet Union . Locomotives of this type were also exported to China and North Korea .
history
MÁV series 424
MÁVAG in Budapest delivered the first locomotive of the new 424 series to MÁV in 1924 . The construction was based on the 570 series of the Südbahngesellschaft (SB) and the identical It series of the Kaschau-Oderberger Bahn (Ks.Od.). The 424 proved itself as a universal locomotive that hauled almost all types of trains for the MÁV, from heavy freight trains to express trains. Their good acceleration performance made them the ideal locomotive for many Hungarian express trains due to the relatively short stopping distances.
Initially, however, there was no great need for further locomotives; the first 26 units produced in 1924 were not followed by another locomotive until 1929. This had the serial number 5000 of MÁVAG. It was not until the Second World War that more copies were built. From 1940 to 1944, 216 locomotives left the factory in Budapest for MÁV. They were given the numbers 424,028 to 424,243. They were used during the war and then mainly before military transports. The 424,234, for example, carried military trains of the US Army to the border area to Austria after the war .
In the post-war period the 424 became a Hungarian universal locomotive even more. With minor design changes, such as the introduction of smoke deflectors based on the German model and the increase in the permissible speed to 90 km / h, another 122 locomotives were delivered to MÁV by 1958. In total, the MÁV received 365 pieces, which, however, due to the war losses, were never all in stock at the same time. They did not start until 1972 when diesel locomotives of the M41 were procured . The 424 series was one of the last steam locomotives used in Hungary; the last machines were not taken out of service until 1986. Three copies, the locomotives 424.009, 247 and 287, are kept operational for special trains and museum trips, others are preserved as monument vehicles.
Row 465.0 of the SŽ / ČSD
The Slovakian SŽ acquired a total of 15 locomotives for express train service between 1942 and 1944 and designated them as the 465.0 series. With the end of the independent Slovak Republic and the SŽ, these locomotives were transferred to the re-established ČSD in 1945. The ČSD also took over other MÁV locomotives that remained on the territory of Czechoslovakia. The ČSD received additional machines to compensate for damage caused by the war. The stock increased to 51 locomotives. At ČSD, it was more of a universal locomotive and performed tasks from express train to freight train service. After the war they were mainly used in the boiler houses in Praha Vršovice and Liberec until their area of operation was concentrated on Slovakia. The last locomotive in this series was retired in 1973. The locomotives were nicknamed "Vitezka" (winner) and "Madarka" (Hungarian) at ČSD.
Row 11 of the JDŽ
Thirteen original Hungarian 424s remained in Yugoslavia after the war and were incorporated into the Yugoslav Railways . With the JDŽ they were classified as row 11. Three copies were painted blue and were kept for the state train from Tito until they were replaced in 1961 by the diesel locomotives of the JŽ D 66 series supplied by Krauss-Maffei . Since the design was very satisfactory, further copies were ordered in Hungary. From 1947 to 1948, MÁVAG supplied a further 39 locomotives, after which business relations were broken off in the course of the conflict between Yugoslavia and the states of the Soviet sphere of influence , which was related to Titoism . In a phase of temporary rapprochement between Yugoslavia and the Eastern Bloc , a final delivery of 10 units followed in 1955. Overall, the 11 series thus comprised the locomotives 11-001 to 11-062.
The locomotive 11-023, one of the special locomotives for Tito's state train, is in the Ljubljana Railway Museum . Further examples have been preserved as a monument locomotive.
Further areas of application
The turmoil of World War II led to a widespread distribution of the stock; In addition to Czechoslovakia and Yugoslavia, individual copies of the series were also found in other countries. After the war, the Soviet Union took over locomotives from MÁV as reparations , some of which were returned to Hungary from the end of the 1950s. Until 1950 some 424s remained with the Deutsche Reichsbahn in the Soviet occupation zone and were also used there in the express train service between Berlin and Schwerin . For a short time, some locomotives were also used by the Austrian Federal Railways ÖBB and the Polish PKP .
Locomotives of this type were exported from Hungary to the People's Republic of China after 1945 . A few copies were also delivered to North Korea . A total of 514 locomotives of this type were built at MÁVAG.
technical features
The locomotives made an impressive impression on contemporaries. They had a high boiler with a boiler center of 3300 mm above the top of the rail, which was the highest value for the ČSD at that time . The steel fire rifle had a tilting grate, the frame was designed as a sheet metal frame. The axles were mounted with plain bearings with central lubrication by a Friedmann type grease gun.
The suspension springs are located under the axle bearings and are connected by compensating levers. The locomotive is guided by a two-axle running bogie . The compressed air system is supplied by a double compound air pump type Knorr . The locomotives were equipped with electrical lighting supplied by a turgo generator.
During their long production period, the locomotives underwent many design improvements, such as welded bread tank boilers , smoke converters and Kylchap double blow pipes . In Hungary, some examples were converted to oil firing , others were given indirect push-pull control .
The locomotive's output of 1700 hp was almost as high as that of the ČSD class 475.1 . When starting up and on inclines, both types of locomotive behaved similarly to the 424 series due to the small drive wheel diameter. On the plain it was able to transport an express train with a load of 650 t at a speed of 90 km / h, on a gradient of 10 ‰ it reached 30 km / h with the same train. On a slope of 5 ‰ it could move trains with a load of 1150 t at a speed of up to 70 km / h.
literature
- AE Durrant: The Steam Locomotives of Eastern Europe , David & Charles, Newton Abbot, ISBN 0-7153-4077-8
Web links
- History of the MÁV series 424
- Website for the 465.0 series ( Memento from December 2, 2010 in the Internet Archive ) (Czech)
- Postage stamps with the 424
- Photo of the 424.009 in the small area of Fonyód , uploaded to k-report.net
Individual evidence
- ^ A b c A. E. Durrant: The Steam Locomotives of Eastern Europe, David & Charles, Newton Abbot, ISBN 0-7153-4077-8 , p. 38
- ↑ Jindřich Bek, Zdeněk Bek: Encyklopedie železnice - Parní lokomotivy [3] . Nakladatelství corona, Praha, 2000 ISBN 80-86116-20-4 ; Pp. 58-60
- ^ Josef Motyčka: Encyklopedie železnice - Parní lokomotivy [5] . Nakladatelství corona, Praha, 2001 ISBN 80-86116-23-9 ; P. 28f
- ↑ History: Josip Broz Tito
- ^ AE Durrant: The Steam Locomotives of Eastern Europe, David & Charles, Newton Abbot, ISBN 0-7153-4077-8 , p. 130
- ↑ Locomotive list of the Ljubljana Railway Museum
- ↑ Michael Reimer: Foreign locomotives on the Deutsche Reichsbahn. Transpress Verlag, Stuttgart 2001, ISBN 3-61371-153-2
- ^ History of the MÁV series 424