MÁV VIm
| MÁV VIm / MÁV series 651 / ČSD series 623.0 / JŽ 31 / DR 51 | ||||
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| number | MÁV: 58 ČSD: 13 + 3 from MÁV CFR : 39 from MÁV JŽ : 11 from MÁV DR: 16 from ČSD |
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| Numbers | MÁV: 651.001-095 ČSD: 623.001-016 DR 51 001-016 |
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| Manufacturer |
MÁVAG Budapest Lokomotivfabrik Floridsdorf , Vienna |
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| Commissioning | 1909-1919 | |||
| Retirement | MÁV: until 1962 ČSD: until 1956 CFR: until 1937 |
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| design type | C'C-n4v | |||
| Construction year | 1909-1914 | 1919 | ||
| indicated performance | 884 kW | |||
| High pressure cylinder Ø | 400 mm | |||
| Low pressure cylinder Ø | 600/620 mm | |||
| Piston stroke | 610 mm | |||
| Drive wheel Ø | 1,220 mm | |||
| fixed wheelbase | 1,350 mm | |||
| Total wheelbase | 8,000 mm | |||
| Total heating surface | 235.2 m² | 234.26 m² | ||
| Heating fl. d. Tube | 221.37 m² | 219.2 m² | ||
| Heating fl. d. Fire box | 13.93 m² | 15.06 m² | ||
| Number of heating pipes | 272 | 261 | ||
| Grate | 3.61 m² | 3.42 m² | ||
| Vapor pressure | 16 bar | |||
| tender | M. | k. A. | ||
| Weight (empty) | 64.5 t | 70.96 t | ||
| Adhesion weight | 71.46 t | 78 t | ||
| Service weight | 71.46 t | 78 t | ||
| Service weight + tender | k. A. | |||
| Axle pressure | 12.1 Mp | k. A. | ||
| water | 14.5 m³ | 20 m³ | ||
| coal | 8 t | 12 t | ||
| length | 12,172 mm | 12,205 mm | ||
| Length + tender | 18,732 mm | 20,281 mm | ||
| height | 4,570 mm | |||
| Top speed | 50 km / h | |||
| smallest drivable radius | 150 m | |||
| brake |
Westinghouse compressed air brake, Le Chatelier counter -steam device |
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| control | Heusinger-Walschaert | |||
The MÁV VIm was a freight train - steam locomotive series of the Hungarian State Railways MÁV. Similar locomotives were also procured from the private Kaschau-Oderberger Bahn KsOd as the VIm series .
history
Largely unnoticed by the western world, the Hungarian state railway developed a large number of interesting mallet locomotives under the double-headed eagle . As everywhere in the dual monarchy, the trigger was the lightweight superstructure and steadily increasing tensile loads. Above all for operation on the mountain routes in the Carpathian Mountains and in today's Croatia , powerful locomotives were required, but they had a low axle load. The MÁV and later also the Kaschau-Oderberger Bahn decided to purchase real mallets with the C'C wheel arrangement. The design was delivered in different versions from 1909 to 1919 and was used on all MÁV routes between Transylvania and the Adriatic Sea .
The MÁV referred to it in its second scheme as VIm 4501–4530, from 1911 in the third scheme as 651,001–030.
By the end of the First World War , 58 machines of the 651 series had been delivered to MÁV. 24 largely identical locomotives were procured from the Kaschau-Oderberger Bahn . A further 13 locomotives from an order from the Kaschau-Oderberger Bahn were sent directly to the Czechoslovak State Railways ČSD in 1919 . This makes these Hungarian locomotives probably the largest family of standard gauge allets in the world.
A large part of the locomotives remained in Yugoslavia , Romania and Czechoslovakia after the First World War .
The 651 series in Hungary
In Hungary itself only five locomotives remained, which from then on were used in coal traffic between Tatabánya and Budapest . With the electrification of this route and the purchase of former US war locomotives USATC class S 160 in the 1950s, the locomotives became dispensable and were taken out of service by 1962. No locomotive of the 651 series of the MÁV has survived.
The 651 series in Czechoslovakia
The Czechoslovak State Railways ČSD took over three locomotives from MÁV in 1918, and in 1919 another 13 were ordered by the Kaschau-Oderberger Bahn but not approved. From 1924 the ČSD classified the locomotives as class 623.0.
The ČSD used the locomotives mainly on the winding and incline-rich Jeseníky Mountains between Mährisch Schönberg (today: Šumperk) and Ziegenhals (today: Głuchołazy / Poland). After the Munich Agreement and the German occupation of the Sudetenland , the locomotives came into the inventory of the Deutsche Reichsbahn in 1938 , which gave the locomotives the numbers 51 001-016.
After 1945, the remaining locomotives continued to operate on their main line over the Ramzovské sedlo ( Ramsauer Sattel ) in the Jeseníky Mountains until they were replaced by the modern class 556.0 . The locomotives were then taken out of service and scrapped by 1956.
literature
- Karl Gölsdorf: Locomotive construction in old Austria 1837-1918 , Slezak publishing house, Vienna 1978. ISBN 3-900134-40-5
- (Béla Czére, Ákos Vaszkó): Nagyvasúti Vontatójármüvek Magyarországon , Közlekedési Můzeum, Közlekedési Dokumentációs Vállalat, Budapest 1985, ISBN 963-552-161-8
- Mihály Kubinszky (ed.): Hungarian locomotives and railcars , Birkhäuser Verlag, Basel 1975, ISBN 963-05-0125-2
