MÁV series Árpád
| MÁV series Árpád SŽ / ČSD series M 283.0 CFR series 78 |
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|---|---|
 Arpad
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| Numbering: | SŽ / ČSD: M 283.001–004 |
| Number: | MÁV: 7 SŽ / ČSD: 4 |
| Manufacturer: | Ganz & Co. , Budapest |
| Year of construction (s): | 1934-1943 |
| Retirement: | after 1945 |
| Axis formula : | 2 B |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 22,600 mm |
| Bogie axle base: | 3950 mm |
| Total wheelbase: | 19,075 mm |
| Empty mass: | 40 t |
| Service mass: | 47 t |
| Friction mass: | 27 t |
| Wheel set mass : | 13 t |
| Top speed: | 110 km / h |
| Installed capacity: | 240 hp |
| Driving wheel diameter: | 920 mm |
| Wheel diameter: | 920 mm |
| Motor type: | Ganz & Co. |
| Motor type: | 6-cylinder in-line |
| Rated speed: | 1,250 rpm |
| Power transmission: | mechanically |
| Tank capacity: | 340 l |
| Seats: | 72 |
| Classes : | 1. |
The MÁV series Árpád was a four-axle diesel multiple unit for express train traffic of the Hungarian State Railways (MÁV).
history
The vehicles were developed to cope with the light express train service. The first unit was put into service in 1934 and served as an express train on the route from Budapest to Vienna . The unit covered the 260 km route in 2 hours and 57 minutes. This record time established the global success of the Ganz & Co. company .
By 1940, the MAV had procured 6 more vehicles. Like the first railcar, which was named after Árpád , the founder of the Hungarian Árpád dynasty , they bore the names of Hungarian tribal princes. Árpád type railcars appeared after the war with several changes on the Polish State Railways (PKP), and they were also reproduced under license from the Romanian State Railways (CFR).
A vehicle with the number 23, titled with the name Tass , survived with the MAV and in 1958 became part of the Raab-Oedenburg-Ebenfurter Eisenbahn Gysev. After retirement from active service, the car was made drivable again by the MAV-Bahnbetriebswerk Landler and has been available again for historical journeys in nostalgic traffic since 1987.
The Árpád series in Czechoslovakia
During the Second World War, the development of diesel multiple units in Czechoslovakia was suspended . Nonetheless, vehicles were required for various purposes and so Slovenské železnice (SŽ), the state railway of the Slovakia , which has been independent since 1939, initially procured two M 283.0 class railcars in Budapest . Two more railcars followed in 1944. Their design dates from 1934 and was identical to the Arpad express railcars of the Hungarian State Railways (MÁV). The only difference was that the vehicles procured for Slovakia had a pulling and buffing device according to the standard design, with which it was possible to drive two vehicles together without multiple controls.
The vehicles were used in particular as the “Tatran” motorized express train between Bratislava and Prešov . After the end of the Second World War, three vehicles remained with the Czechoslovak State Railways (ČSD). The M 283.002 had to be taken out of service as early as 1950 when it was damaged by fire, probably caused by the Second World War.
The vehicles were again used as "Tatran", which was extended from Prešov to Košice after the war . It turned out that the vehicles did not require enough space for this mission. They were therefore always driven as a unit of two, with both vehicles having to be manned by a train driver. Although the Ganz company still supplied a few spare parts in the 1950s, the use of the railcars was inevitably coming to an end. In 1959 the M 283.001 was taken out of service and only the M 283.003 + 004 continued to be operated in western Slovakia.
As early as 1964/65, the last two railcars were retired. From this time on, the traffic on the Tatran was taken over by a class M 297.0 railcar until it was taken over by a classic set.
The car body of the M 283.001 is - divided into two parts - at different locations in the mountains of Smolenice .
technical features
The railcars were powered by a 6-cylinder diesel engine which was mounted in the machine bogie with a 5-speed gearbox. This mechanical transmission was shifted using compressed air. The filling regulation of the diesel engine was done mechanically from the driver's cab.
The lightweight car body was made of lightweight construction with electric arc welding and was intended for high-traffic express trains and therefore offered 72 seats in two 1st class compartments. The access stairs folded down automatically when the doors were opened. A triple coil spring was inserted between the running gear and the bogie frame.
The passenger compartments were heated with cooling water. The ventilation took place by means of the air ducts attached along the ceiling.
See also
- List of locomotive and multiple unit series of the ČSD
- List of locomotive and multiple unit series of the MÁV
literature
- Jindřich Bek: Malý atlas locomotive. Železničář magazine (Czech)
- Wolfgang Dath: The "Görlitz" type express railcars - railcar traffic in the GDR. EK-Verlag, Freiburg 1998, ISBN 3-88255-205-0 , p. 99: The "Ganz" type railcars
- General Directorate of MAV , Autonomous Department for Press, Advertising and Propaganda (Ed.): Railway nostalgia in Hungary . Hungaria Sport Egri Nyomda, Eger 902436.
Web links
- Description of the Arpad series railcar on vlaky.net
- Photo of a 78 series vehicle of the CFR - Apard series licensed vehicle
- Photo of the original Arpad vehicle
- Interior view of the railcar of the Arpad series
- Photo of the original vehicle from the Arpad range on www.k-report
- Dimensional sketch of the M 283.0 on Výkresy železničních vozidel
- Motorový vozeň radu M 283.0
Individual evidence
- ↑ Report on the cut up car body of the M 283.001 on vlaky.net