MÁV series 601
| MÁV series 601 ČSD series 636.0 JŽ series 32 |
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| Numbering: | MÁV: 601.001–060 ČSD: 636.001–006 CFO: 601–603 |
| Number: | MÁV: 60 ČSD: 6 from MÁV CFR : 15 from MÁV JŽ : 36 from MÁV CFO : 3 |
| Manufacturer: | MÁVAG , Budapest |
| Year of construction (s): | 1914-1920 |
| Retirement: | ČSD: until 1947 |
| Type : | (1'C) C-h4v |
| Length over buffers: | 14,790 mm |
| Height: | 4,570 mm |
| Fixed wheelbase: | 1,700 mm |
| Total wheelbase: | 11,900 mm |
| Service mass: | 106.5 t |
| Friction mass: | 94.7 t |
| Top speed: | 60 km / h |
| Indexed performance : | 2360 PSi |
| Driving wheel diameter: | 1,440 mm |
| Control type : | Heusinger |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 520 mm |
| LP cylinder diameter: | 850 mm from No. 41: 800 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 16 bar |
| Grate area: | 5.09 / 5.24 m² |
| Evaporation heating surface: | 275.0 / 261.0 m² |
| Water supply: | 23 m³ |
| Fuel supply: | 8 tons of coal |
| Brake: | Westinghouse compressed air brake |
The MÁV series 601 was a freight train - steam locomotive series of the Hungarian State Railways MÁV.
history
Based on the good operating experience with the 651 series , even more powerful locomotives were built at MÁVAG in Budapest from 1914 onwards, which were specially designed for the route from Karlstadt (today: Karlovac) to Fiume (today: Rijeka), which is now in Croatia . Using the permitted axle load of 16.5 t there, a locomotive was developed that could move freight trains uphill even on the steep section of the Croatian Karst without a push locomotive. With a continuous output of 2360 hp, the locomotives achieved a level of performance that would only be exceeded in Germany over ten years later with the 01 and 44 series . At the time, the 601 series was the most powerful steam locomotive in Europe.
After the First World War, all 57 locomotives delivered up to then remained on their main lines in what is now Yugoslavia , Romania and Czechoslovakia .
The Compagnie des Chemins de fer Orientaux (CFO), which operated the railway line from Istanbul to Svilengrad in the Ottoman Empire, ordered another three copies . They were delivered in 1918 under the numbers 601 to 603 and used on the CFO routes for supply trains to the Salonikifront . The decline in traffic in the post-war period and the complicated technology led to an early retirement, even before the CFO was nationalized in 1937 and their rolling stock was transferred to the TCDD .
The 601 series in Hungary
In 1920 the last three locomotives of the 1917 order were delivered. From then on, these three locomotives were used together with the 651 series in coal transport between Tatabánya and Budapest . After 1945 the number increased again to five machines. The locomotives were used in front of heavy freight trains around Budapest until the 1950s. With the commissioning of the former US war locomotives USATC class S 160 in the 1950s, the large machines were finally dispensable and scrapped as a splinter class . No locomotive of the 601 series of the MÁV has survived.
The 601 series in Czechoslovakia
Six locomotives of the 601 series remained in the newly founded Czechoslovakia in 1918 and were added to the inventory of the Czechoslovak State Railways ČSD. The large machines continued to be used on their regular routes in Slovakia . It was not until 1924 that they received the new series designation 636.0. When parts of southern Slovakia had to be ceded to Hungary in 1939, the locomotives were returned to MÁV's inventory. After 1945 some came back to the ČSD, but were hardly used any more. In 1947 the locomotives were retired and scrapped.
The class 636.0 was the heaviest and most powerful series of steam locomotives that the ČSD ever had in its portfolio.
technical features
Due to the war, the locomotives were given a boiler of the Brotan design to save copper , which was accordingly designed as a tubular boiler in the fire box area. A Schmidt type superheater was used to superheat the steam. The front barrel axle was designed as an Adam axle and had a side clearance of 42 mm. The coupling axles in front were also given a lateral play of 10 mm or 12 mm, so that only the two rear drive axles in the main frame formed the fixed wheelbase of 1,700 mm.
literature
- (Béla Czére, Ákos Vaszkó): Nagyvasúti Vontatójármüvek Magyarországon , Közlekedési Můzeum, Közlekedési Dokumentációs Vállalat, Budapest, 1985, ISBN 963-552-161-8
Individual evidence
- ↑ Wolfgang Lübsen: The Orientbahn and its locomotives. in: Lok-Magazin 57, December 1972, pp. 448–452
