120 kilometres per hour (75 mph) (service) 152 kilometres per hour (94 mph) (in tests) 161 kilometres per hour (100 mph) (Hungarian speed record in 1961)
Hungarian railways after World War I were in a poor state. Together with the Great Depression of the late 1920s and early 1930s, they had lagged behind developments in other countries. By the mid-1930s though, there was a demand for a faster express service. The Hungarian demand was for an express locomotive that would be fast, with a design speed of up to 120 kilometres per hour (75 mph), but owing to the state of the track and also because the running distance and the train weights of 4-5 coach trains were relatively low, it would yet be possible for it to be small and lightweight. Following the fashion of the day, the locomotive was to be streamlined.
The symmetrical wheel arrangement of 4-4-4T, particularly with the use of a tank locomotive rather than a tender, was chosen to allow high-speed running in either direction, without the need to reverse the locomotive on a turntable. This was following the earlier practice of 2-4-2T of around 1900 for suburban passenger services, although with their pony trucks replaced by bogies to allow faster running. For the express locomotives of the 1930s though, like the similar DRG Class 61, the intention was to reduce turn-around time at stations, rather than for use at small stations without turntables.
The use of four-coupled wheels for a fast express was unusual by this time, as the Atlantic arrangement, a four-coupled tender locomotive with a four-wheel leading bogie for high-speeds, had by now largely been replaced by the larger Pacific. One exception was the US Hiawatha, a 4-4-2 of the same period. US track loadings were higher though, and this locomotive had a driving axle loading twice that of the Hungarian design. With the relatively short range of 250 kilometres (160 mi) required, the Class 242 could afford to be a tank locomotive, even though this reduced the water and fuel capacity available. Avoiding the weight of a tender, and a large fuel capacity, further reduced the axle loading. A modern feature required by these increased speeds, and the lack of braking weight in the locomotive itself, was improved continuous braking throughout the train, by compressed air brakes to the Knorr system.
As was typical Hungarian practice, the first two locomotives were built with steel fireboxes. To cope with the high ash production of Eastern European coal, a rocking grate was fitted. The later two locomotives were fitted with copper fireboxes, owing to cracking problems with the steel. The class was considered successful, although the shadow of World War II meant that no further examples were built, even though Hungary did not enter the war until 1941.
Streamlining
As with the LNER Class A4, the class retained its overall streamlining throughout service, but the lower valances were later cut higher to improve access to the running gear for maintenance.
Service
The locomotives were successful on delivery and performed well. Their 120 km/h design speed was achieved easily, 20–30 km/h faster than other trains then in service. Their ride quality was particularly noted, being smooth and stable at high speeds in both directions.
In tests over the high-speed running lines of the Berlin–Hamburg Railway, also used for the Flying Hamburger service, they achieved 152 kilometres per hour (94 mph).
Their main service was from Budapest and also the short Miskolc-Košice[note 1] line, which was short enough to be within the range of their coal capacity. In later years they were double-headed to haul the heavy Orient Express on the section from Budapest to Biharkeresztes.
In 1961, 242.002 was used to test new rolling stock and set a speed record for Hungarian steam traction of 161 kilometres per hour (100 mph).
Preservation
242.001 as a static exhibit in a park in 1995
One example, 242.001, survives. After static exhibition in a park for some years it was restored to running order in 2002 as part of the Hungarian Railway Museum and is in use for enthusiast special trains.[1]
Kubinszky, Mihály (1975). Ungarische Lokomotiven und Triebwagen (in Hungarian). Budapest: Akadémiai Kiadó. ISBN963-05-0125-2.
Ernő Lányi; et al. (1985). Közlekedési Múzeum (ed.). Nagyvasúti Vontatójárművek Magyarországon (in Hungarian). Budapest: Közlekedési Dokumentációs Vállalat. ISBN963-552-161-8.
Mezei István, ed. (1988). Vasúthistóriai évkönyv 1988 (in Hungarian). Budapest: KÖZDOK.
mÁv, class, this, article, needs, additional, citations, verification, please, help, improve, this, article, adding, citations, reliable, sources, unsourced, material, challenged, removed, find, sources, news, newspapers, books, scholar, jstor, august, 2016, l. This article needs additional citations for verification Please help improve this article by adding citations to reliable sources Unsourced material may be challenged and removed Find sources MAV Class 242 news newspapers books scholar JSTOR August 2016 Learn how and when to remove this template message MAV Class 242 was a 4 4 4T steam locomotive of Hungarian State Railways A small class of only four examples they were built between 1936 and 1939 They were highly unusual in that they were streamlined tank locomotives MAV class 242242 001 restored at the Hungarian Railway MuseumType and originPower typeSteamBuilderMAVAG BudapestOrder number129thBuild date1936 1939Total produced4SpecificationsConfiguration Whyte4 4 4T UIC2 B2 StGauge1 435 mm 4 ft 8 1 2 in Driver dia 200 centimetres 6 ft 7 in Wheelbase10 58 metres 34 ft 9 in Wheel spacing Asymmetrical 2 185 metres 7 ft 2 0 in Length14 275 metres 46 ft 10 0 in Height4 303 metres 14 12 ft Axle load14 6 tonnes 14 4 long tons 16 1 short tons Adhesive weight29 2 tonnes 28 7 long tons 32 2 short tons Loco weight85 4 tonnes 84 1 long tons 94 1 short tons Fuel typecoalFuel capacity4 9 tonnes 4 8 long tons 5 4 short tons Water cap 10 000 litres 2 200 imp gal Firebox Firegrate area2 75 square metres 29 6 sq ft Boiler pressure18 standard atmospheres 260 psi Heating surface155 4 square metres 1 673 sq ft Firebox12 4 square metres 133 sq ft Superheater TypeSchmidt Heating area35 2 square metres 379 sq ft Cylinders2Cylinder size430 mm 650 mm 16 93 in 25 59 in Valve gearHeusingerTrain brakesKnorr compressed airPerformance figuresMaximum speed120 kilometres per hour 75 mph service 152 kilometres per hour 94 mph in tests 161 kilometres per hour 100 mph Hungarian speed record in 1961 CareerOperatorsMAVClass242NicknamesCoffinRetired1961 Contents 1 Design 2 Streamlining 3 Service 4 Preservation 5 Comparable locomotives 6 Further reading 7 ReferencesDesign EditHungarian railways after World War I were in a poor state Together with the Great Depression of the late 1920s and early 1930s they had lagged behind developments in other countries By the mid 1930s though there was a demand for a faster express service The Hungarian demand was for an express locomotive that would be fast with a design speed of up to 120 kilometres per hour 75 mph but owing to the state of the track and also because the running distance and the train weights of 4 5 coach trains were relatively low it would yet be possible for it to be small and lightweight Following the fashion of the day the locomotive was to be streamlined The symmetrical wheel arrangement of 4 4 4T particularly with the use of a tank locomotive rather than a tender was chosen to allow high speed running in either direction without the need to reverse the locomotive on a turntable This was following the earlier practice of 2 4 2T of around 1900 for suburban passenger services although with their pony trucks replaced by bogies to allow faster running For the express locomotives of the 1930s though like the similar DRG Class 61 the intention was to reduce turn around time at stations rather than for use at small stations without turntables The use of four coupled wheels for a fast express was unusual by this time as the Atlantic arrangement a four coupled tender locomotive with a four wheel leading bogie for high speeds had by now largely been replaced by the larger Pacific One exception was the US Hiawatha a 4 4 2 of the same period US track loadings were higher though and this locomotive had a driving axle loading twice that of the Hungarian design With the relatively short range of 250 kilometres 160 mi required the Class 242 could afford to be a tank locomotive even though this reduced the water and fuel capacity available Avoiding the weight of a tender and a large fuel capacity further reduced the axle loading A modern feature required by these increased speeds and the lack of braking weight in the locomotive itself was improved continuous braking throughout the train by compressed air brakes to the Knorr system As was typical Hungarian practice the first two locomotives were built with steel fireboxes To cope with the high ash production of Eastern European coal a rocking grate was fitted The later two locomotives were fitted with copper fireboxes owing to cracking problems with the steel The class was considered successful although the shadow of World War II meant that no further examples were built even though Hungary did not enter the war until 1941 Streamlining EditAs with the LNER Class A4 the class retained its overall streamlining throughout service but the lower valances were later cut higher to improve access to the running gear for maintenance Service EditThe locomotives were successful on delivery and performed well Their 120 km h design speed was achieved easily 20 30 km h faster than other trains then in service Their ride quality was particularly noted being smooth and stable at high speeds in both directions In tests over the high speed running lines of the Berlin Hamburg Railway also used for the Flying Hamburger service they achieved 152 kilometres per hour 94 mph Their main service was from Budapest and also the short Miskolc Kosice note 1 line which was short enough to be within the range of their coal capacity In later years they were double headed to haul the heavy Orient Express on the section from Budapest to Biharkeresztes In 1961 242 002 was used to test new rolling stock and set a speed record for Hungarian steam traction of 161 kilometres per hour 100 mph Preservation Edit 242 001 as a static exhibit in a park in 1995 One example 242 001 survives After static exhibition in a park for some years it was restored to running order in 2002 as part of the Hungarian Railway Museum and is in use for enthusiast special trains 1 Comparable locomotives EditDRG Class 61 and LBE Nos 1 to 3 German streamlined tank locomotives of similar age and purpose Milwaukee Road class A Hiawatha An American four coupled Atlantic of similar age but far greater weight and axle loading Aamot railcar hu de The first Hungarian high speed diesel railcar LD1 for the Chinese South Manchuria Railway of 1936Further reading Edit in Hungarian Kubinszky Mihaly 1975 Ungarische Lokomotiven und Triebwagen in Hungarian Budapest Akademiai Kiado ISBN 963 05 0125 2 Erno Lanyi et al 1985 Kozlekedesi Muzeum ed Nagyvasuti Vontatojarmuvek Magyarorszagon in Hungarian Budapest Kozlekedesi Dokumentacios Vallalat ISBN 963 552 161 8 Mezei Istvan ed 1988 Vasuthistoriai evkonyv 1988 in Hungarian Budapest KOZDOK References Edit Kosice in modern day Slovakia had been ceded to Hungary by the First Vienna Award in 1938 Image gallery railfaneurope net Wikimedia Commons has media related to MAV 242 Retrieved from https en wikipedia org w index php title MAV Class 242 amp oldid 1126180924, wikipedia, wiki, book, books, library,
