Os424
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Last example built for MÁV,
424,365 (7561/1958), photographed in Budapest on June 22, 2013. Photo by B.
Zsolt (www.commons.wikimedia.org).
442,309 (7465/1956), plinthed in Nagykanizsa.
Photo by someone who wishes to be known as Linathrash (source: as above).
Slightly run-down JŽ 11-015 (5574/1946), once
used with Tito’s ‘Blue Train’, photographed in Zagreb in 2008 by someone
nicknamed Suradnik 13 (source: www.hr.wikipedia.org).
Class 424 side drawing from EZ vol. 3.
424,345 in MÁV service, photographed at the Vámosgyörk station on July 25, 1982. Postcard from my
collection.
An unidentified MÁV Class 424 engine from the first production
batch, built by MÁVAG in 1924; location and date unknown. Source: Die Lokomotive September 1925. |
Class
424 of Hungarian State Railways MÁV
is one of the best known Hungarian locomotives and its history also has its
modest Polish episode. Design
of new passenger locomotive was broadly based on Austro-Hungarian class 570.
The same type was the starting point for Polish class Os24, developed by Fablok in close
collaboration with Austrian StEG. Prototype (factory type 122, s/n 4731) was outshopped from Budapest-based Magyar Királyi Államvasutak Gépgyára (MÁVAG) in 1924. Tests
began in April and the type was immediately ordered in quantity, being
accepted by MÁV as
class 424. It was a universal engine, with 2-4-0 arrangement, running on
superheated steam and fitted with double stack. With 1606 mm drivers it was
capable of hauling freight and passenger trains. Some examples were latter
fitted with large, Wagner-type smoke lifters. After teething troubles had
been eradicated, class 424 earned itself a good reputation among footplate
crews. Common nicknames were ‘Buffalo’ or ‘Nurmi’,
the latter after well-known Finnish long-distance runner Paavo
Nurmi, who was very popular in Hungary. Class
424 enjoyed a long production run. First 27 examples were built between 1924
and 1929. Production was resumed in 1940 with some modifications, such as
rocking grate, electric lighting, steam pressure increased from 13 to 14 bar
and various minor improvements. Last examples were delivered in 1958. In all,
514 examples were built, of which 365 were for MÁV.
Some were later converted to oil firing and last were withdrawn in 1986. In
1944 fifteen examples were built for Slovakian railways SŽ. Classed 465.0, they were taken over by ČSD in 1945 and supplemented by 36 engines of this type left in
Czechoslovakia. They remained in use until 1967, ten were converted into
stationary boilers. Post-war production included 62 examples for the Soviet Union,
treated as a part of war reparations. Apart from these, NKPS took over several (probably 13) MÁV
engines, of which three were later sold back to Hungary. Initially in NKPS service they were identified by
factory numbers, later were classed TM and given consecutive numbers. Most
were withdrawn between 1961 and 1962, several went to industry. State
railways of Yugoslavia JDŽ took
delivery of 52 brand-new locomotives of this type, ten more were ex-MÁV engines taken
over after the war. Classed 11, they remained in use until 1981. Three class
11 engines in blue livery were reserved for Josip Broz Tito’s luxury ‘Plavi Voz’ (Blue Train), until
supplanted by Krauss-Maffei ML 2200 diesels in 1961. Twenty examples were
exported to Northern Korea between 1953 and 1954. Of
six MÁV 424s left in
Poland in 1945, four were returned between 1952 and 1953. Two (424,010, MÁVAG 4734/1924,
and 424,045, MÁVAG
5221/1941) were taken over by PKP.
They were classed in untypical manner Os424 and retained their original
service numbers. It is doubtful if they saw any regular line service. Both
were rebuilt into braking engines and used for tests of other steam
locomotives. In 1953 they were re-designated CZ-01 and CZ-02, respectively;
‘CZ’ abbreviation was used after Professor Albert Czeczott
(1873-1955), well-known railway engineer, who was responsible for locomotive
testing at the Ministry of Transport. These two engines were later
supplemented by CZ-03, ex-SŽ and
later ČSD 465.008 (MÁVAG 5440/1944),
handed over by Soviet authorities in 1945. All these three engines were still
in use in early 1960s and were scrapped in the 1970s. As
many as twelve 424s have been preserved in Hungary; some are still in working
order. Three can be seen in Croatia, one in Serbia and one in Slovenia. Main technical data
1)
Four more never re-numbered, saw no use and returned
to MÁV in early 1950s. References
and acknowledgments
-
Attila Kirchner (private communication – many thanks
for detailed statistics!); -
Monographic article by Ryszard
Stankiewicz (SS
vol. 173); -
MÁV
Motive Power Album by István Mezei (Közdok, date unknown); -
LOZD
vol. 1, EZ vol. 3. |
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