Dr. Czére Béla - Dr. Vaszkó Ákos szerk.: Nagyvasúti vontatójárművek Magyarországon (Budapest, 1985)

Summary

4. Steam- and internal combustion engined railcars After the establishment of the standard gauge main line systems, several regional local railway lines were built all over the world- and also in Hungary. Sparse passenger transport and seasonal freight transport was performed on these lines, mainly with mixed passenger and freight trains, running with a low speed, which was not attractive for the passengers. An answer for the problem was offered by the introduction of the railcar service, and thereby the railway passenger and freight transport could be separated. The railcar service started in 1901 in Hungary, with Ganz-made steam railcars of the French de Dion-Bouton system. Thereafter, other Hungarian factories also built steam-, and petrol-electric railcars. Following the development of the internal combustion engines and the transmission systems, the Hungarian State Railways restarted the development of the railcar service with Ganz-manufactured railcars, in the middle of the twenties. After 1932 all railcars were manufactured with diesel engines by the utilization of the Ganz-Jendrassik type railway diesel engines. In 1934, the Ganz factory developed the Árpád type rapid railcar with bogies, which established the reputation of the factory all over the world : up to the present date approx. two and half thousand railcars have been built for several railways in the world. Between the two World Wars the motorization of the branch lines was realised with light railcars, and during the period following the Second World War, MÁV put inter-city railcar trains (multiple unit trains) and hauling railcars into service. In the seventies the reconstruction of the branch line railcar park was started by the Hungarian railways. The MÁV purchased from GanzMÁVAG up-to-date six-unit light multiple unit trains and twin-axle railcars and trailers from abroad. In this album 90 steam- and internal combustion engined railcar types are introduced — including type variations as well. Among the data given in the inscriptions under the pictures the vehicle axle arrengement is also provided. In the tables corresponding to the inscriptions the following data can be found: E : type of the engine N : engine output for older vehicles HP (kW) for new vehicles only kW L : full vehicle length (over buffers) mm T : power transmission R : propulsion system S : number of seats total, and according to classes, resp. The meaning of abbreviations V, D, M and A is similar to that used for the steam locomotives. 5. Electric railcars During the course of utilizing electric power for railway traction, the development of the electric railcars and that of the electric locomotives cannot be separated definitely. In the urban and local railway services —where electric traction found application for the first time

—the leading role was played by the railcars, although at the same time, the electric locomotives of low performance have also appeared. At the end of the last century and in the years before the First World War, the electrification of the suburban and local railways was started in Hungary. At certain local railways the passenger transport was carried out using exclusively electric railcars, while the freight traffic with electric locomotives. At other railways

—also at the Budapest Local Railways

— electric locomotives were also used for passenger train service according to the time table. Regarding their construction the vehicles considerably differred from each-other

—according to their destination

—and in most cases stood neat to the other vehicles of the owner railways. Electric railcars and trailers were often manufactured with car bodies of identical size and appearance. Depending on the built-in output (considerably lower than that of the locomotives) the electric railcar could run alone, or could haul one, or more trailers. Up to that time, electric railcars have not been running in regular main line service in Hungary. Vehicles formerly owned by the BHÉV, (Budapest Local Railways), were operated by MÁV—

under the name of Budapest Suburban Railways

—between 1952 and 1958, but these units were later returned to the former owners. At present (in 1983) electric railcars are not operated on the MÁV lines. In this publication, 42 electric railcar types and type variations, resp. are presented. Among the data in the inscriptions of the pictures, the axle arrangement is indicated here too. In the corresponding tables the following data are given : U : Voltage, marked in case of DC supply in case of AC supply N : one hour and constant output for old vehicles for new vehicles only L : full vehicle length T : type of traction motor R : propulsion system S : number of passenger seats total, and according to car classes, resp. Further abbreviation appearing often in the various sections are as follows : kat. = category o. = class of the car oszt. = of class. . psz. - serial (road) number sor. = series = authentic data are not available In the above selection the following is given in addition : In the "List of references" official publications, documents and literature are contained used by the authors of this volume. In the "Source of photos" information is given regarding the collections of persons and organizations possessing the photographs, and the names of the photographers, resp. Finally, the "Type index?' is intended to give assistance in finding illustrations according to the name of the owner railways

—and within this

—on the basis of vehicle type (series, class etc.). The Fig. No. of the desired vehicle illustration can be determined from the Tables. This volume is edited by Prof. Dr. Béla Czére and Dr. Ákos Vaszkó HP (kW) kW