Cseri Miklós (szerk.): A Skanzen vonat. A BCMOT 422-es története. Skanzen füzetek 4. (Szentendre, Szabadtéri Néprajzi Múzeum, 2011)

under the direction of Gábor Baross, first as state secretary, later as minister. The MÁV's engine factory started to produce steam tender-engines with serial no. 377 in 1885. The MÁV's steam engine of series no. 375 was one of the most popular engine types for local railways from the turning of the century till 1959. The Hungarian Royal State Ironworks produced them in several sub-series. They turned out to be less economic and slow, therefore they were replaced by the steam railcars produced from 1903. Although steam railcars were considered as better, they had the disadvantage that passenger compartments became smutty and their speed was not satisfactory. Besides the Keszthelyvidéki HÉV (local railway), some other railways running in towns and recreation areas purchased the covered version of railcars, which operated with less noise and less smoke. Town railways and HÉV's around Budapest purchased railcars with electric system. As an experiment MÁV introduced electric propulsion with alternating-current on the HÉV lines Budapest-Vác-Gödöllő. The United Railways of Arad and Csanád (AC5EV) implemented motorization at a rapid pace. The motor propulsion allowed a more frequent service: instead of the daily average 2-5 pairs of trains, 6-9 pairs run on schedule. At the beginning the passenger-carriages and goods wagons running on the branch-lines were not really different from those on the main lines but normally they had only second and third class compartments. 12