Magyar Allamvasutak 2-4-2 Locomotives in Hungary

Class Details by Steve Llanso of Sweat House Media

Class 22/275 (Locobase 1539)

Data from A[nthony] E[dward] Durrant, The Steam Locomotives of Eastern Europe (Newton Abbot, Devonshire: David & Charles, 1966), pp. 39, 40; supplemented and corrected by "M-V-Baureihe 22" in Wikipedia at [], last accessed 4 October 2022. Works numbers were 4937-4961 in 1928, 2008-5029 in 1929, 5070-5110 in 1930, 5111-5122, 5136-5139 in 1931; 5142-5170 in 1936 (a five year gap in Budapest's production?), 5174-5177 in 1939, 5188-5198 in 1940.

The epitome of a successful steam locomotive design included those that appeared in significant numbers, needed no replacement or significant alterations, and remained in service for decades. They even retained their original MAV class ID from 1928 to 1957, when they were redesignated 275. Only the introduction of diesel power in the 1970s began displacing 275s.

Durrant commented that these "neat and efficient" engines proved "extremely useful" in light passenger service, says who added at the time: "As is often the case with small modern tank engines, these have a very snappy performance, accompanied by a sharp bark." The non-powered axles used an Adams-Webb radial design that yielded smooth running at 85 kph (53 mph).

Their fuel and water capacity suggest a relatively short range.

All fireboxes burned Hungary's relatively low-calorie coal, which explains their relatively ample grate area. But Wikipedia notes differences in firebox design with 1/3 being delivered with copper fireboxes, 1/3 fireboxes with (Google translates) "a vaulted ribbed cover", and 1/3 steel fireboxes.

Wikipedia says the "Lutschers'" ("Lollipops") suited the MAV's requirements very well. On level track, a 22/275 could pull 120 tons at 70 kph (43 mph) and 160 tons at 60 kph (37 mph).

Budapest delivered thirteen--MAV works numbers 5123-5135-- in 1933-1934 as the Serbian-Herzogivina railways 414 class--later 16.01-16.013. Six more arrived in Yugoslavia from Hungary after World War II as 16.036-041.

Meanwhile, after the takeover by Nazi Germany in 1941, several dozen operated in the Deutsches Reichsbahn in several occupied countries. Most of them returned to the MAV in the early 1950s.

Principal Dimensions by Steve Llanso of Sweat House Media

Locobase ID1539
RailroadMagyar Allamvasutak (MAV)
Number in Class148
Road Numbers22.001-22.148
Number Built148
Valve GearHeusinger
Locomotive Length and Weight
Driver Wheelbase (ft / m) 6.56 / 2
Engine Wheelbase (ft / m)19.69 / 6
Ratio of driving wheelbase to overall engine wheelbase 0.33
Overall Wheelbase (engine & tender) (ft / m)19.69 / 6
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)40,565 / 18,400
Engine Weight (lbs / kg)79,146 / 35,900
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)79,146 / 35,900
Tender Water Capacity (gals / ML)1056 / 4
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) 1.90 / 1.70
Minimum weight of rail (calculated) (lb/yd / kg/m)34 / 17
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)48 / 1220
Boiler Pressure (psi / kPa)188.50 / 13
High Pressure Cylinders (dia x stroke) (in / mm)13.98" x 18.11" / 355x460
Tractive Effort (lbs / kg)11,815 / 5359.20
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.43
Heating Ability
Tubes (number - dia) (in / mm)58 - 1.811" / 46
Flues (number - dia) (in / mm)13 - 2.756" / 70
Flue/Tube length (ft / m) 9.84 / 3
Firebox Area (sq ft / m2)54.14 / 5.03
Grate Area (sq ft / m2)13.46 / 1.25
Evaporative Heating Surface (sq ft / m2)527 / 49
Superheating Surface (sq ft / m2)183 / 17
Combined Heating Surface (sq ft / m2)710 / 66
Evaporative Heating Surface/Cylinder Volume163.80
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation2537
Same as above plus superheater percentage3197
Same as above but substitute firebox area for grate area12,859
Power L111,458
Power MT1245.44

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