The
direct predecessor of the Class 325 locomotives, called Class IIIq before
1911, was the Class 326 (Class IIIe). This
outside frame engine became obsolete by the 1890s although its production
continued until 1897. Thus the Classes 326 and the succesor 325 were built
in parallel for a while. But experiments with compound engines clearly showed
their superiority and MÁV also wanted to use the economics of these
locos.
Another problem with the Class 326 was its limited speed. They were constructed as freight engines that also used as passenger engines in mountain lines. But their maximal speed of 45km/h (28mph) limited their application field.
In the year 1891 the Hungarian lines of the Austrian Company StEG were nationalized by the Hungarian State. Together with the lines MÁV also inherited locomotives, among then one relatively new Austrian 0-6-0 engine. This was different than the other, mostly older locomotives. It had a 3-cylinder compound engine and it had larger diameter (1400mm, 55") drivers. This allowed a higher speed, 60km/h (37 mph). The main constructor of the Hungarian Locomotive Manufacturer MÁVAG, Mr. Zsigmond Kordina took these characteristics in account when designing the new Class IIIq, later Class 325.
When designing the Class IIIq Mr. Kordina wanted to create a successor for the Class IIIe with the positive features of the Austrian StEG engine. This included larger drivers but designed a two-cylinder compound engine instead of the maintenance heavy three cylinder one. The right side low pressure cylinder was a rather large diameter one, which required internal frame. This cylinder could not get placed besides an external frame without violating the clearences. After considerations with different wheel arrangements he decided to keep the 0-6-0 arrangement. This way he could use the full mass of the loco for traction. To maintain a relatively short wheelbase all three wheelsets are between the cylinder blocks in the front and the firebox in the back. Unfortunately the short wheelbase together with the overhanging masses of the cylinders and the firebox resulted in a rather sneaky movement for this loco. No problem with heavy trains but when running alone the loco speed had to be limited to 50km/h (31 mph). A simple switchover valve allowed to fill fresh steam into the low pressure cylinders for starting.
The
Class 325 engines were the 36th type of MÁVAG. They were built between
1892 and 1907, 247 pieces belonging to as many as 14 subtypes! Most subtypes
do not mean big changes against the previous one, there was, however, one
major modification. Between the subtype 36.07 and 36.09 the valvegear was
fully redesigned. (there is no picture available about the subtype 36.08,
thus it is not possible to find out if this was delivered with old or new
valvegear). The old valvegear showed the Reverse Hanger rod behind the Reverse
Link while the new one is mounted between the Reverse Link and the Combination
Lever. As the Reverse Arm is above the Yoke in the first prototype it has
a nice lying C-shape - a very characteristic spotting feature. In the new
type valvegear the Reverse Arm is a simple forked rod facing forwards. Due
to the different position of the Reverse Arm the Reverse Rod moves oppositely
in the two different subtypes. This is visible on their position: in the
old type the Reverse Rod is above the footplate and moves forward to
control the loco in forward direction, in the new type it is below the footplate
and moves backwards to start the loco forwards. Another spotting feature
to distinguish these two subtype groups is the position of the air pump.
The simple single action Westinghouse pump was mounted on the right side
of the boiler on the old type while on the left side on the new type.
According to the production lists 24 locos were built in 1992 and 1893. After this a long pause followed with only one single loco that was on show in the 1896 Millenium Exhibition, the only member of the subtype 36.04. In 1897 the production was restarted. Interesting to know that the Class IIIe (Class 326) production was stopped just in this year. This suggests this was the year when it was decided to definitely replace the Class IIIe by the Class IIIq. When the last example was built in 1907 this loco was obsolete as well. This was a low-boilered steam loco and in Hungary the first loco with high lying boiler was already constructed in 1901.
Five members of this Class were subjetcs of expeiments with Brotan boiler. These were original Brotan boilers and gave the loco a rather weird appearance. Later they were rebuilt with conventional boiler.
After the WW1 102 locos were given to Romania, 68 engines to Yugoslavia and 9 to Czechoslovakia. Even Poland received 3 pieces as war reparation. In Hungary only 65 Class 325 steamers remained. Some were lost in the WW2 but a few also remained in Hungary from the locos that remained in neighbouring countries after WW1. Anyways, they were not a significant Class this time.
In those later years the Class 325 could harder find a job than its predecessor, the Class 326. The old Class 326 engines were used as shunters in medium size and smaller stations and actually they made unnecessary to develop a modern shunter engine in Hungary. The Class 325 was, however, slightly oversized for simple switching jobs, but undersized for heavy yard jobs. Thus they remained as freight engines on branchlines.
The Class 325 engines were withdrawn rather soon in the neighbouring countries, already in the 1930s. In most cases they were not scrapped but sold to industrial sites. In Hungary they were all withdrawn and scrapped between 1958 and 1960. None of them were preserved in Hungary. The only existing example, the former 325,079 still works as industrial shunter in Yugoslavia as Class 126-014. As she was in active service during the Yugoslavian war in the late 1990s, even when other locos were stopped because of fuel shortage she became as a National Hero there!
The economic boom in after 1904 made it clear that MÁV cannot follow the increased traffic needs with the old freight loco fleet. A new, more powerful loco was needed and soon. Thus the MÁV management asked the famous Austrian loco designer, Mr. Gölsdorf for help. He recommended his development, the Austrian Class 429, a 2-6-2 Prairie construction, which was available at several Austrian loco manufacturer's stock. MÁV purchased 60 pieces of this engine and listed as Class 323. But MÁV was not really happy with this type. The biggest problem was its unusual feature, the steam dryer. Mr. Gölsdorf was not convinced that time about the Schmidth Superheater (soon he changed his mind, however) and he implemented a less revolutionaly solution. Unfortunately this component, which was placed in a separated section between the longboiler and smokebox, made the boiler sensitive to leak. The other problem with the locos was, as it was usual for Austrian engines, it had the leading and trailing Adams-Webb axles without return springs. These wheelsets derailed frequently.
Thus
learning from the Class 323, MÁVAG developed a new engine, the
Class IIIu, after 1911 Class
324, also 2-6-2. This was a rather modern engine hat was manufactured
during a long period in several different versions, as compund engine, as
superheated twin engine, with copper firebox, with
Brotan boiler and later with steel firebox.
These excellent engines survived all their predecessors.
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This page was updated last time on 13th January 2007
© János Erö
