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Hey, Hyce! Brilliant video! Nice to see the iconic Zagreb 0-6-0 on your channel! Here's a bit of history about the class: This is the MAV 326, aka SHS 326, aka JŽ 125 class. These locomotives were primarily built by MAV, which is in Hungary, around 1882 - 1888. They were primarily used for light passenger and goods duties and lasted quite a while on JŽ (Yugoslavian Railways), all the way up until 1970! In 1992, JŽ 125-052 was displayed at Zagreb where it still stands to this day.
As a Hungarian, I believe it's best if I give more details about the Locomotive. Development of this engine began with the MÉV's(magyar északi vasút/hungarian northern railway) III Class Locomotives. After the nationalization of the railways, under MÁV (Magyar Állami Vasutak/Hungarian National Railways), they were kept in service, but by 1880, they looked for a new freighter. It was decided to rework the III Class Locomotives, into what then was the IIIe Class. (After 1911, their names were changed. 335 series for the III Class, and 326 series for the IIIe Class. From now on we will stick to the modernized designations.) The 335 was heavily modified. Steam pressure was increased from 8.5 bar to 10 bar, to adjust they reworked the Crampton firebox into a Prussian/Becker Firebox. Firetubes were narrower but more was installed on the 326 compared to the 335 The Drive rods were strengthened, but the connecting rods remained the same shape The pipes had became bigger. The side windows and cut-outs were also reworked. The 326 was also equipped with steam powered lubrication The first batch was built by MÁVAG (Magyar (királyi) Állami Vas-, Acél,- és Gépgyárk/Hungarian (royal) National Iron, Steel, and Machineworks) in Budapest, Hungary and Wöhlert, in Berlin, Germany The 326 was a resoundingly successful locomotive. It begun it's life in the Budepest-Józsefváros station, running services towards Hatvan, Szolnok, and Szabadka. After proving it's worth, MÁV ordered them in greater numbers, and other factories, in Bécsújhely and Linz begun. Later on the Serbian Railways ordered a few of them, and then the third batch introduced a so called "American Smokebox" to the design, which was longer than before. The 326 spread around the Austro-Hungarian territories in the next years, until World War I ended, and the Empire was broken apart. With Hungary losing 2 thirds of it's territory, many of these locomotives have found themselves at the same place in a different country, such as Romania, since Transylvania (Erdély) was given to Romania, but Croatia also gained territories, along with Slovakia, and even Austria. (Hence the saying, Hungary only borders one country, and that's Hungary.) Thing is the 326 kept on working. Then World War II happened, and the 326 was operating as usual. In 1950's dieselisation has begun, and the 326 still managed to find it's nieche, and was kept working. In the 1960's though, the type was slowly getting worn out, but some were still kept in working order, with the last one being retired in 1979. Today we have a few locomotives restored and preserved. One of the two examples that are outside of Hungary is 326,363, the one you met in Zágráb(As the city is referred to in Hungarian, since Zágráb also used to be a Hungarian city) It is a common practice on the Hungarian Rails to give locomotive models a nickname. The 326's nickname is "Kacsa" Hungarian for Duck. This nickname though was shared with the 377 tank engine. The 335's nickname is "Szemüveg" (Glasses), for it's two round windows looking like it's wearing glasses.
@@barnykirashiZagreb was never Hungarian. Croatia was always a separate entity under the Hungarian crown. When independence was lost, it was to Austrian influences. Visit Zagreb and you'll find that the local dialect shares much of the vocabulary with German and all of the architecture is purely Austrian. This has been the case ever since the major Croatian and Hungarian noble houses were exterminated in the 17th and early 18th centuries and the two countries parted ways in terms of interests.
Actually, with loaded freight train speeds when this locomotive was new dropping down to maybe 10 or 15 km/h, you could probably do it just walking alongside the locomotive, but it was seen as not needed.
It is a hungrain built 326 class steam engine. Many of them ended up in Yugoslavia after WW1. The inside stephenson valvgear, with the "wierd" rod that goes around the axel was actually super common for most hungrian engines that were built with inside stephenson valve gear. It normally has 1 water glass, but the one on this engine is missing. The reason why only the tender has brakes is simple, when these engines were built they orgiginally had no air brakes, only hand brakes. Hand brakes used to only brake the wheels under the tender, and after these were fitted with air brakes they did not want to istall breaking mechanism for the drivers, so it still only braked the tender. One very similar locomotive to this is still operational in Hungary as of now.
When you know nothing about a thing, you don't spend much time around it. You see this as a steam locomotive. That's it. How do things work inside it - no idea! This was very informative, it's just a shame that it's left there to rot basically. I've been there multiple times, but since I don't know anything about trains, I just go somewhere else.
@@kovaxim Romania has several such examples too. I think most of Eastern Europe does. But I don't think this is a matter of not knowing anything about it. I think this is an issue of lack of curiosity. People are just too busy and too stressed to still have wonder in them.
hello! Local here, I was in awe when I saw it for the first time in winter some year ago, sadly, this train was used to transport people to the concentration camps, the plate where its written is in croatian so im not surprised it wasnt mentioned, so when I look at this train I do marvel at the beauty of the engine but the sadness of history weighs heavy, probably the reason you don't see many people around it. It's a kind of a memorial piece and there are few trains like that in croatia. Absolutely enjoy the train for the beauty it is but know it has a very dark past attached to it
@@MOTHERRAINBOROTHThat's a weird assessment, that people are avoiding it because it was used "for evil"? It has been there for a long time now, whoever of the local people had interest has already inspected it. Although I somehow remember there may have been a blue-painted locomotive in it's place once, but it's probably only in my mind.
@@maricallo6143I have lived in Zagreb my whole life of 23 years and this is the first time I hear of this story. Googling around, there's no definitive answer to whether it was used for this purpose or not. You simply don't see many people around because locals are used to seeing it every day and tourists may just take a quick glance and nothing else. Also, wasps make nests in the cabin during summer
Quite frankly, given the region you travelled through, it was only a matter of time for you to stumble upon one of these. Once again, it's an Austro-Hungarian locomotive, this one specifically originating with the Hungarian MÁV (yes, Austro-Hungary at seperate state railways for Austria and Hungary). It's from this heritage that the engine gets that weird smokebox door, btw, as that was the standard design for Austro-Hungarian locomotives. If you rewatch the Slovenian museum videos you'd probably spot the same design on most of the engines you showed. These kind of 0-6-0's formed the backbone of freight hauling througout basically all of Europe for most of the 19th century, and this particular locomotive is part of a class whose origins can be traced back to 1869, and which were build (in updated classes) up untill 1907. The Hungarian railway museum has multiple of these 0-6-0's, spanning a couple different subclasses, in its collection, including a sibling of this very loco. On a sidenote, whenever you do another cursed locomotive stream, make sure to notify your searchers about Hungarian (and to a degree Austrian) locomotive designs, because as you've been able to see in real life, they had some truly odd designs (and this 0-6-0 is far from the visually worst they came up with).
@@kovacsabelkristof3566to stay with the theme of Hyce going to Bosnia and his heart for narrow gauge steam: the BHStB class IIIa4 had the wonkiest coupling rod and trailing truck you can imagine.
@@kovacsabelkristof3566 The Royal Imperial State Railways specialised in ugly locomotives. There were several types with a row of square domes on the top, joined by a pipe that looked like a carrying handle. Probably the ugliest locomotive in the world.
@@kovacsabelkristof3566The Hungarian Class 301 Pacific looks pretty hideous. Apparently, there’s one at a railroad museum in Budapest. (There’s a photo on the Wikipedia page for “4-6-2”.)
2:55 Are we all just gonna ignore the fact that nature has begun to take over this engine with that little plant growing out of the lubricating pocket?
I have some clarifications from my Czech friend: 1. The pistons being sideways was to save on space (citation needed) and the way lubrication is achieved is with a higher pressure more viscous oil 2: T̶h̶e̶ s̶m̶o̶k̶e̶b̶o̶x̶ i̶s̶ a̶ w̶i̶n̶t̶e̶r̶ e̶x̶t̶e̶n̶s̶i̶o̶n̶ t̶o̶ h̶e̶l̶p̶ w̶i̶t̶h̶ k̶e̶e̶p̶i̶n̶g̶ t̶h̶e̶ f̶i̶r̶e̶ h̶o̶t̶ The smokebox extension is actually a front firebox, in the winter you would start a fire in the front of the smokebox in order to heat up the boiler evenly from both ends 3. The locomotive is probably unequilized because Old and shit 4. The middle "Blowdown" is more like a safety than a blowdown 5. The front mounted blowdown was for you to be able to see your flagman while switching 6. On the blowdown thing It was more than likely that It would have had a blowdown lever in the cab, but it was likely taken for parts, or stolen 7. The locomotive not having a independent was likely because in switching applications you would just use the trains airbrakes and it appears this was used as a switcher late in life 8. The equalization on the tender was to help it navigate curves better If anyone would like to issue corrections I will be more than happy to go back and fix these points
In general in most of Austro-Hungary the philosophy was, and to this day kind of is "the train does the braking, not the locomotive". When locomotives like this were new, they only had a hand brake on the tender, as most trains just had brakemen on some carriages/wagons and that was it. Later when first vacuum and then air brakes were retrofitted, only the tender had any provision for any kind of brake, so it was the only way to do it.
Not gonna lie, I'd fear running down a hill light engine with only hand brakes on a tender, especially if its not full. Maybe there is some ability to use steam to help slow the drivers? Maybe not, in which case your whistling enough to let people know your coming and hoping you can stay on the curves, yikes.
@@SheepInACart well you have to calculate your braking % accordingly beforehand and your max speed will be reduced to a safe speed from which you can stop with the brakes you have, and you can also admit some steam into the cylinders in the wrong direction if you really need to slow down. The tenders got their vacuum and later air brake retrofits rather quickly, though.
Austro-Hungarian steam engines are just a whole different kind of cute ugly that I vibe with on a fundamental level. Even their express passenger locos were covered in all sorts of random pipes and fittings that made them look like they were not so much built as grown.
One thing to note about the "future rolling past" is that it isn't only sleek and articulated, but also domestic. Those trains are the pride of our not particularly developed manufacturing industry sector. Thanks for visiting my hometown.
This is interresting. Can you give me a short oversight in how the railways in Croatia are doing? I remember it from back in the Yugoslav aera in the 1980's. Since then, I only had the chance to ride once through Serbia and then Croatia. While Croatia seems to have kept the level and even improve services slightly here and there, railways in Serbia have fallen down beyond even many African and middle east countries. But all in all, one can't shake the impression that public transport and especially railways have decreased in importance and more could have been achieved if really tried. How do you perceive the situation there? Are people convenient to travel with public transport or is it more of a "must" if you can't afford to drive by yourself? Do people complain about the situation or are they satisfied? Sorry for askinkg all those questions, but im curious....
Yep. So I guess it was effectively a tripod arrangement similar to a typical locomotive, except with the forward drivers taking the role of the pilot. @Hyce sound about right?
I'm a local from Zagreb and a bit of a train head as well. There used to be a long running debate among the public of whether or not this loco is apropriate to be on display like this. The problem is that this loco was used by the nazi puppet state of Croatia (so called NDH) during ww2 to transport Jews, Serbs and Roma people to concentration camps and death camps all over the puppet state. The horrors the victoms of those camps went through cannot be described with words. Let's just say that even the germans were appauled by the crimes against humanity that were commited. When Croatia gained it's independence from yugoslavia in 1991 it was very important that croatia distances itself from the horrific nazi past, and therefore displaying a loco that used to deliver unwanted people to death camps like this was considered very controversial. Some made the argument that the loco isn't to blame for the crimes against humanity. Either way, nothing ended up being done on the matter and so this piece of very dark history is now proudly on display 500 meters away from the main square in Zagreb.
@@davidty2006 plus a wild mix of everything, as far as I know: Leslies, Mallets, Müllers... whatever they could grab. Even an engineless set of cars that was pulled by horse uphill, and worked by gravitation downhill, taking the horses with them for the way back... Imagine a rollercoaster, on board terrified screaming horses! What a comic-like scene! (I know, brutal and heartless. Horses aren't ducks in a sailor's dress.)
That is what Thomas is, Thomas is a European Locomotive because he has buffers and chains While North American trains And Chinese trains use the Knuckle couplers. And Russia uses the automatic coupler.
@@thomasdeturk5142 Not quite sure what Thomas has to do with Eastern European steam loco's? He's European in that I believe he's based off of an 060 that ran in London. Austria is pretty far away from the UK.
It might be a MAV 326 series. It was a more common locomotive here in Hungary for mostly doing freight on flatlands and passenger in mountainous regions. The one you see might be there because of the Treaty of Trianon where we lost more than half of our rolling stock. If you want to see locomotives like this, come to Budapest where the Hungarian Railway History Museum is located.
Težina lokomotive u službi or "weight of locomotive in use" is weight when tender is hooked up to locomotive and locomotive and tender are full of coal/water so that means when locomotive is in use it weights 73 tonnes. And also you should come to vinkovci in vinkovci we also have one loco!
Former Austria Hungarian Locomotives are weird, even compared with other European locomotives at the time. Karl Gölsdorf, who set most of the country's design choices was one of the weirdest locomotive designers, based on his decisions. But to be fair, he was making engines for a very weird country. You can find his engines in the most random locations, just because of how vast the empire was. After ww1, when it was broken up, most former countries struggled to restructure their railways. Austria especially had it bad, because the Empire's lines were structured on a north to south transport basis, and they now had to travel east and west between the big cities. I think Vienna at the time had 7 large train stations, but only had 7 express trains use them daily, after the war. It was around this time that they just shrugged and electrified a lot of lines. You could do a whole video where you look at old Austria Hungarian engines and gawk at how weird they look.
This locomotive was already a very late example of its type. By the looks of it, it has sandwich frames. 2 thin steel plates with wood in between. Also no equalisation. These features with the outside frames were already old fashioned in 1891, as was the Stephenson motion. Outside Walschaerts valve gear was already well in use on the European continent. The lack of equalisation was maybe less of an issue with 4 or 6 coupled locomotives on the generally good quality track work in Europe, but was still strange as it existed and was proven to work. But most locomotives in Europe built from 1900 onwards do have compensation, as number of axles and the coupled wheel base grew it became more of a necessity. A boiler blow down was generally only performed when the locomotive was on shed, the covered distances were lower than in the US between daily maintenance, and the closer proximity of structures, roads, animals and people to the tracks made it more of an risk because of the large clouds of steam hindering visibility for the crew and road users and possibly scaring horses when these were still the main form of transport. Also water treatment came in use reducing the build up of scale
You said the suspension was unequalized but it is partially equalized which is very common on European locomotives from the 19th century. The second and third drive axle and the first and second axle of the tender have equalized spring rigging. This is a hungarian locomotive, which you can almost always tell by the extremely long smokebox that was common in Hungary. The smokebox door is the standard Austro-Hungarian design, that Austria stuck with until almost the very end of steam, but everyone else replaced it with the "clock screw" smokebox doors and retrofitted most old locomotives as such (Czechoslovakia, Hungary, etc.)
Such a lovely little early choo choo, Mark. I enjoy your assessment and reaction to all things train and through these, I continue learning so much. The Zagreb main station is absolutely beautiful. Curiosity peaked so I looked at photos of the inside and it’s amazing. Classical architecture is my favorite style. Thanks again for another beautiful video of your trip, Professor and as always cheers to you!
Yeah. Wasn't there also a story about Casey Jones oiling the engine while still moving and spotting a girl panicking in the gauge? IIrc he went on the pilot/cow catcher and picked the kid up or something like that.
On another note, buffer and chain coupling is still used by "engine and coaches" trains. Only multiple units have fancy couplers. It's an EU standard to allow for assembling coaches from different countries into one train. It allows for some funky scheduling such with through coaches. Some international trains from Zagreb are actually insane through coach memes. For example, the daily train to Frankfurt am Main is re-marshalled three times during its journey (in Villach, Salzburg and Munich).
Austro-Hungarian steam locomotives are such an unusual vibe. Despite there being very little information about them in English you can find a lot of them just on display throughout Eastern Europe. In Austria they have a 2-6-4 passenger engine that's still operational and has some similar features to this.
Found this about class 125 online. "Old series designation: MAV 326=SHS 326, New series designation: JDŽ=HDŽ=JŽ 125 TYPE: C, Year of cessation of operation: 1970. The locomotives of that series continued to pull freight and passenger trains on the Karlovac - Rijeka (Sušak) line as a replacement for the first type of that locomotive series MAV326-IIIe. Since heavier and stronger locomotives arrived on the aforementioned railway, the locomotives of that series ran on all railways in Croatia and at the same time performed shunting work in all major stations until the end of their working life. Considering that they were in service for more than 60 years and that 497 of them were built, these locomotives deserve to be highlighted. Due to their versatile purpose and durability, train drivers and other railway workers liked to call them "Katica". The construction of these locomotives began in 1882 according to the plans that were drawn up in the MAV's main directorate in Budapest, because the Hungarian State Railways needed more modern locomotives as the range of freight transport increased more and more. Some models were built in Austrian and German factories, and from 1888, when the Hungarian locomotive industry developed, those locomotives were mostly built in Budapest. They were mainly built to haul freight trains on mountain railways, but they also hauled passenger trains well. On May 25, 1992, the locomotive with serial number 125-052 was exhibited as a memorial locomotive at Zagreb Central Station." This type of locomotive was very widespread on the JŽ network. Even SDŽ acquired several of these locomotives before World War I.”
The EMUs you saw were mostly HŽ class 6112 (blue for suburban and red for regional lines). They're not particularly fast - their top speed is 160 kph (100 mph) since Croatia doesn't have any high speed lines, but at least they're new and in good condition.
You should visit Poland - they have lots of steam engines on display (in various stages of decay) and Wolsztyn even operates one steam engine for regular passenger service. It used to be possible to get to drive and fire the steam locomotive, but not anymore.
Interesting! I definitely saw the pinned front driver and assumed the whole thing wasn't. But that makes it a tripod! Makes total sense. I'm going to have to do a "this is what I learned and was wrong about" video at the end of all of these excursion videos.
@@Hyce777if you can visit the countries of the former Soviet Union You can Check out the O Class 0-8-0 Steam Locomotive And also check out the P36 Class 4-8-4. The P36 is a 4-8-4 with Elephant Ear Smoke Deflectors Just the the Union Pacific 844 in the United States.
@@Hyce777That’s one of the main reasons I’ve subscribed to your channel. Besides the great content, you’re one of the rare YTbers who is willing to admit when he’s wrong and will go back and explain why.
Such a neat little doot and how cool is it that it survived to be enjoyed and also featured on your channel for us to enjoy too! Though nothing can replace End of the Line for the closing supporters scroll, that was indeed some excellent musicianship.
Hyce, the rear two drivers are also equalized. And that actually does make sense, with two of them equalized and one of them not, it can still contour to fit a dip or swell in the track. The middle driver would go up and the rear go down or the opposite, putting the three points on the curve, they probably did it that way so they only needed one pair of pins instead of two.
This type of smokebox door was very common throughout Austria-Hungary (to which Croatia belonged in 1899 when the 125.052 was built, originally numbered MÁV 2613). To me this locomotive looks quite old-fashioned and shares many characteristics with the GKB 671 (built 1860) which is still operational: Another 3-axle freight locomotive with outer frame. I read the 125.052 only reached 45 km/h, very slow by 20th century standards. I guess it was still ok for branch lines so it survived. The flimsy frame can be explained with the limited axle loads. A strict limitation on axle loads was imposed by the military because in case of war each locomotive should be able to be used pretty much everywhere. For a long time they didn't go the way of other systems that renewed the track on their mainlines so they could use heavier and more powerful locomotives. Is it really a Stephenson valve gear? According to literature (wikipedia) it's a Heusinger.
Kuhn slide (aka Heusinger) is a form of modified Walschaerts designed to save space. That'd make sense, but to be fair, the fact its missing a lot of the parts and is rotated 90' from normal, and is under the locomotive between the drivers means its pretty hard to tell what system it might have been, assuming it was even completely conforming to any one accepted standard at all, there where absolutely locomotives with weird hybrids.
2:30 I believe the reason that locomotives on this side of the pond often didn't have equalised suspension is the fact that - and I say this with the greatest possible respect to American MoW crews - decent track is a basic expectation over here. 7:30 - very common arrangement on tender engines from the 19th century to have a tender handbrake and nothing else. In Britain, that was an almost universal arrangement, until the Board of Trade ruled that all locomotives must have power-operated brakes. They then usually got a steam brake added to the locomotive, and that was all the braking that some locos had right up to the end of steam in the 1960s. 9:50 - insofar as we use blowdown valves at all (many engines over here don't have them), we do not do it while in motion.
Reminds me very much to the french Bourbonnais locomotives. This one might be based on them or even be a licence copy. Bourbonnais type locos where very popular in europe in the late 1800's afaik.
Some 20 years ago (probably when was the last time it was cleaned and when the croatian railway as a entity instead of lone workers gave a damn about half of anything going on) when i was there, some of the workers would seemingly regularly explain (at least the dude and the lady i saw on weekends) to kids interested in it or trains in general how it works with comparisons to then new trains and what are by now out of order boxy small and longer oval trams.
As a local i gotta add something to your video that i feel is VERY RELEVANT! The train is a WW2 memorial, its one of the trains used to transport serbs, jews ,roma and other ethnic groups to Croatian and German ran extermination and concentration camps. Yes i said Croatian because yes croatian facist were allowed to run their own, some of them were so horrible the nazi's literally called them "too inhumane" (literal wording from the german governor of croatia). There used to be a memorial plate and the train was regularly cleaned to keep up appearance but that stopped around 90's or early 2000s. Reference plate to this was removed in the 90s during the "independence " period because the right wingers that took over (and are still in charge) are fans of revisionist history where the nazis and facists were the good guys, so similar to what happened 10 years ago in certain other european country where these relics of the 1940s got in charge they started destroying or removing a lot of anti-nazi and holocaust memorial stuff, they even tried to remove and scrap this train but massive protests stopped this.
Worth noting is that originally the spot hosted a blue JŽ 11-015 which hauled passenger compartment cars. However since it was used to transport Tito, it was most likely substituted for this ghastly locomotive after the war. We'd rather have a locomotive that drove people to their deaths than one that drove a guy around...
Short story about the loco class: MÁV needed a bit more modern freight loco than the old Sigl standard III. class (later 335 series) of 1869, so they designed something that was more modern, a bit better, but still based on the bones of the older class. After the designs were complete, they said "Dump it", and they built 522 of them (denoted as class IIIe., later renumbered to the 326 series in 1911) in three series, between 1882 and 1912. The builders were: MÁVAG, Wöhlert, the StEG workshops, Sigl, Krauss and Floridsdorf. From 1890, all locos were built by MÁVAG. They were nicknamed "Duck" after their running quality, which can be described as similar to a duck.
max speed of that futuristic train is 160, its modern and i drove it two times when i was 8 yrs old (i think) and they are built in croatia (trams are also built in Zagreb) , in Zagreb you have two train factorys tnx for stopping by in zagreb
Its wild to think some people lived to see both the last services at 45kph and the first at 160kph, yet many people currently alive can't imagine there is further innovations likely in their lifetime.
Umm... the 2nd and 3rd loco axles are equalized (similarly on the tender), witch is on a relatively light (16t axle load range) 0-6-0 is enough to "keep the wheels down", and YES the loco has no brakes of any kind, only the train-brake, and the tender's handbrake. The design clearly screams: Made in Hungary. And they made some goofy but quite good steam-locos, (like the European "Big-Boy" the MÁV 601), that were on par with German locos.
Always interesting to see how other countries interpreted "steam locomotive". Thanks for the detailed break-down too, I wouldn't know what half that stuff does.
I've been doing a test of members early access - this comes out for the public on Sunday. As such, these videos are beating even thumbnail production, lol! I'll be making a poll about it. Might pivot to doing this entirely, depending on what folks think!
I suggest you visit Hungary's Railway History Park. I believe we got an optically restored version of a 326 as well. (We also have a USATC S160 class in working order I believe)
It probably had been made by MÁVAG, the Hungarian Royal State Iron, Steel and Machine Factories. Good old times when we yet made our own locomotives, instead of buying them from abroad!
hey, Hyce! if you can visit some museums in the netherlands, we have some running dutch steamtrains (almost all of them are small) and we have so many german steamtrains that run. hope you visit one day.
This is a pretty tiypical 0-6-0, they were everywhere at one point. Loads of manufacturers including MÁVAG, Floridsdorf, Krauss etc in Hungary, the last example was apparently withdrawn in *1979* . and this is coming from the same builder that went to go on to build the 2-6-6-0 Mallet that was at one point the strongest engine in all of Europe. *OH MY GOD SOMEONE NON-HUNGARIAN SAID BUDAPEST LIKE IT'S SUPPOSED TO BE FOR THE FIRST TIME IN RU-vid HISTORY*
The yurop way of designating locomotives is similar to the US tbh. Where you guys count the number of wheels, we count axles, and for the drivers we use the alphabet system, So for example 491 would be a 1-D-1, the Big Boy would be a 1-D-D-1 and so on.
7:47 Wouldn't having equalizing bars between 1st and 2nd _and_ between 2nd and 3rd axles allow the engine (or tender) to seesaw forwards and backwards freely? The same as an 0-4-0 with equalization between the axles.
That new train, it can go up to 160 kph. On main line it goes like this... Around Vinkovci it goes around 160 kph. Around Strizivojna-Vrpolje 120. Before Slavonski Brod 100. After Slavonski Brod to Novska 80. And between Novska and Zagreb 60 because Croatian railways company is a mess that is divided in 3 companies that does not function good, and trains are constantly late.
