The Eye of the Beholder

Day 2 : 16th September 2003

Train Reporting Codes:
13632 : Debrecen - Záhony
64841 : Záhony - Komoró
13625 : Komoró - Debrecen
1326 : Debrecen Fatalep - Hármas Hegyalja
1321 : Hármas Hegyalja - Debrecen Fatalep
6875 : Debrecen Szabadag - Debrecen

Notes :
(1) Broad gauge (1520mm).
(2) For bus to narrow gauge railway.
(3) Mk48 2009 propelling.
(4) Optional depot visit, not made by all tour participants. Train ran from the station platform out to clear points at the Hármas Hegyalja end of station, back through run-round loop to clear points at the depot end of the station then drop back into the platform. Empty coach Bax350 was then uncoupled and the move to the depot and back was made in coach Bax352 only.

Tour Review
(by Trevor Cockram)

An early breakfast and a start from the pension again today as the train was due to depart Debrecen at 06:30. By the time most of us arrived by tram the stock was in the platform and M40 006 at the front. This was one of the batch of M40 originally fitted with the lower power Ganz 12-cylinder JVF 17/24 engines nominally producing 598KW. I don't know if it had been fitted with the later more powerful 16-cylinder type. Taking table 110 the first photo stop was at a particularly interesting semaphore signal on the outskirts of Nyiradony. Photo opportunities were also available at Nyírbátor where train 6317 hauled by M41 2135 was crossed, also of interest was Sergi M62 058 on a freight working. A further photostop was made at Hodasz before arriving at Mátészalka where the train reversed leaving Bzmot operating branches 114 and 115 currently under threat of closure for another day. An opportunity for the first seminar of the trip was taken, but it does help Neil if you know how to operate the self-timer first! The Sergi that had followed us from Nyirbator arrived with M44 144 doing the shunting before we departed up line 111. From Tornyospálca the line there is a parallel broad gauge line (1524 mm) which eventually connects with the yard at Esperjeske Rendezó. This particular length of broad gauge was introduced for military traffic and was later used for testing Hungarian manufactured broad gauge stock as it is cleared for 100KM/hr operation. On only item of interest other than a number of transfer platforms and sheds was M62 503 propelling a single Ukrainian freight car. Loosing the board gauge line we took a slow 180 degree turn along the banks of the Tiszer river stopping for a photo stop close to the Ukrainian boarder. The local mobile phone network must have almost crashed with the number of UK phones registering onto their network.

On arrival at Záhony we were given a short talk on the special nature of the railways in the Záhony area by the local manager covering the various transfer yards and gauge changing machines. As the loading gauge of Ukrainian and ZSR stock is much larger than the rest of Europe any freight has to be treated as a special "out of gauge" working. Walking back to the shed M40 903 was noted on standard gauge bogies and conventional buffering gears. In the shed M62196 had been fitted with buck-eyed coupling and buffers removed and was undergoing bogie changing as it was covering for M62 506 which had an minor accident was seen further up the yard masquerading as a standard gauge loco. It appears to be a minor works activity to covert between standard M62 and M62/5.

One of the highlights of the week was to be the tour of the broad gauge system with M62 505 hauling the only passenger stock owned by MÁV UIC number 80 55 117 1077-4 which was in fact the engineers messing and breakdown coach, fitting with bunks, cooking facilities and a full set of breakdown and re-railing equipment and thoughtfully fitted with a number of additional stools similar to those used by loco drivers. Most people I think were more than happy to hang from the windows. The route taken from the depot was to the east of the standard gauge running through the yards at Záhony Rendezo and Záhony Átrako, before running parallel with the main line at Tiszabezdéd, where the main tour stock overtook us en-route to Komoró. There appeared to be the result of a shunting accident spread alongside as we took the curve towards Esperjeske Rendezó. M62 517, M62 514 and M62 501 were all working the first yard, and after a short break we were allowed to proceed to the second yard where double Sergi 2M62-1221 had arrived on a timber train. After a run round about 4 Km from the border we returned to the yard where there was a chance for many to photograph their first Ukrainian loco. All attempts to fix a bonus loco failed (not unexpectedly) and the double loco returned to where it had came. Now running a little late we passed through the oil transhipment depot before reaching Komoró. Return to standard gauge tracks hauled by M62 273 a fast run was made towards Nyiregyháza, where the avoiding line was taken, as was a photostop in the triangle between the junctions.

Our next loco change was at Görögszállás where M44 211 took over for the slower speed branch lines. The short run to Tiszalok was followed by a long wait while the various service trains crossed and ran ahead of our charter (just like home). A further crossing stop was made at Tiszavasvan and again a Hajdúdorog where the IP service operated by Bzmot 413 was crossed and we picked up a shunter for later in the day.  A further photostop was arranged at Zelemér where there is a ruined chapel a close to the family home of Ferenc.

On the outskirts of Debrecen the Nyulas freight branch was taken, during the setting of the points, a flock of horseshoe bats was seen flying near to the train. (No its not Romania.) After a further photostop on the branch, the train terminated adjacent to a bus stop outside the Biogal plant. Here Ikarus coach FJE-216 was waiting to take us to Debrecen Fatelep stattion for a run on the "Susy" otherwise known as the Debrecen Forest Railway.

Our evening meal was being prepared on open cauldrons alongside the narrow gauge station building, but no sight of our train, which arrived after about ten minutes with a group of German school-aged kids. The loco needed to be fuelled leaving the stock with no clear way to run round. Light was being lost rapidly, but whilst there was still some daylight left, Mk48 2009 shunted the stock and we departed, with the railway manager providing a brief history of the line. The first section runs alongside a major road before turning into countryside which had been the mainstay of the railway. A photostop was attempted at Erdészlak although time exposure was the order of the day. By the time we reached Hármas-Hagyalja the current terminus of the line it was very dark. Even so the loco ran round and then propelled the stock to about 5 metres from the physical end of line, where a track crossed the line. Returning to Fatelep station the next visit was to the MÁV training school where there is a short narrow gauge line which used to have a C50 loco for training purposes, but is currently disused. We also had dinner in the school which to my tastes was perhaps the best of the evening meals being a simple goulash of beef, and potatoes accompany by bread and red wine in a jug. There was also a sweet of pancakes with fruit. We also had a small glass of apple brandy. Some of us then went back to the narrow gauge for a brief trip to the depot, one coach, hauled by Mk482009. Mk48 2002 and 2006 were on shed but not available to power us back to the station. At this stage one of the party realised that they did'nt have their camera. Luckily for them (Roger) the narrow gauge staff had found it. The trip back to the hotel was booked in the itinerary by bus, but the last bonus of the day was a short walk to Debrecen Szabadsugfelep station (otherwise know as un-pronounceable shack) where M44 415 was waiting with our stock for the 3Km run back into Debrecen.

Route, Distances and Timing's (Booked & Actual)
(by Gary Thornton)

Key;
a : arrival time
d : departure time
L : loco change
r : reversal of direction
/ : passing time
A time or distance in brackets is approximate.

All distances between locations, in kilometres, are taken from the official timing sheet given out on the train. No attempt has been made to verify the distances given.

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