ESSLINGEN-FERROSTAAL-MERCEDES μετρική 3πλή Αυτοκινητάμαξα ΣΠΑΠ - SPAP meter-gauge DMU скачать в хорошем качестве

ESSLINGEN-FERROSTAAL-MERCEDES μετρική 3πλή Αυτοκινητάμαξα ΣΠΑΠ - SPAP meter-gauge DMU

Throughout its existence, the Peloponnese Railways Company (SPAP) tried to keep the network active not by closing lines and stations, not by layoffs, but through upgrades and pioneering services. After the successful routing of the DeDietrich railcars in 1952, one more the last supply of rolling stock followed shortly before the curtain fell in 1962 with the absorption into SEK : In 1957, it was decided to put the order for seven triple articulated railcars of meter gauge, with diesel-hydraulic transmission, to the German companies ESSLINGEN and FERROSTAAL.Τo enhance transport capacity, 7 un-powered, second class, driving trailer railcars of the same type, were ordered together along. Each triple articulated railcar (powered+intermediate+powered) was equipped with a MERCEDES diesel engine in each powered vehicle, and because of this, these railcars became more widely known as “Esslingen-Mercedes”. Both the articulated triple railcars and the trailer un-powered vehicles had driver’s cab at both ends, folding doors, comfortable coach-style seats, which in the first class section were rotating. The intermediate car of the triple railcar was equipped with a bar. Based in Piraeus and Patras, the Esslingen trains were put into service from 1958, handling the express services on the main routes Piraeus – Patras – Kyparissia or Olympia and Piraeus – Tripoli – Kalamata. In 1961, SPAP introduced high-speed itineraries with two coupled Esslingen triple railcars and additional trailer railcars, with a total capacity of 400 seats, covering the Athens-Patras route in 3 hours and 30 minutes, combining comfort and speed, while buses took 5 hours. These pioneering services ran up against the anti-railroad and particularly anti-"metric-gauge" climate that prevailed in Greece from the 1960s on in favor of road transportation. Thus, one of the first gifts of the merger of SPAP into SEK was the removal of these expresses, along with the definitive abandonment of the Lavrion line and the takeover of the SPAP administration building on 1 Karolou Str. The Esslingen/Mercedes railcars worked reliably until the end of the 1980s. They had excellent performance on the track with the smoothness of the hydraulic transmission. Towards the end, permanent shortages of spare parts and consequent lack of sufficient maintenance led to traffic restrictions and the operation of the triple railcars with only one diesel engine. Moreover, the majority of train drivers were frustrated with the cramped driver's cab in the triple-articulated railcars, which had only one entrance-exit, making it very difficult for the driver to escape in an emergency, with the risk of becoming trapped. When the delivery of the Ganz-Mavag railcars was completed, Esslingen/Mercedes were confined mainly to local routes, such as Patras-Kyparissia and Kavasila-Kyllini. In 1991, with the arrival of the first MAN/EN railcars, their withdrawal was decided. That same year, the 3AK.6004 was destroyed by fire near Valyra, Messinia. The last run of the elegant and comfortable Esslingen, which were also the fastest on the SPAP network, took place in the summer of 1994 on the Kavasila-Kyllini line with the 3AK.6006, which was sold for scrapping in 2001 at Vartholomio. Some projects for repair instead of withdrawal began in the mid-90s with the modernization of 3AK.6003 at the Piraeus Factory using diesel engines from MAN1 railcars. However, the project was never completed, and in 2000 the scrapping was rather decided, that was executed at Syrtis in 2014. At Syrtis were also the 6001, 6002, and 6005, which were scrapped at Tripolis in 2002. All Mercedes diesel engines had been previously removed to be used on the Power Generation Vehicles of the “Odontotos”, Diakofto-Kalavryta Rack-Railway. Today, only 3AK.6007 remains at the Kalamata Engine Shed, in moderate condition, with several parts of the diesel engine removed as spare parts, and it is intended for the new Railway Museum of Athens. Of the 7 single trailer railars, that were also used as ordinary passenger cars on local routes, 6 were scrapped between 1999 and 2002. Only AR00025 remains at the Kalamata Depot and is also intended for the Athens Railway Museum.