Dr. Czére Béla - Dr. Vaszkó Ákos szerk.: Nagyvasúti vontatójárművek Magyarországon (Budapest, 1985)

Summary

motives being designated with the names of machines having the smallest manufacturing numbers in the same series, while those of a later make are designated with numbers indicating the category, the class and series of the locomotive, as well as the registration number; service marking of the type (main line, branch line, universal, passenger, express and freight service etc.) ; references on various technical solutions ; the manufacturer of the vehicle (with abbreviation); the place of manufacture (city); the year(s) of manufacture of a given type. In a tabulated form corresponding to the inscriptions under the photos, the following data are given: C: Character of the locomotive, within this the first group of symbols : axle arrangement (the Arabic figure is the number of the running wheel-sets, the printed capital letters are in place values the number of the coupled wheel-sets) In the second group of symbols : n saturated steam locomotive h superheated steam locomotive 2—4 the number of the steam cylinders E Engerth-type locomotive V compound locomotive t tank locomotive (the tender locomotive is not indicated separately) tr tramway (urban) locomotive Q : tractive effort calculated from the adhesion weight N V: permissible max. speed km/h D : diameter of the driving wheel mm M : mass of locomotive in running order t A: Max. mass on one coupled axle (axle load) t L : full length of the locomotive together with a tender (over buffers) mm P : permissible steam pressure bar 2. Motor locomotives After several decades of development in the field of the internal combustion engines, first the petrol engined railcars, then the diesel railcars became widely spread in the railway service. In 1928, by the patents of György Jendrassik the basis for the development of the Ganz-Jendrassik diesel engine was laid, and by this a possibility for building small diesel locomotives was given, as well. After the completion of a reconstruction period following the second world war, the manufacture of diesel engines of higher performance and having electric, or hydro-dynamic power transmissions was started in Hungary. The licence of the French Pielstick type engines was bought by Ganz-MÁVAG mainly for traction purposes and with these engines Ganz-MÁVAG manufactured locomotives for main line service. The Ganz diesel engines became the prime movers of the shunting and branch line locomotive categories. For performance categories around 2000 HP (1500 kW) the Hungarian railways purchased diesel engines mostly from abroad — mainly from the Soviet Union. The inscriptions and the technical data of the illustrations of the 38 diesel engine types and type variations, resp. included in our publications — as well as those of the electric locomotives, of the steam railcars, the internal combustion engined railcars as well as the electric railcars are partly differing from the inscriptions and technical data of the steam locomotives, due to the characteristic features of the vehicle types. Thus the axle arrangement of the vehicle was included in the inscriptions of the figures in a form given in the relevant recommendation of UIC. The table corresponding to the inscriptions contain the following data : E : type of the engine N: performance for older vehicles HP (kW) for new vehicles only kW L : full length of the locomotive (over buffers) mm T : power transmission R : transmission system The meaning of abbreviations V, D, M and A is similar to those used with the steam locomotives. 3. Electric locomotives The use of electric power for railway traction purposes was realized first in the city transport. For main railway line service

—instead of the steam locomotives

—electric locomotives were first built at the end of the last century. In Hungary — after establishing various DC railways for city, suburban and industrial mine services

—the first electric local railway with single-phase AC current supply was put into operation in 1911 on the line Vác-Budapest-Gödöllő. The world famous pioneer in the field of the main line electric traction was x\lr Kálmán Kandó, an engineer of the Ganz factory. The electric traction was started in 1932 between Budapest and Komárom. The basic concept of of Kandó was to take the energy from the national 50 Hz network, eliminating thereby the need to build separate power stations and distribution networks for the railways. The essential feature of the solution was the special rotating machine of the locomotive

—the phase converter

—converting the 16 kV, 50 Hz single-phase AC current into 3-, 4- and 6-phase AC current of approx. 1000 V. The further development of the Kandó locomotives was terminated bythe Second World War. After the Liberation of Hungary the electrification of the main lines of the Hungarian State Railways was continued at a rapid pace. The phase-converter design was soon replaced by the Ward-Leonard locomotives, then

—-with the purchase of foreign licences—from 1963 on, the Hungarian-built, silicon rectifier type, 3000 HP (2200 kW) universal locomotives became dominant. The thyristor type locomotives of higher performance (3680 kW) entered the traction vehicle park of the Hungarian State Railways since 1976. And in 1983 new electric shunting locomotive production was started by Ganz-MÁVAG and by the Ganz Electric Works. In this publication 43 types of electric locomotives, and type variations, resp. are introduced. The inscription under the illustrations contains similar data as those of the steam locomotives, but here the axle arrangement of the vehicle is also indicated. The following data are given in the table supplementing the inscriptions : U : voltage V in case of DC supply = in case of AC supply ~ N : one hour and constant output for old vehicles HP (kW) for new* vehicles only kW L : full length of the locomotive (over buffers) mm T : type of the traction motor R : transmission system The meaning of abbreviations V, D, E and A is similar to that of the steam locomotives.