A Közlekedési Múzeum Évkönyve 13. 2001-2002 (2003)

IV. RÉSZ • A Közlekedési Múzeum gyűjteményeiből 365 - Rövid tartalmi összefoglaló a Közlekedési Múzeum XIII. Évkönyvéhez (magyar, angol, német nyelven) 385

After a brief historic review the Author informs about the development of the Kandó locomotives and outlines the test locomotive, type VM5, ser. V50 and furthermore the locomotives, type VM7, ser. V40; type VM8, ser. V60; type VM9, ser. V44 and type VM10, ser. V55. The archive contains the technical drawings of all those electric locomotives, which have been built for the Hungarian State Railways by MÁVAG, Ganz, Ganz-MÁVAG and by their successor Part III. Studies In Connection With Transport History And Methodology Sándor Bálint: The History Of MATEOSZ (National Central Co-operative Of Hungarian Carriers), I. In our country the road transport had been organized on the basis of the statute XVII of 1884. The contractor received his transportation licence from the trade authority of first instance and it was valid for the whole country. After the 1st World War the truck carriers started the transport of goods in possession of their old licences, with the help of trucks made from scraps. In the mutilated country the state administration has been reorganized, and new laws, decrees have been passed in interest of restoration of order, economy and transport. The new law was passed in 1922 and it prescribed the supervision of the licences issued formerly and the issue of new licences, which were subjects to conditions and had territorial limits. Refering to the trade law of 1907 the new law ordered that the carriers may start their activity only by using Hungarian made vehicles. The transportation by truck has been qualified as a trade requiring a licence. The law laid down, too, that the factories and other contractors may transport without restriction the necessary raw materials and their products on the territory of the whole country, which means that their transport activity did not require permission. There were a lot of factories and contractors, which misused this possibility and carried out illegal transports. Even that provision of the decree did not concern them that the transport shold be earned out only by Hungarian made trucks. Consequently they put much more up-to-date foreign made trucks into service. The position of the truck carriers and the railways was deteriorating more and more, since the major part of the goods were transported by the illegal truck carriers and partly by the carters. In the further part of his study the Author renders account on the legal and organizational measures taken in interest of the elimination and alleviation of the rivalry between the truck carriers, railway and carters. He informs about the history of the establishment of the National Association of Hungarian Public Motor Vehicle Companies (KÖGE) and MATEOSZ, of the contract between MÁV and MATEOSZ and of the alliance between MÁV, MATEOSZ and MAHÁZ (MAHÁZ: National Association of Door-to-Door Carriers of the Hungarian Railways). The joining of MAHÁZ to the MÁV-MATEOSZ association brought an improvement in respect of the organization and even the economy of the union improved significantly. It has been proved that with a good organization and management the freight and passenger transport on road may be profitable. János Szeibert: Shipyards In Óbuda And Angyalföld (review from the building of wooden ships till the professional ship building). In his study the Author points out to the fact that the development and growth of the shipping and of the ship building industry may take place only there, where the natural conditions are given and a great amount of mass goods has to be transported continuously. Necessary are first of all good passable, adequately wide and deep water ways abounding in water, a great amount of wood of good quality for the construction, iron parts and tools and furthermore a good qualified team of technicians. In our country ships were plying from ancient times on the rivers Maros, Szamos and Tisza. These were carrying mainly salt and com. Before the Mohács Disaster the most important border castles along the Lower Danube were on the other side of the river. Provisions and arms for the army could be brought there only on the water way, by ships. The shipbuilding had a boom on the lower parts of the rivers Száva and Dráva. Hungary lost these shipyards during the Turkish occupation. 398