Budapest University of Technology and Economics (BME) Faculty of Economic and Social Sciences (GTK)

Doctoral School of Philosophy and History of Science

The Place and the Role of Narrow-gauge Steam

Locomotive Production in the History of Hungarian

Industry

Theses

PhD Dissertation

Motto

"There be three things which make a nation great and prosperous, — a fertile soil, busy

workshops, and easy conveyance for men and commodities from one place to another."

Lord Bacon

Budapest, 2018

Sándor Malatinszky

1

Summary of the Dissertation

Having overcome all the difficulties caused by the revolution and the war of liberation 1848-

49, the Compromise of 18671 regularised the political and economic relations between Austria

and Hungary, and the industrialisation started in the old Hungarian Kingdom. New factories

were built and increased the industrial production year by year which required more and more

fuel for feeding the newly built steel furnaces and boilers of the steam operated machinery.

New coal mines were opened after 1867 and the rapid grows of coal pits demanded new

means of transportation instead of horse drawn carriages and heavy wagons running on dusty

public roads, on which the traffic was influenced by the extreme weather conditions, the

spring floods and heavy autumn rains in the Carpathian-basin.2 Narrow gauge railways with

horse traction were built to carry the coal from the collieries to the workshops and the stand-

ard gauge stations. However, horsepower was not enough to fulfil the increasing transporta-

tion demands, therefore steam engines were put into service, replacing the horses on the busi-

est colliery lines in Hungary. The first narrow gauge steam locomotives, put into service in

Hungary, were built by foreign locomotive manufacturers in 1870. The local newspaper

Borsod Miskolci Értesítő reported that the steam engines of the Diósgyőr—Pereces colliery

railway had arrived at Miskolc Gömöri station on 24. November 1870. One of the first narrow

gauge locomotives, the 790 mm gauge steam engine of the Salgótarján Iron Finery Company

built also in 1870, is preserved in the collection of the Transport Museum of Budapest today.

Besides the steam operated colliery and industrial lines, public passenger and freight traffic

started on the meter gauge line of Garamberzence—Selmecbánya Local Railway on 10th of

September 1873. The Railway was operated by the Magyar Királyi Államvasutak (Royal

Hungarian State Railways - MÁV). Since, fast development of railway network requested

more and more new rolling stock, the steam locomotive production also started in Hungary in

the beginning of 1870s.

Although, the development of national public railway network went on with construction of

new standard gauge lines, narrow gauge local railways became very popular in Hungary by

the end of the century as even though they had lower capital and operational costs they pro-

vided the same quality of service as the standard gauge secondary lines.

In 1918, the length of the Hungarian narrow-gauge lines was 6700 km as well as 18 000 km

of the standard gauge network. The Austro-Hungarian Monarchy built the 1700 km long

760 mm gauge network of Bosnian-Herzegovina. After WWII, one third of the Hungarian

railway network was still narrow gauge. The operation of narrow gauge network created spe-

cial requirements and tasks also for the Hungarian steam locomotive builders.

More than 7760 steam engines, a little bit more than 1050 were narrow gauge among them.

Eleven domestic steam locomotive builders: machine factories, railway workshops, and work-

shops characterize the history of Hungarian steam locomotive manufacturing.

The dissertation begins with the description of the prehistory referring to the events that lead

to the industrial revolution and construction of steam railways, Parallel, highlights on the

events of the Hungarian history. Describes and analyses the events of the topic, detailing the

1 The Compromise of 1867 was the result of the long discussions and negotiations on the new political and eco-

nomic relations between Austria and Hungary. It was codified by the Hungarian Parliament in the Act XII of

1867 completed by the Acts XIV, XV and XVI of 1867.

2Vass Tibor, Az Ózdi iparvasút története (The History of Industrial Railways of Ózd – in Hungarian), 2001.

Budapest, Közlekedési Múzeum, p. 18

2

development of railway networks, the locomotive production by manufacturers separately in

the historical periods of 19th and 20th century. The dissertation summarises the topic in ten

theses, emphasising that the industrial culture, the knowledge and the experience, as the back-

ground necessary to produce steam locomotives, already existed in Hungary in the years fol-

lowing the Compromise of 1867 and gave intellectual ammunition to the technological devel-

opment.

1 Professional Literature

1.1 Antecedent researches

After that “The Description of Narrow Gauge Resica-Szekul Mine Railway (A Resica-Szekuli

keskenyvágányú vasút leírása) had been published in the 11/1875 edition of Magyar Mérnök-

és Építész-Egylet Közlönye by the pen of Antal Ulrich, the actual situation and results of do-

mestic steam locomotive production was reported by professional journals frequently, and in

many articles of official and private publications. In 1941, the periodical TECHNIKA pub-

lished the study of Béla Fialovits “The Historical Development of MÁV Steam Locomotives

(A M.Á.V. gőzmozdonyainak történeti fejlődése)”. Differently from the previous publications

of simple descriptions of locomotives, the study contained also analyses based on engineering

calculations. The first summaries were published in the 1970s, many years after that the do-

mestic steam locomotive production ended in 1959. „The Locomotive Production is 100

Years Old (100 éves a mozdonygyártás)” written by Falk Alfréd, Pál József, Villányi György,

was published in the 44th issue of Ganz MÁVAG Közlemények. The publisher Akadémiai

Kiadó edited the book „Ungarische Lokomotiven und Triebwagen” in German language, in

Budapest in 1975. The „Broad and Standard Gauge Traction Units in Hungary (Nagyvasúti

vontatójárművek Magyarországon” was published in 1984. These summaries are valuable

sources for researching the history of railway traction units but contain less or not any infor-

mation for the study of narrow gauge locomotives. The series of “The History of the Hungar-

ian Railways (Magyar vasúttörténet)”, published by the Hungarian State Railway Co. (MÁV)

in 1995-99, broke the traditions and deal also with narrow gauge in larger content.

1.2 Elaborated Sources

The subject of the dissertation has very rich resources. Wide range of Hungarian and foreign

language publications and documents are stored by archives and collections. These are:

I Documents of Archives

II Summarizing Works

III Studies

IV Press Materials

V Recalls

VI Photos, Drawings and other Documents

Annex 1 contains the detailed list of the resources used

3

2 The Dissertation

2.1 The Aims

The aim of the dissertation is to highlight the connections between the narrow-gauge steam

locomotive production and the development of the Hungarian industry characterised by the

good utilisation in synergy the advantages of two virtually independent systems, the railway

transportation and the industrial production. In details:

Introduction the history of Hungarian narrow-gauge steam locomotive manufacturing

in a scholarly way.

Study of relationship between the narrow gauge locomotive production and the Hun-

garian Industry in the historical ages of 1872 and 1959.

Determining the place and role of narrow gauge steam locomotive production in Hun-

gary, in the Carpathian basin and in the successor states of the Austro-Hungarian

monarchy.

The comparison of 760 mm gauge locomotives designed and built in Hungary with the

foreign typical types.

Examination of the conditions of steam traction today, which characterised land transportation

through 150 years following the industrial revolution, and looking for the possible solutions,

to maintain the operation of steam locomotives for the next generations.

And at last but not least, a short review of industrial prehistory to highlight the reasons,

which made possible the fast industrial development in Hungary after the Compromise 1867.

Since, detailed calculations and comparison of narrow gauge steam locomotives have never

been published before, the dissertation contains also comparison and analysis of technical

features of specified Hungarian and foreign types of steam locomotives using published

methods and calculation systems.

2.2 Research Methods

The applied methods of dissertation: statistics, case studies, comparison and analysis of

technical features of specified Hungarian and foreign types of steam locomotives using the

different published methods and calculation systems.3, 4, 5

To make the comparison and the calculations easier, the old measuring systems of technical

literature and the ordinary technical parameters instead of SI units are used. The effective

tractive efforts of the locomotives are calculated on flat and straight tracks.

The detailed calculations, technical parameters of locomotives and the description of exam-

ined railway lines can be found in the Annexes. None of the detailed calculations and compar-

ison of narrow-gauge steam locomotives have been made before. Any dissertation analysing

3 Fialovits Béla: A M.Á.V. gőzmozdonyainak történeti fejlődése I-XII. rész. (The Historical Development of

MÁV Steam Locomotives, part I-XII: - in Hungarian) TECHNIKA 1941/4 p. 136-145., 1941/6 p. 217-225.,

1941/7 p. 258-270., 1941/8 p. 305-314., 1942/1 p. 26-33., 1942/5 p. 171-180., 1943/5 p. 273-280., 1943/6 p.

326-335., 1943/7 p. 480-487., 1943/9 p. 584-591., 1942/2 p. 47-54.,1943/10 p. 623-632.

4 Kopasz Károly: Gőzmozdonyok, (Steam Locomotives – in Hungarian) Tankönyvkiadó, Budapest, 1960

5 Hajnóczi László: Gőzmozdonyok, (Steam Locomotives – in Hungarian) Felsőoktatási jegyzetellátó vállalat,

Budapest, 1956

4

the relation of Hungarian industry and narrow-gauge steam locomotive production has never

been made before.

3 Theses

Hungary entered the industrialisation process at the end of 1860’s. Due to the fast develop-

ment the average growth of the industrial production reached 6% per year before WWI, which

corresponded to average growth of the well-developed countries of that time. The coal and ore

mining, the iron and metal industry produced nearly 20 % of the industrial production. The

capacity of industrial power machines increased more than 100 times compared to the 1860’s.

Japan and Switzerland entered the industrial revolution at the same time and among the word

economic leaders of today. The narrow-gauge railways played important role in the develop-

ment also of these countries. The 20 000 km long national railway network in Japan is of

1056 mm gauge. Switzerland also had large meter gauge local networks.

The narrow-gauge railways and their steam locomotives were useful means of transportation

already contributing in the birth of the Hungarian heavy industry by carrying row materials

and different products on the industrial and mine, later the forest and farm railways. They

were used also at the construction works of the standard gauge main lines helping the estab-

lishment and opening of new markets for the Hungarian industry. Construction and mainte-

nance of the large 760 mm gauge public networks were the markets of the railway equipment

and rolling stock manufacturing industry, including steam locomotive manufacturers in the

Austro-Hungarian Monarchy and in Hungary. These railways opened and enlarged the market

for the industrial products, helped the economic development of the underdeveloped country

sides. New markets increased the traffic of railway networks, requesting the development of

the transportation capacity, and forcing the industry to fulfil the new demands by develop-

ment of its products and production. This circle of development characterised the economic

development of Hungary until WWI.

3.1 The Introduction of Narrow Gauge Steam Engines in Hungary

The general introduction of steam traction on narrow gauge lines had to wait for many dec-

ades after the success of Liverpool & Manchester Railway in the United Kingdom. Putting

into service of steam locomotives on the 597 mm gauge Ffestiniog Railway in Wales brought

the breakthrough in 1863, when the Railway, opened in 1836, could not ensure anymore the

empty wagons for the quarries by horse traction. The development of the steam locomotives

made it possible to build smaller and smaller powerful steam engines at that time, notwith-

standing that famous locomotive builders, like Robert Stephenson declared that “Steam loco-

motives with economical operation could be never built for so narrow gauge”.

Characterizing the speed of the industrial development in Hungary after the Compromise

of 1867, the new narrow-gauge industrial railways, which were built for horse traction af-

ter 1867, reached the limit of their transportation capacity in one or two years of operation.

Steam locomotives were put into service on their lines, and the railways which were

planned and under construction for horse traction had to be converted to steam operation.

(Thesis 1.)

5

3.2 The First Narrow Gauge Steam Locomotives Built in Hungary

The very first steam locomotive built in Hungary was a narrow-gauge engine. The Resica Iron

Factory of the Állami Vaspályatársaság (State Railway Company - ÁVT - Staats Eisenbahn-

Gesellschaft – StEG in German), built it in 1872, and put into operation on the factory’s

948 mm gauge industrial network. In 1876, two new narrow-gauge locomotives were put into

service on the 790 mm gauge network of Salgótarjáni Kőszénbánya Rt., (Salgótarján Coal

Mine Company). The locomotives were built in Budapest by the MÁV Machine Factory and

were the first steam engines designed by Hungarian locomotive manufacturers. Soon the

MÁV Machine Factory, later the Magyar Királyi Állami Vas- Acél- és Gépgyárak (MÁVAG)

in Budapest, became the most important locomotive builder in Hungary, but some other facto-

ries, and railway workshops also manufactured steam locomotives.

The fast-growing networks of mining and industrial railways called into life also the nar-

row-gauge steam locomotive production besides the standard gauge locomotive manufac-

turing at the same time. The industrial background necessary to produce steam locomotives

already existed in Hungary in the years following the Compromise of 1867. (Thesis 2.)

3.3 The Production of Narrow Gauge Steam Locomotives in Hungary

The length of Hungarian narrow gauge network exceeded 300 km at the end of the 1880s, The

Hungarian Parliament helped and supported the construction of standard gauge local railway

lines as part of the integrated national network by the so called Contracts of Guaranteed Inter-

est from 1881.6 Having Accepted the light railway concept in the passenger service of urban

and suburban areas, only standard gauge local lines were built until the mid of 1890s, ensur-

ing uninterrupted freight traffic by this on the whole national network.

The Hungarian locomotive manufacturers built narrow gauge locomotives only for the

industrial railway lines between 1872 and 1897. The consequent application of the princi-

ple of standardised gauge national networks, first declared by the decision of the British

Parliament in 1846, hindered the wider spread of the cheaper public narrow-gauge lines as

a part of the national railway networks until the end of 19th century. (Thesis 3.)

Can be the British parliament held responsible for the failure of France, Germany or Hungary,

all sovereign countries, not to develop narrow gauge railways? The British built 3`0” and 3`6”

gauge railways in India, Australia, New Zealand, & South Africa & South America in their

colonies. Even after 1896 when the light Railways Act was passed they did not take off in

Britain. The problem of trans-shipment was too great. Britain suffered this problem from 1841

to the 1890`s and the horrors were well recorded. The few light railways that were built all

failed in the 1920`s, beaten by the motor vehicle. If they survive at all it is as” tourist rail-

ways”.

6 The Contracts of Guaranteed Interest ensured fixed percentage for the contractors upon their investment costs

independent from the traffic and the incomes of the railways. The Act XXXI. of 1880 obliged the MÁV and the

Act IV. of 1888 already the private local railways companies, enjoying the interest guaranteed by the State, to

finance the operational costs of their lines connected to the main lines. The Standard Contracts invented from

1884 helped the construction of the local railway network significantly in the Countries of the Hungarian Holy

Crown. The contracts contained further preferences but requested the use of MÁV Standards at the construction

of the tracks, buildings and traffic equipment and the application of MÁV Regulations at the operation of the

railways. The staff operated the local railways belonged to the MÁV. — Zelovich Kornél: A magyar vasutak

története (The History of the Hungarian Railways – in Hungarian), Különnyomat: A magyar közlekedés

monográfiája, Budapest, 1925.

6

Is there any connection between decision of the British Parliament and the fact that 50 % of

the world’s railway network is standard gauge today? The steam railway was imported as a

complete transportation technology from England at the beginning of the steam era. Later the

standard gauge was generally invented by the sovereign kingdoms and countries of the Conti-

nent and in North America, because of economic reasons, and the lines were converted which

were built with different gauges before, just like in England. In Spain and Russia broad gauge

was applied and standardised because of military reasons.

3.4 The Production of Narrow Gauge Steam Locomotives built for Passenger Service

The luck of the appropriate locomotive types hindered also the wider spread of passenger

railways built by narrower gauge than 1000 mm. The invention of double boiler and double

engine twin and articulated Fairlie system locomotives can already provide the requested

power for the train movements also on the 600 mm gauge railways but had higher operational

and maintenance costs compared to the simple engines. The technical development of steam

engine construction made it possible to build efficient locomotives for this service only after

the end of the 1880s.

The requirements set up for the local railways such as the same quality of service, the speed

and comfort demanded third class steam locomotives running on the narrow-gauge lines

which had the same technical parameters and operational features as the standard gauge

second class locomotives. (Thesis 4.)

3.5 Standardised Narrow-Gauge Steam Locomotives of MÁV Machine Factory

The MÁV Machine Factory built 50 steam locomotives of 24 different types until 1905. The

construction of narrow gauge railways and the demand for the rolling stock running on them

raised the necessity of standardisation. The standardisation made cheaper and accelerated the

steam locomotive production processes, offered competitive prices for the customers com-

pared to the foreign manufacturers.

The MÁV Machine Factory left its heritage and started to build standardised type locomo-

tives for the order of different narrow-gauge railway companies - excluding the special cas-

es - from the middle of the first decade of the twentieth century, fallowing the practice of

the Austrian and German locomotive factories. (Thesis 5.)

3.6 Narrow Gauge Steam Engines Built by Industrial Railway Workshops

The maintenance workshops of the first railway companies repaired and produced new rolling

stock in the beginning but these activities were specialised and separated soon as the networks

became larger. The maintenance, the reconstruction of the locomotives to meet the new opera-

tional requirements and the reparation of locomotives damaged in the collisions required spe-

cial practice and tools different from the factories set up for serial production and remained

the duty of the workshops. The first separated locomotive factories independent from the

railway workshops specialised for the maintenance and repair of locomotives carriages and

wagons were founded in the middle of the nineteenth century. Despite the separation the fac-

tories repaired locomotives and the workshops built also new rolling stock on special request

and demands.

The workshops of the industrial railways joined to the locomotive builders answering the

challenge for the increasing demand of the narrow-gauge steam locomotives at the turn of

the century. (Thesis 6)

7

3.7 Narrow Gauge Steam Locomotives Built for the 760 mm Gauge Network of Bosni-

an-Herzegovinian Province

The Hungarian locomotive manufacturers, the Weitzer János Gépgyár in Arad, and the MÁV

Gépgyár in Budapest, had important roles also in the manufacture of steam engines designed

for the 760 mm gauge public network built in the Bosnian-Herzegovinian province. The

length of the network exceeded 2000 km after the opening the Beograd—Sarajevo line. The

transportation performance of the formal Bród—Szarajevo main line exceeded the perfor-

mance of some standard gauge main lines of the Monarchy, offering the same quality of com-

fort and travelling speed.

The enlarging of the 760 mm gauge network in Bosnia-Herzegovina province and the in-

creasing of its traffic played very important rolls in the economic policy of the common

Austro-Hungarian governments ruling the province after the turn of the century and were

supported also by the Hungarian Parliament. The production of the new rolling stock nec-

essary for servicing the increased traffic on the enlarged network gave a lot of work and

generated incomes for the domestic locomotive factories suffering of the lack of orders. The

goods transported to the sea side increased also the traffic of the Adriatic ports and helped

the widening of the Hungarian foreign trade connections began to fast development.

(Thesis 7.)

3.8 The Hungarian Character of Narrow Gauge Steam Locomotives Designed and

Built by MÁV Machine Factory

The MÁV Machine Factory designed and built narrow gauge locomotives different from the

types of the other locomotive works in the Monarchy after the turn of the century, locomo-

tives, which met the special requirement of the Hungarian railway traffic. One of the reasons

for the success of the locomotives was the rate of the grate area and the boiler heating surface

based on firing low quality fuel, like wood, in most cases. Therefore, the locomotives could

be overloaded on the request of the traffic conditions in case of firing of quality coal. The use

of Klien-Lindner axles made possible the application of 0-8-0 wheel arrangement providing

higher tractive effort without increasing the axle lad and reconstructing the small curve radii

of the tracks. Taking into consideration the running on the 60 ‰ and in some cases on the

100 ‰ slopes at the boiler constructions widened the use of the locomotives from the local

networks to the forest and industrial railways and to the military railways also during WWI.

The MÁV Machine Factory – later the MÁVAG Budapest works – settled in the production

of the narrow-gauge locomotives meeting the requirements of the 760 mm gauge railways

built in the Carpathian Basin and in the successor states of the Monarchy. Its own designed

locomotives had special Hungarian character against the steam engines built by the other

locomotive manufacturers in the Austro-Hungarian Monarchy. (Thesis 8.)

3.9 The Narrow-Gauge Steam Locomotive Production between the World Wars

As the track construction works were finished, the 451 km long Beograd—Sarajevo route

became the most important connection on the 760 mm gauge Yugoslavian network after the

WWI. The journey on this long-distance route took very long time because of exchanging the

locomotives and frequent taking of water. Thirty-five new powerful, 760 mm gauge super-

heated locomotives were ordered in Budapest from the MÁVAG works to reduce the journey

times. The locomotives were put into service in 1930 on the large narrow-gauge network of

the Serbian State Railways with No. 1501-1535 of Class IVc6 as a heritage of the BHOV

classification. They run in the classification of the Yugoslavian State Railways as Class 85 No

001-035 from 1933. At the beginning the new type 128 locomotives hauled express train run-

8

ning at their 50 km/h permitted speed on the Beograd—Cacak—Sarajevo line. The journey

time was decreased by five hours after putting into service of them.

The new MÁVAG type 128 narrow gauge locomotives were designed according to the new

principles invented and applied at the construction of standard gauge steam engines after

WWI. These were the proper utilization of the fuel, the good steam generating capability of

the boiler, the good efficiency of the pistons and the optimization of the steam consumption.

The results of tests carried out on the MÁV standard gauge locomotives were also utilised.

The 900 HP (662,4 kW) output of the locomotives - according to the factory’s calculation -

was similar the MÁV Class 324 main line locomotives. The MÁVAG Type 128 locomotives

could provide the highest effective power among the steam engines ever built to or put into

service on the Yugoslavian 760 mm gauge network and could haul trains of 1875 t at 10 km/h

and 905 t at 50 km/h speed on flat, 0 ‰ tracks. Their loading capability on 15 ‰ slop at

30 km/h speed was bigger by half of the well proven MÁVAG Type 96 locomotives, running

in big number on the Yugoslavian 760 mm gauge network. The Yugoslavian factory took

over the production of MÁVAG Type 128 locomotives and further ten units of the type were

built also in Slavonski Brod in 1940.

Hungarian industry could produce great products also in small sizes at the time between

the world wars. The design and construction of Type 128 locomotives in Budapest had the

same importance in the history of Hungarian industry in this period as the type “Árpád”

fast intercity railcars which were competing with the Budapest—Vienna flights, the main

line electric locomotives of system Kandó Kálmán running under 16 kV, industrial 50 Hz

single phase catenary line on the Budapest—Hegyeshalom line and the Type 122, MÁV

424 class steam engines. The narrow gauge locomotive production contributed to the suc-

cess of the Hungarian industry in this period. (Thesis 9.)

3.10 The Narrow-Gauge Steam Locomotive Production for Export after WWII

The MÁVAG Budapest works delivered its modernised Type 70 steam engines and the pro-

duction of powerful type 96 and 128 locomotives were also pre-planned during the years of

WW2 to upgrade the service on the Hungarian 760 mm gauge network. Type 7019 steam lo-

comotives, originally ordered by the MÁV and found under construction in the MÁVAG

works, were captured as trophy by the soviet troops occupying Budapest and were put into

service on the large 750 mm gauge network in the Union of the Soviet Socialists Republics.

The production of the Type was continued and nearly 80 units of the modernised version were

built from 1842 until 1950. As the last locomotive of the batch 7021 leaved the workshops of

the Budapest MÁVAG works in 1950 the production of the Type was finished. 142 units were

built in 21 batches between 1905 and 1950. Nearly the half of them were ordered by and put

into service on the railways of the neighbour countries. Ten units of Type 94, six Type 96 and

one Type 85 new locomotives were also put into service in Yugoslavia Before 1950. Produc-

tion of the KV-4, Hungarian version of Soviet type PT4 locomotives were ordered by the So-

viet Union, instead of the offered MÁVAG type 128 locomotives. 240 units were built be-

tween 1950 and 1955, but six of them were put into service in Hungary. In 1957. 40 units of

English design metre gauge locomotives were built for the order of the Indian Railways as the

last steam engine Type No 137 of the Budapest MÁVAG works.

The narrow-gauge steam locomotives were one of the most important export products of the

Hungarian industry related to the number produced after the WWII. 380 units of narrow-

gauge stream locomotives were built in Budapest in this period, but only less than ten per-

cent, 32 were put into service in Hungary. (Thesis 10.)

9

4 Table of Contents of the Dissertation

1. Introduction

2. Evolution of Steam Operated Narrow Gauge Railways

3. Narrow Gauge Steam Locomotive Production in Hungary

3.1 From the Beginnings to 1905

3.2 The Golden Age of the Narrow-Gauge Steam Locomotive Production in Hungary

(1906 - 4 July 1920)

3.3 Between the World Wars

3.4 From 1939 to 1944

3.5 The Second Golden Age of the Narrow-Gauge Steam Locomotive Production (1945-

1957)

4 The Place and the Role of the Hungarian Narrow-Gauge Steam Locomotive

Production in the European Steam Engine Manufacturing

5 Hungarian Narrow-Gauge Locomotives in the International Comparison

6 Steam Locomotives Today and Tomorrow in Hungary

7 Summary

8 Literature

Annexes

1 The First Narrow Gauge Steam Locomotives in Hungary

2 The First Narrow Gauge Steam Locomotives Built in Hungary

3 The type 29 Standard Gauge and Type 51 760 mm Gauge Local

Railway Locomotives of the MÁV Machine Factory

4 Type 70 Steam Locomotives of the MÁV Machine Factory

5 Industrial and Miscellaneous Narrow-Gauge Locomotives built

in the MÁV Machine Factory and MÁVAG Works

6 Narrow Gauge Steam Locomotives built by the Weitzer János

Machine Factory in Arad

7 Steam Locomotives built in the Railway Workshop of

Rimamurány Salgótarjáni Vasmű Rt.

8 Standard Type Narrow Gauge Locomotives of the MÁV

Machine Factory

9 Type 82 and 96 Narrow Gauge Locomotives of the MÁV

Machine Factory

10 Type 128 Steam Locomotives of the MÁV Machine Factory

11 Narrow Gauge Steam Locomotives built by the MÁV Machine

Factory and MÁVAG Works of Budapest

12 The Most Powerful Steam Locomotives built for 750, 760 and

762 mm Gauge Railways

10

5 Utilisation of the Results

A remarkable civil movement was built to save the narrow-gauge railways in Hungary in the

last 20 years. One of the most important aim of it was to put steam engines into operation on

these lines to increase the tourist traffic. The real historical value is an attraction that can pull

to the railways not only the railway enthusiasts, but also the visitors who enjoy travelling by

old authentic rolling stock. The dissertation helps the civil activist to choose the steam engines

that have real Hungarian railway historical value and worth to put into service and to maintain

their operational condition.

One of the hardest problems of present days is keeping alive the steam traction with optimal

costs. The described solutions and the presented example for renovation of a narrow-gauge

locomotive can help to find the narrow path where the keeping of historical value and the ef-

ficient operational methods can be combined successfully.

The operation, of the steam engines need special skill and practice of the locomotive and

maintenance staff, including the engineers of university degree and maintenance and repair

workers. The results of the dissertation, researched and the processed literature and docu-

ments can be used in university education. The new relations and connections discovered dur-

ing preparation of the dissertation can be the subjects of further researches and studies.

Periodicals:

Published Articles:

Malatinszky Sándor: The Class 490 Steam Engines of MÁV, and the Restoration of

Locomotive No. 490,039, Budapest, Periodica Polytechnica Transportatis, 2011, 12

(Periodica Polytechnica Transportatis, BME, Budapest).

Malatinszky Sándor: Narrow Gauge Steam Locomotives and their Builders in Hun-

gary, Zagreb, TRANSACTIONS OF FAMENA 37(4) p. 73-90. 2013 (TRANSAC-

TIONS OF FAMENA, University of Zagreb – Faculty of Mechanical Engineering

and Naval Architecture, Zágráb).

Dr. Csiba József, Malatinszky Sándor: A budapesti MÁVAG gyárban a szovjet vasu-

tak részére készített KV4 sor. gőzmozdonyok, Budapest, Vasútgépészet, 1999/2, p. 3-7;

1999/3, p. 6-8.

Malatinszky Sándor: A MÁV állagába besorolt legnagyobb teljesítményű, keskeny

nyomtávolságú gőzmozdonyok, Budapest, Vasútgépészet, 2001/4, p. 3-9.

Malatinszky Sándor: A hazánkban szerkesztett és épített legnagyobb teljesítményű

keskeny nyomtávolságú gőzmozdonyok, Budapest, Vasútgépészet, 2003/2, p. 7-12.

Malatinszky Sándor: A MÁV 490 sorozatú gőzmozdonyai és a 490,039 pályaszámú

mozdony felújítása, Budapest, Vasútgépészet, 2011/2 p 3-13.

Malatinszky Sándor: Svájci mozdonyok és motorkocsik a magyar vasutak hálózatán,

Budapest, Közlekedéstudományi Szemle, 2007/10 p. 386-399.

11

Books and Studies

Books:

Dr. Lenárt György, Malatinszky Sándor, Parragh Péter, Simon József: Zemplén kis-

vasútjai II, Polar studió, Salgótarján, 2016, p. 168. L

The Narrow-gauge Railways of Zemplén p. 74-76. L

Die Schmalspurbahnen von Zemplén p. 77-79. L

Malatinszky Sándor: Place and Role of Narrow Gauge Steam Locomotive Pro-

duction in Hungary, LAP LAMBERT Academic Publishing, Saarbrücken, 2016,

p. 223.

Malatinszky Sándor, Parragh Péter, Simon József: Zemplén kisvasútjai, Magyar

Közlekedési Közművelődésért Alapítvány, Budapest, 2010, p. 168. L

The Narrow-gauge Railways of Zemplén p. 74-76. L

Die Schmalspurbahnen von Zemplén p. 77-79. L

Malatinszky Sándor: A 490-es sorozat, Budapest, MÁV ZRt. Vezérigazgatóság, Bu-

dapest, 2008, p. 236. L

Herczeg Miklós, Malatinszky Sándor: Az Úttörővasúttól a Gyermekvasútig, Buda-

pest, MÁV Vezérigazgatóság, 1995, p. 104. L

Studies:

Dr. Kovács László főszerkesztő. Magyar Vasúttörténet a kezdetektől 1875-ig, Buda-

pest, MÁV Rt. 1995 - Malatinszky Sándor: Gőzmozdonyok, p. 296-336. L.

Dr. Kovács László főszerkesztő. Magyar Vasúttörténet 1876-tól a századfordulóig,

Budapest, MÁV Rt. 1996 - Malatinszky Sándor: Vasúti vontatójárművek 1876-

1900, p. 249-310. L.

Dr. Kovács László főszerkesztő. Magyar Vasúttörténet 1900-tól 1914-ig, Budapest,

MÁV Rt. 1996 - Malatinszky Sándor: Vasúti vontatójárművek 1900-1914, p. 249-

310. L-

Dr. Kovács László főszerkesztő. Magyar Vasúttörténet 1915-tól 1944-ig, Budapest,

MÁV Rt. 1997 - Malatinszky Sándor: A vontatójárművek fejlődése 1915-1944

között, p. 251-304. L.

Dr. Kovács László főszerkesztő. Mamusich Tamás, Magyar Vasúttörténet 1945-tól

1972-ig, Budapest, MÁV Rt. 1998 - Malatinszky Sándor: A vontatójárművek

fejlődése 1945-1972 között, p. 179-238. L.

Dr. Kovács László főszerkesztő. Magyar Vasúttörténet 1973-tól 1998-ig, Budapest,

MÁV Rt. 1999 - Malatinszky Sándor: A vasúti vontatójárművek fejlődése 1973-

1998 között, p. 251-276. L.

Dr. Kovács László főszerkesztő. Magyar Vasúttörténet 1846-2000, Budapest, MÁV

Rt. 2000 - Malatinszky Sándor: XIII. fejezet. A vontatójárművek bemutatása,

p. 335-380. L.

The History of the Hungarian Railways, Chapter XII. Introduction of Railway Trac-

tive Stock, Budapest, MÁV Rt.2000. p. 331-373. L.

Geshichte der Ungarischen Eisenbahnen, Kapitel XII. Vorstellung der Triebfahr-

zeuge, Budapest, MÁV Rt. 2000. p. 353-400. L.

12

Dr. Kovács László főszerkesztő: 60 éves a Budapesti gyermekvasút, Budapest, MÁV

Zrt. 2008 – Malatinszky Sándor: Az előzmények, A gyermekvasút járművei, p. 5-16,

79-76. L.

Mezei István szerkesztő: Vasúthistória évkönyv 2004-2007, Budapest MÁV ZRt. 2008

- Malatinszky Sándor: Svájci mozdonyok és motorkocsik a magyar vasutak

hálózatán, p. 217-232. L.

Mezei István szerkesztő: Vasúthistória évkönyv 2010-2011, Budapest, MÁV ZRt.

Vezérigazgatóság. - Malatinszky Sándor: Keskeny nyomtávolságú gőzmozdony-

gyártás Magyarországon. A kezdetektől 1905-ig, p. 124-156.

Sábitz László szerkesztő: Tanulmányok a vasúti járművek és a járműrendszer-analízis

témaköreiből – Emlékkönyv Prof. Dr. Zobory István 70. születésnapja alkalmából –

Budapest, Öt évszak Kft. 2014 - Malatinszky Sándor: A magyar keskeny nyom-

távolságú gőzmozdonygyártás helye, szerepe a magyar ipar történetében, p. 46-79.

Annex 1

Resources

The Annex refers with the original title of the sources.

I Archival Sources

I.1 An Act for regulating the Gauge of Railways, CAP LVII, 18. August 1846, Nagy

Britannia Parlamentjének Archívuma, London,

I.2 1848. évi XXX. törvénycikk a felelős ministerségnek a közlekedési tárgyak iránti

teendőiről, Országgyűlési Könyvtár, Budapest.

I.3 1870. évi XXXII. törvénycikk a bánréve-nádasdi gőzmozdonyú iparvasút kiépítése

tárgyában (Act XXXII of 1870 for the construction of Bánréve—Nádasd Steam

Locomotive Industrial Railway – in Hungarian), Országgyűlési Könyvtár, Buda-

pest.

I.4 1872. évi X. törvénycikk a gömöri iparvasutak hálózatának kiegészítéséről

Országgyűlési Könyvtár, Budapest.

I.5 1874. évi VIII. törvénycikk a métermérték behozataláról, Országgyűlési Könyvtár,

Budapest.

I.6 TiszolcVashegyi vonal tervrajza MÁV Zrt. Központi Irattár 178/H, Tiszolc

Vashegyi vonal hossz szelvénye, MÁV Zrt. Központi Irattár 178/H2

I.7 1880. évi XXXI. törvénycikk a helyi érdekű vasutakról, Országgyűlési Könyvtár,

Budapest.

I.8 1888. évi IV. törvénycikk a helyi érdekű vasutakról szóló 1880. évi XXXI. tör-

vénycikk módosításáról és kiegészítéséről, Országgyűlési Könyvtár, Budapest.

I.9 Az alsóbbrendű vasutakról szóló törvény tervezete (Draft Bill for the Regulation

of the Inferior Railways – in Hungarian), Budapest Atheneum, 1909.

I.10 Az 1878-79 évi jelentések a BánréveNádasdi vasút forgalmáról és üzleti ered-

ményeiről, Magyar Országos Levéltár (MOL) RMST Okmánytár, Z 366-25-904.

I.11 Az RMST Vasmű Ózd-vidéki barnaszénbányászatának geológiája és üzemtör-

ténete, MOL RMST – Ózdi Bányaigazgatósági Lt. Z 386-142-1.

I.12 A RákosSzirki Bányavasúton gőzmozdonyokkal való közlekedés engedélyezése,

MOL RMST Okmánytár Z 366 1272.

I.13 MOL RMST Salgóbánya Z 1321-9-44 Gépműhely.

I.14 Kárpátalján talált MÁV eredetű és nem MÁV eredetű mozdonyok és szerkocsik

átszámozása, MÁV Zrt. Központi Irattár GG.10317-529.

I.15 Galíciában talált mozdonyok átszámozása, MÁV Zrt. Központi Irattár

GG.10326-564.

I.16 Bérbe vett mozdonyok átszámozása, MÁV Zrt. Központi Irattár GG.10317-529.

I.17 M. Kir. Államvasutak Gépgyára Mozdony és szerkocsi jellegezés: Ganz-Archív.

I.18 A M. Kir. Államvasutak gőzmozdony jellegrajzai: MÁV Zrt. Központi Irattár.

I.19 A gazdasági Főtanács határozata a mezőgazdasági magánvasutak anyagának az

állami szénbányászat részére való biztosítása tárgyában, MOL Közl. M. I/1. 1947-

-31136.

Annex 1

1

I.20 A Közlekedésügyi Minisztérium jelentése a miniszternek a mezőgazdasági vasutak

központi intézőszervének felállításáról, MOL Közl. M. I/1. 1947-3166.

I.21 A Magyar Köztársaság Kormányának 9030/1947. korm. számú rendelete a

gazdasági vasutak helyreállításának és üzembe helyezésének előmozdítása tár-

gyában, Magyar Közlöny-RT 1947/167.

I.22 A MÁV Igazgatóság javasolja a közlekedésügyi miniszternek az Alföldi Első Gaz-

dasági Vasút Rt. megváltását, MÁV Zrt. Központi Irattár 1945 – 52738.

I.23 A keskeny nyomközű, sajáthasználatú vasutak hároméves terve 15 új vontatójármű

beszerzését irányozta elő a mezőgazdasági szállítási célokat szolgáló vonalakon,

MOL Közl. Min. Eln 1947-üg. ir.

I.24 Zwillings-Heissdampf Lastzuglokomotive, mit D 1’ Achsanordnung, für 760 mm

Spurweite, Fabrikstype No. 96-6, mit Schlepptender Achsanordnung 2’2’, Fab-

riksnummer S 39, MÁVAG 1946, Ganz-Archív.

I.25 Daten zu den Lokomotiven von 0,76 m Spurweite Type 1-D-1 mit überhitztem

Dampf zum Betrieb von Schnell-u. Personenzügen, Fabrikstype 128, MÁVAG

1937. (Ganz-Archív).

I.26 Zwilings-Heissdampf-Lokomotive 1-D-1 für 750 mm Spurwite (Sowjet Union),

MÁVAG 1951 (Ganz-Archív).

I.27 Kazánhasználati engedélyek (Boiler licences – in Hungarian), MÁV Zrt. Központi

Irattár GG.10307-520.

I.28 Kazánhasználati engedélyek (Boiler licences – in Hungarian), MÁV Zrt. Központi

Irattár GG.10313-523.

I.29 Iparvállalatok Tulajdonában lévő mozdonyok jegyzéke, MÁV Zrt. Központi Irattár

GG.10317-529.

I.30 Kimutatás a mozdonyok és a szerkocsik átszámozásáról, 1911. MÁV Zrt. Központi

Irattár GG.10326-564.

I.31 MOL RMST Iparvasút Z 1321-51-13.

I.32 1868. évi XLIX. törvénycikk a vasutak és csatornák építésére felvett kölcsön

hova fordításáról, Országgyűlési Könyvtár, Budapest

I.33 MOL RMST Okmánytár, Z 366 1272.

I.34 MOL RMST Salgóbánya, Z 1321-9-44, 19718.

II Summarising Works

II.1 Fialovits Béla: A M.Á.V. gőzmozdonyainak történeti fejlődése I-XII. rész (The

Historical Development of MÁV Steam Locomotives, part I-XII: - in Hungarian)

TECHNIKA 1941/4 p. 136-145, 1942/5 p. 171-180,

1941/6 p. 217-225, 1943/5 p. 273-280,

1941/7 p. 258-270, 1943/6 p. 326-335,

1941/8 p. 305-314, 1943/7 p. 480-487,

1942/1 p. 26-33, 1943/9 p. 584-591,

1942/2 p. 47-54, 1943/10 p. 623-632.

Annex 1

2

II.2 A Diósgyőri Magyar Királyi Vas és Acélgyár története (The History of Royal

Hungarian Iron and Steel Factory, Diósgyőr – in Hungarian) 1765-1910, 1910

II.3 Csíkvári Jákó: A közlekedési eszközök története 1-2 kötet (The History of Means

of Transportation part 1and 2 - in Hungarian), 1883, reprint kiadás

II.4 Vass Tibor: Az Ózdi iparvasút története (The History of Industrial Railways of

Ózd – in Hungarian), 2001. Budapest, Közlekedési Múzeum,

II.5 E. L. Ahrons: The British Steam Railway Locomotive 1825-1925, 1987, London,

Bracken Books a division of Best Seller Publications Ltd.

II.6 Herczeg Miklós, Malatinszky Sándor: Az Úttörővasúttól a Gyermekvasútig, Bu-

dapest, MÁV Vezérigazgatóság, 1995.

II.7 Landau Gusztáv és Walter Ágost: Az európai fontosabb helyiérdekű rendes és

keskenynyomú vasutak leírása egy javaslattal a magyarországi helyi érdekű vasu-

tak építésénél és üzleténél követendő elvekre nézve, A Közmunka és Közlekedés

Magyar Királyi Ministerium kiadmányai, Tizenharmadik füzet, Budapest, 1878,

II.8 Dr. Kovács László főszerkesztő. Magyar vasúttörténet a kezdetektől 1875-ig,

Malatinszky Sándor: Gőzmozdonyok, Budapest, MÁV Rt. 1995.

II.9 Bencze Géza szerkesztő: Tanulmányok a MÁVAG történetéből (Studies from the

History of MÁVAG – in Hungarian, Bencze Géza, A M. kir. Állami Vas-, Aczél-,

és Gépgyárak története az alapítástól a második világháború végéig (1870-1944)

(The History of Royal Hungarian State Iron, Steel and Machine Factories from

the Foundation to the End of WW 2 (1870-1944) – in Hungarian), Budapest,

1989, (Ganz Archív).

II.10 Dr. Kovács László főszerkesztő: Magyar vasúttörténet 1876-tól a századfordulóig,

Malatinszky Sándor: Vasúti vontatójárművek 1876-1900, Budapest, MÁV Rt.

1996.

II.11 Mezei István szerkesztő: Magyar vasút a XIX. században, 2009. Budapest, MÁV

Vezérigazgatóság

II.12 Vörös László szerkesztő: Magyar Vasúti Évkönyv I-VI (Railway Yearbook I-VI -

in Hungarian), 1878-1883, Budapest.

II.13 Zelovich Kornél: A magyar vasutak története (The History of the Hungarian

Railways – in Hungarian), Különnyomat: A magyar közlekedés monográfiája,

Budapest, 1925.

II.14 Tominac József: A magyar Szt. Korona országainak vasútai, 1908.

II.15 Dr. Kovács László főszerkesztő: Magyar vasúttörténet 1900-tól 1914-ig, Budapest,

MÁV Rt. 1996.

II.16 Dr. Török Béla: A vaskohászat története a tizenkilencedik század második felében

az ózdi gyár aspektusából (The History of Iron Metallurgy in the second Half of

19th Century from the Point of View of Ózd Factory – in Hungarian), Miskolci

Egyetem Műszaki Anyagtudományi Kar.

II.17 Dr. Kovács László főszerkesztő: Magyar vasúttörténet 1915-től 1944-ig,

Malatinszky Sándor, A vontatójárművek fejlődése 1915-1944 között (The History

of Hungarian Railways between 1915 and 1944 – The Development of Tractive

Stock between 1915 and 1944 – in Hungarian, Budapest, MÁV Rt. 1997.

Annex 1

3

II.18 Falk Alfréd, Pál József, Villányi György: 100 éves a mozdonygyártás (The 100

Years Old Locomotive Manufacture – in Hungarian), Ganz-MÁVAG Közle-

mények 44. szám.

II.19 Dr. Kovács László főszerkesztő: Magyar Vasúttörténet 1945-től 1972-ig (The

Hungarian Railway History from 1945 – 1972 – in Hungarian), Budapest, MÁV

Rt. 1998.

II.20 Dr. Kovács László főszerkesztő: Magyar Vasúttörténet 1973-tól 1998-ig, Buda-

pest, MÁV Rt. 1999.

II.21 Dr. Kovács László főszerkesztő: Magyar Vasúttörténet 1846-2000, Budapest,

MÁV Rt. 2000.

II.22 Tadej Brate: Die Dampflokmotiven Jugoslaviens, Verlag Schlezak.

II.23 Donald Binns: Kitson Meyer Articulated Locomotives, Trackside Publications,

2003.

II.24 Mezei István szerkesztő: A 150 éves magyar vasút, Budapest, MÁV

Vezérigazgatóság, 1996.

II.25 Mezei István szerkesztő: 150 éves Magyar Vasút 1846-1996, Budapest, MÁV

Vezérigazgatóság, 1996.

II.26 Dr. Kovács László szerkesztő: Magyar vasúti rekordok, Budapest, Magyar

Államvasutak Részvénytársaság, 2002.

II.27 Mezei István szerkesztő: A magyar vasút krónikája a XX. században, Budapest,

MÁV ZRt. Vezérigazgatóság, Budapest, 2005.

II.28 Dipl.-Ing. Klauss Kieper, Ing. Reiner Preuß, prof. Dr. sc. oec. Elfriede Rehbein:

Schmalspurbahn-Archiv, Transpress VEB Verlag für Verkehrswesen, Berlin 1980.

II.29 Kubinszky Mihály szerkesztő: Ungarische Lokomotiven und Triebwagen, Buda-

pest, Akadémiai kiadó, 1975.

II.30 Die Entwicklung der Lokomotive II. Band 1880-1920, München und Berlin 1937

II.31 Pálmány Béla: Dokumentumok a magyar közlekedés történetéből (1945-1949),

Közlekedési Dokumentációs Vállalat, 1981.

II.32 Szatmári Mór szerkesztő: Közlekedési évkönyv az 1917. évről (Transportation

Yearbook, 1917 – in Hungarian), Wodianer és fiai, Budapest, 1918.

II.33 Lexikon der Eisenbahn, Transpress VEB Verlag für Eisenbahnwesen, Berlin,

1978.

II.34 Villányi György: Ipar- és Bányavasutak Magyarországon (Industrial and Mining

Railways in Hungary – in Hungarian), (kézirat).

II.35 Dipl.-Ing August Boshart: Schmalspurbahnen, (Klein-, Arbeits- und Feldbahnen),

Leipzig, 1911 - Entwicklung und Bedeutung der Schmalspurbahnen p. 10-15, Bu-

dapesti Műszaki Egyetem Könyvtára.

II.36 Kirchner Attila, Tóth Sándor, Villányi György: Georg Sigl bécsi és bécsújhelyi

mozdonygyárai, 2009.

II.37 Dipl.-Ing Bernhard Schmeiser Bahnrat: Az aradi Weitzer János Gépgyár és

Vasöntöde gyári listája, (kézirat).

Annex 1

4

II.38 Dipl.-Ing Bernhard Schmeiser Bahnrat: A StEG mozdonygyár gyári listája,

(kézirat).

II.39 Dipl.-Ing Bernhard Schmeiser Bahnrat: Maschinenfabrik Emil Kessler Karlsruhe

gyári listája, (kézirat).

II.40 Dipl.-Ing Bernhard Schmeiser Bahnrat: Maschinenfabrik Karlsruhe gyári listája,

(kézirat).

II.41 Dipl.-Ing Bernhard Schmeiser: Krauss Lokomotiven, Verlag Jozef Otto Slezak

Wien, 1977.

II.42 J. Stockklausner: Die Wiener Lokomotivfabrik Floridsdorf, Eisenbahn Kurier Ver-

lag Gmbh Freiburg, 1982.

II.43 Dr. Gajzágó Aladár szerkesztő: A salgótarjáni iparvidék (The Industrial Area of

Salgótarján – in Hungarian), Nógrád megyei Munkásmozgalmi Múzeum,

Salgótarján, 1962.

II.44 Reise-Eindrücke von J. R. v. Wenusch: Eisenbahnen von Dalmatien, Bosnien und

Herzegovina (Railways of Dalmatia, Bosnia and Herzegovina – in German),

Wien 1903.

II.45 Villányi György: A vasúti járműgyártás története 1868-1918, Fejezetek a 150 éves

Ganz-gyár történetéből 1844-1994, Budapest 1944. p. 23-73.

II.46 Kopasz Károly: Gőzmozdonyok (Steam Locomotives – in Hungarian), Tan-

könyvkiadó, Budapest, 1960.

II.47 Hajnóczi László: Gözmozdonyok (Steam Locomotives – in Hungarian), Felsőok-

tatási jegyzetellátó vállalat, Budapest, 1956.

II.48 Dr. Ing. F. Meineke: Die Dampflokomotive, Springer Verlag Berlin 1949.

II.49 Rudolf trónörökös ő császári és királyi Fensége, József főherczeg ő császári és kirá-

lyi Fensége, Fülöp Szász-Koburg-Gothai herczeg ő Fensége: Az Osztrák Magyar

Monarchia írásban és képekben, Magyar Királyi Állami Nyomda, Budapest,

1885-1901, Országos Idegen nyelvű Könyvtár, Budapest.

II.50 John Lord: Capital and Steam Power 1750-1800, London, 1923, Egyetemi

könyvtár, Rochester.

II.51 Thomas Savery: The Miners Friend, or an Engine to Raise Water by Fire, Lon-

don, 1702, Egyetemi könyvtár, Rochester.

II.52 Andrew Carnegie: James Watt, New York, 1905, Egyetemi könyvtár, Rochester

II.53 Mårten Triewald: A Short Description of the Fire- and Air- Machine at the Dan-

nemora Mines, Stockholm, 1734, Egyetemi könyvtár, Rochester.

II.54 Bertalanfy Béla: Derecskei Gyula, Jakucs Sándor: 200 éves a borsodi

szénbányászat 1786-1986, (The Coal Mining is 200 Years Old in Borsod – in

Hungarian), Borsodi Szénbányák Miskolc, 1986.

Annex 1

5

III Studies

III.1 Bodányi Ödön: A keskenyvágányú vasutak nemzetgazdasági jelentősége és ezzel

kapcsolatban a mezőhegyesi gazdasági iparvasút és a Neufeld Károly-féle kőrös

völgyi erdőüzlet gurahonci erdei vasútja I-III. rész (The Importance of Narrow

Gauge Railways in the National Economy and the Mezőhegyes Farm Railway

and Gurahonc Forest Railway in Kőrös Valley Forest Industry of Neufeld Ká-

roly part 3 – in Hungarian), Magyar Mérnök- és Építész-Egylet Közlönye,

26/10 (1892), p. 331-338.

26/11 (1892) p. 363-373,

26/12 (1892) p. 393-399.

III.2 Preyer Győző: A keskenynyomú vasutak legésszerűbb vágányzata (The Most

Rational Track of Narrow Gauge Railways – in Hungarian), Budapest, Vasúti

és Közlekedési Közlöny, 145/1888, p. 1381-1382,

148/1888, p. 1403-1404,

151/1888, p. 1423-1424,

154/1888, p. 1450-1451.

III.3 Edvi Illés Aladár: A Pest-kőbányi próbavasút I- II. rész, Magyar Mérnök- és

Építész-Egylet Közlönye, 29/6 (1895), p. 217-223, 29/7 (1985), p. 264-270.

III.4 Ulrich Antal, A Resica—Szekuli keskenyvágányú vasút leírása (The Description

of Resicza—Szekul Narrow Gauge Railway – in Hungarian), Magyar Mérnök-

és Építész-Egylet Közlönye 9/11 (1875), p. 466-474.

III.5 Herczog Ödön: A selmeci keskenyvágányú bányavasút, Magyar Mérnök- és

Építész-Egylet Közlönye, 7/4 (1873), p. 138-145.

III.6 Dolecskó Ferenc: Albrecht főherceg bindtvölgyi keskeny nyomú vasútja, Magyar

Mérnök- és Építész-Egylet Közlönye, 17/5 (1883), p. 191-213.

III.7 Speidl Bódog: A Boszna-völgyi vasút I, II, Magyar Mérnök- és Építész-Egylet

Közlönye, 21/8 (1887), p. 372-380., 9, p. 397-422.

III.8 A gőzkazánok, melyeknek használtatása az 1868-dik év első felében a m. k.

közmunka és közlekedési ministerium által a kellőképpen kiállott gyakorlati

vizsgálat alapján megengedtetett, a következők - Vegyesek (Steam Boilers Au-

thorised for Use by the Royal Hungarian Ministry of Public Works and

Transport in the second half of the Year 1868 – Miscellaneous - in Hungarian)

Magyar Mérnök- és Építész-Egylet Közlönye 3 évfolyam 2/3 (1868), p. 284-295.

III.9 Bodányi Ödön: A Doboj—tuzlai vasút I, II, III, Magyar Mérnök- és Építész-

Egylet Közlönye, 26/7 (1892), p. 225-227., 26/8 p. 260-266., 26/9 p. 295-302.

III.10 Wittemberg J.: Lokomotívok az ezredéves kiállításon, Magyar Mérnök- és

Építész-Egylet Közlönye 30/8 (1896), p. 314-325.

III.11 Lipthay Sándor: Bosznia és Hercegovina keskenyvágányú vasútai I, II, Magyar

Mérnök- és Építész-Egylet Közlönye, 30/6 (1896), p. 221-225, 7, p. 257-265.

III.12 Keskenynyomközű 485, 490, 495, 496, M297, M268 sor. mozdonyokkal végzett

terhelési próbák (Loading Tests of the Narrow-gauge Class 485, 490, 495, 496,

Annex 1

6

M297, M268 Locomotives – in Hungarian), 1959, MÁV Anyagvizsgáló

főnökség, (MÁV Dokumentációs Központ és Könyvtár).

III.13 Vertich József: Volt egyszer egy fogaskerekű, Múzeumbarátköri könyvek (MÁV

Zrt. Dokumentációs Központ és Könyvtár).

III.14 Roger M. Waller: Neue Zahnrad-Dampflokomotiven H2/3 – Die attraktive und

wirtschaftliche Alternative für Bergbahnen, ZEV + DET Glasers Annalen 117

(1993) Nr. 4 April.

III.15 Ein Portrait von Dipl.-Ing Dieter Zoubek: JZ Reihe 83 ex Bosnisch-

-Herzegovinische Landesbahn Reihe IVa5,

III.16 Ledács Kiss Dezső: Nagyteljesítményű keskenyvágányú mozdonyok, Vasúti és

közlekedési közlöny 1942/16, p. 176-177; 1942/18, p. 193-197, 1942/20, p. 223-

-226.

III.17 Dr. Csiba József, Malatinszky Sándor: A budapesti MÁVAG gyárban a szovjet

vasutak részére készített KV4 sor. gőzmozdonyok (The Class KV4 Steam Locomo-

tives Built for the Railways of the Soviet Union by the MÁVAG Budapest Works

– in Hungarian), Budapest, Vasútgépészet, 1999/2, p. 3-7, 1999/3, p. 6-8.

III.18 Malatinszky Sándor: A MÁV állagába besorolt legnagyobb teljesítményű, kes-

keny nyomtávolságú gőzmozdonyok (The Most Powerful Narrow-gauge Steam

Locomotives of the MÁV Tractive Stock – in Hungarian), Budapest,

Vasútgépészet, 2001/4, p. 3-9.

III.19 Malatinszky Sándor: A hazánkban szerkesztett és épített legnagyobb tel-

jesítményű keskeny nyomtávolságú gőzmozdonyok (The Most Powerful Narrow-

gauge Steam Locomotives Designed and built in Hungary – in Hungarian), Bu-

dapest, Vasútgépészet, 2003/2, p. 7-12.

III.20 Busy Narrow-Gauge Steam, Great Trains – Sequel to History of Railways 6. rész

III.21 Wimmer Vilmos: A miskolcbánrévei másodrendű vasútnak leírása, Magyar

Mérnök- és Építész-Egylet Közlönye, 5 (1892) 5, p. 177-180.

III.22 Csobai László: A Debreceni Erdei Vasút 80 éve (80 Years of the Debrecen

Forest Railway – in Hungarian), Közlekedéstudományi szemle, 12/12 1962, p.

567-563.

III.23 Márffy Ferenc: Kísérletek hazai keskenyvágányú mozdonnyal, Magyar Vasút és

Közlekedés, 1943 július

III.24 Doktorics Benő: Hazai keskenyvágányú mozdonyok, A gőzmozdony, 1/3 (1913),

p. 85-87.

III.25 Pottyondy Tihamér: A Magyar Államvasutak mozdonyparkja, mozdonyaink

szerkezeti fejlődése és a modern mozdonytípusok (The Locomotive Stock of the

Hungarian State Railways, the Development of the Locomotive Construction

and the Modern Locomotive Types – in Hungarian), A Magyar Államvasutak

Gépészeti Közlései, Budapest, 1918 november

III.26 Doktorics Benő: A „Bosnyák-Hercegovinai Országos Vasútak” Klose-rendszerű,

3 kapcsolt tengelyű, személyvonatú és 2 kapcsolt tengelyű mozdonyai. A

gőzmozdony, év nélkül, p. 113-114.

III.27 A garamberzencze—selmeczi keskenyvágányú bánya vasút, Magyar Vasúti és

Közlekedési Közlöny, 1876, p. 44-45.

Annex 1

7

III.28 Sármezey Endre: Mótoros kocsik vasúti üzemben, Magyar Mérnök- és Építész-

Egylet Közlönye 3/8 (1904), p. 84-103.

III.29 Sármezey Endre: Motorüzem a vasutakon, Wodianer, Budapest, 1909

III.30 Kopasz Károly: A keskeny nyomközű közforgalmú és korlátolt közforgalmú

vasutak motorosítása I-II II (Motorization of the Narrow-gauge Railways

Opened for Public and Limited Public Service I-II – in Hungarian). Magyar

Mérnök- és Építész-Egylet Közlönye 76/45-46 (1942) p. 177-184, 76/47-48

(1942) p. 185-188.

III.31 Doctorics Benő: Olcsóbb-e a Diesel-villamos mozdony üzeme a gőzmozdonyénál

(hozzászólás Kopasz Károly múlt évi közleményéhez). Magyar Mérnök- és

Építész-Egylet Közlönye 77/10 (1943) p. 76-77.

III.32 Bodányi Ödön: A BorossebesMenyházai keskenyvágányú helyi érdekű vasút

ismertetése és ezzel kapcsolatban a mozdonygyártás újabb haladásáról,

Különlenyomat a Magyar Mérnök- és Építész-Egylet Heti Értesítője 1894 évi

XXVIII. kötetéből, Budapest 1894.

IV Press Materials

IV.1 BorsodMiskolci Értesítő, IV. évfolyam, 47. szám, 1870. november 24. és IV.

évfolyam, 50. szám, 1870. december 15; Országos Széchenyi Könyvtár, Budapest.

V Recalls

V.1 Néhai Szontagh Gáspár és Mohay László visszaemlékezései.

VI Photos, Drawings and other Documents

VI.1 A M. Kir. Államvasutak Gépgyára által szállított mozdonyok vázlatrajzai és mé-

retadatai (Sketches and Dimensions of the Steam Locomotives Delivered by the

Machine Factory of the Royal State Hungarian Railways – in Hungarian),

Klösz György és fia Budapest, 1906.

VI.2 M. Kir. Államvasutak mozdony jellegrajzai, Posner és Fia, Budapest, 1899-

VI.3 Plananrchiv SLM, SBB Historic, Winterthur, Svájc.

VI.4 UIC 650 számú döntvény – Mozdonyok és motorkocsik tengelyelrendezésének

egységes jelölése, 5. kiadás 1983. 01.01, Nemzetközi Vasútegylet.

VI.5 Mohay László: Magyarországi Wöhlert gyártmányú mozdonyok az ipari

nyilvántartás alapján, Kézirat.

VI.6 Mohay László: Magyarországi Maschienenbau Gesellschaft (Karlsruhe)

gyártmányú mozdonyok az ipari nyilvántartás alapján, Kézirat.

VI.7 Mohay László: Ózdi vasgyár és a Borsodnádasdi Lemezgyár mozdonyai, Kézirat

VI.8 Mohay László: Ózdi és salgótarjáni gyártású mozdonyok az ipari nyilvántartás

alapján, Kézirat.

Annex 1

8

VI.9 MÁV eredetű kazánok nyilvántartása (Register of Boiler Originated from MÁV

– in Hungarian), MÁV Nosztalgia Kft.

VI.10 Kladiva Ottmár: A hegyi bánság ipartörténete (The Industrial History of Banat

Mountain Banovina – in Hungarian), A Bánság enciklopédiája

(http://www.banaterra.eu).

VI.11 Malatinszky Sándor: Utazz Te is vonattal! Budapest, 1999, MÁV

Vezérigazgatóság.