Papers by Sándor Malatinszky
Referring to the lecture held on 16th Mini-Conference on Vehicle System Dynamics, Identification ... more Referring to the lecture held on 16th Mini-Conference on Vehicle System Dynamics, Identification and Anomalies, Budapest, 5-7 November 2018, the accredited Notified Body started the conformity assessment process of the modernized bogie-locomotive body connection of MÁV-START Class V63 electric locomotives running with Ganz-MÁVAG UFC-type bogies, in 2017. Since the planned modification of the locomotives was delayed, the Conformity Assessment Body could perform the necessary riding quality and noise test in the summer of 2020 instead of September 2018. The study presents the modification carried out on the locomotives, the test procedures, and the test results. The aim and the novelty of the research was to apply the latest developments of the test procedures on a modified, existing rolling stock. The conformity for the new requirement makes challenges for the development of testing even if theoretically a well-known test method is applied. The article gives an example for the application of a classic test method combined with of the new possibilities, that makes unnecessary the use of additional railway test cars.
Narrow gauge railways played an important role in the development of countries during the industr... more Narrow gauge railways played an important role in the development of countries during the industrialisation process at the end of 1860s and at the beginning of 1870s. Countries like Japan and Switzerland, which are among the leaders in the field of modern industrial technology today, together with Hungary, achieved the fastest dynamic industrial development before the World War I. The 20 000 km long national railway network in Japan is of 1056 mm gauge. Switzerland also had a large narrow gauge (1000 mm) network. In 1918, Hungary had a 6700 km long narrow gauge network together with an 18 000 km standard gauge network. In the Austro-Hungarian Empire, the 760 mm gauge network in Bosnia and Herzegovina was 1700 km long. After the World War II, one third of the Hungarian railway network was still narrow gauge. The operation of narrow gauge network created special requirements and tasks for the Hungarian steam engine builders.
Periodica Polytechnica Transportation Engineering, 2011
The Hungarian designed narrow gauge steam engine-type built in the largest number and the largest... more The Hungarian designed narrow gauge steam engine-type built in the largest number and the largest class of 760 mm gauge MÁV locomotives. The paper shortly describes the more than 100 years history of locomotives type 70 of MÁV Gépgyár (MÁV Machine Factory). During the 46 years of its production, 142 units were built in 21 batches in Budapest between 1905 and 1950. MÁV put into service 61 locomotives on its local narrow gauge lines between 1906 and 1950 designated as class XXIc at the beginning, and as class 490 after 1911. The 100-th anniversary offered a good reason for the rehabilitation of the oldest unit of the type that could be found in Hungary, the oldest survival of the MÁV 490 class. As the result of the restoration, putting into service the locomotive increased the number of the passengers travelling on the Budapest Children's Railway significantly.
Annex 1 The First Narrow-gauge Steam Locomotives in Hungary Steam Locomotives of Diósgyőr-Pereces... more Annex 1 The First Narrow-gauge Steam Locomotives in Hungary Steam Locomotives of Diósgyőr-Perecesi Colliery Railway In 1869, a metre gauge colliery railway was built to connect the furnaces of the State Iron Factory of Diósgyőr to the coal mines of Pereces which provided good quality coal for the refining of the iron. Because of the small difference of level on the nearly 10 km long linedifferently from the classic colliery railways where the horses hauled only the empty wagons up to the mines traction horses were necessary for hauling the loaded wagons towards the factory. The continuous production of the furnaces, rolling mills and the new pig iron furnace, put into service in 1869, required more coal than the horses could transport. The management of the Diósgyőr State Iron Factory decided to put into service steam locomotives after the opening the colliery line, to avoid the difficulties with coal transportation.
Transactions of Famena, 2013
UDC 629.422 Summary Narrow gauge railways played an important role in the development of countrie... more UDC 629.422 Summary Narrow gauge railways played an important role in the development of countries during the industrialisation process at the end of 1860s and at the beginning of 1870s. Countries like Japan and Switzerland, which are among the leaders in the field of modern industrial technology today, together with Hungary, achieved the fastest dynamic industrial development before the World War I. The 20 000 km long national railway network in Japan is of 1056 mm gauge. Switzerland also had a large narrow gauge (1000 mm) network. In 1918, Hungary had a 6700 km long narrow gauge network together with an 18 000 km standard gauge network. In the Austro-Hungarian Empire, the 760 mm gauge network in Bosnia and Herzegovina was 1700 km long. After the World War II, one third of the Hungarian railway network was still narrow gauge. The operation of narrow gauge network created special requirements and tasks for the Hungarian steam engine builders.
Annex 1 The First Narrow-gauge Steam Locomotives in Hungary Steam Locomotives of Diósgyőr-Pereces... more Annex 1 The First Narrow-gauge Steam Locomotives in Hungary Steam Locomotives of Diósgyőr-Perecesi Colliery Railway In 1869, a metre gauge colliery railway was built to connect the furnaces of the State Iron Factory of Diósgyőr to the coal mines of Pereces which provided good quality coal for the refining of the iron. Because of the small difference of level on the nearly 10 km long linedifferently from the classic colliery railways where the horses hauled only the empty wagons up to the mines traction horses were necessary for hauling the loaded wagons towards the factory. The continuous production of the furnaces, rolling mills and the new pig iron furnace, put into service in 1869, required more coal than the horses could transport. The management of the Diósgyőr State Iron Factory decided to put into service steam locomotives after the opening the colliery line, to avoid the difficulties with coal transportation.
Place and Role of Narrow Gauge Steam Locomotive Production in Hungary
Are there any Hungarian specialities besides the tastes of the kitchen, or the short drinks ferme... more Are there any Hungarian specialities besides the tastes of the kitchen, or the short drinks fermented from the fruits of Pannon landscape’s Mediterranean downhill gardens, or beyond the Tokaj region’s heavy wines sweetened by the muscatel raisins dried in the October wind coming from the high mountains surrounded by the Carpathian basin? Is there anything typical Hungarian in the renascent Europe besides our unique language and the domestic animals taken from the Mongolian steppes on our long journey, or our ancient songs which are known and sung by the Asian pastoral tribes even today? If yes, besides the well-known Rubik’s cube, these are the phase converter electric locomotives of Kalman Kando equipped with induction traction motors and, put into service in 1932 on the Budapest—Hegyeshalom line electrified with single phase 50 Hz overhead line system, the Jendrassik-type diesel engines keeping the fame of the Ganz factories for many decades, and many other engineering works, amon...
Periodica Polytechnica Transportation Engineering, 2011
The Hungarian designed narrow gauge steam engine-type built in the largest number and the largest... more The Hungarian designed narrow gauge steam engine-type built in the largest number and the largest class of 760 mm gauge MÁV locomotives. The paper shortly describes the more than 100 years history of locomotives type 70 of MÁV Gépgyár (MÁV Machine Factory). During the 46 years of its production, 142 units were built in 21 batches in Budapest between 1905 and 1950. MÁV put into service 61 locomotives on its local narrow gauge lines between 1906 and 1950 designated as class XXIc at the beginning, and as class 490 after 1911. The 100-th anniversary offered a good reason for the rehabilitation of the oldest unit of the type that could be found in Hungary, the oldest survival of the MÁV 490 class. As the result of the restoration, putting into service the locomotive increased the number of the passengers travelling on the Budapest Children's Railway significantly.
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Papers by Sándor Malatinszky