Japan Railway & Transport Review No. 26 (pp.52–55)
Feature: Trends in Rail Freight |
In 1990, Hungary abandoned the Soviet-style political and economic system of more than 40 years to build one of Eastern Europe's most dynamically developing market economies. These complex changes have necessitated major market-oriented changes to the freight market by Hungarian State Railways (MÁV). |
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Transformation of Freight Transport |
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During the transition period in the early 1990s, in some years, the amount of freight hauled by MÁV halved (Fig. 1). This explains the near halving of railway employees (57,000 employees in 1999) while the total route-km of MÁV practically remained unchanged. However, it must be remembered that Hungary is a relatively small country (93,030 km²) at the crossroads of some important European routes with a much smaller volume of internal rail freight transport than the volumes of international and transit freight (Fig. 2). |
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Figure 1: Decrease in Freight Transport (1965–98) |
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Rail Freight Recovering Market Share |
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MÁV would like to recover some of it lost market share and is in the process of developing intermodal transport for this purpose. One approach is use of piggyback wagons to transfer heavy freight trucks to rail and alleviate road congestion and pollution. Development of a new wagon fleet will also have to take into account general economic growth and demand for increased and specialized services matching customer demand. |
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Map:Main International Freight Transport Corridors through Hungary and Development Programme for Combined Traffic Terminals |
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Present MÁV Wagon Fleet |
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A significant part of the MÁV fleet of freight wagons is traditional 2- and 4-axle open, covered and flat wagons of different sizes, capacities and ages. Although such wagons can carry almost any type of goods or materials, loading/unloading times are longer and require different specialized equipment. However, the current European market requires specialized dedicated wagons that can be loaded and unloaded quickly without special equipment. MÁV is decreasing the overall number of wagons by 60% by eliminating both old worn-out and unreliable technically out-of-date wagons while increasing the number of specialized cars to meet demand. Recently, it has purchased the following specialized wagons:
However, despite the downsizing, 83% of the fleet is still open, covered and flat wagons with just 12% specialized wagons. The number of tankers could be decreased to 5% based on present demand. |
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Photo: Old covered wagon (left) modified into sliding-wall wagon (right) |
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Purchase of New Cars |
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To offset aging of the current wagon fleet, MÁV should be purchasing 550–600 new wagons each year, but new purchases in recent years number just 1392 or only 25% of requirements. The shortfall is due to lack of necessary capital, but MÁV has used its long experience in rolling stock engineering to recondition some old wagons into new special wagons at low cost as follows:
Due to the serious environmental concerns in Eastern Europe, some funds were allocated to purchase of piggyback wagons for carrying heavy road freight. Most notable are the so-called basket wagons patented in more than 20 countries. The basket wagon handles modular transport of different types of goods. Despite making a good start, complete modernization of the MÁV wagon fleet will require continuing new purchases for at least another 5 years. MÁV's intention is to ensure that it has a modern restructured railway that includes freight transport meeting market needs. |
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Table: Comparison of Basket Wagon and Ro-La Wagon |
Fendall Burian Mr Burian is a mechanical engineer and Director of PÁRKÁNY Ltd., a Hungarian engineering company holding patents on railway wagons developed by his team. |