by connecting a water and saltpeter based adjustable resistor to the line, which reduced the efficiency of the locomotive. Timetables for electrified lines were supposed to allow use of full efficiency constant speeds most of the time but, in practice, the need to share the track with trains hauled by MÁV Class 424 steam locomotives meant the water-hungry and wasteful "gearbox resistor" had to be used often. Kandó triangle drive The propulsive force was transferred to the locomotive's wheels using a traditional pushrod system, designed to provide manufacturing and maintenance commodity to the predominantly steam-based Hungarian Railways (MÁV) of the time. The so-called Kandó triangle arrangement transferred power from the electric motor to the pushrods in such a way that no oblique forces were exerted on the chassis, making the V40 less hurtful to the rail track compared to steam engines. In practice the V40 pushrod system was too precise for steam-era habits based maintenance and required more frequent care. Shaft drive More than a decade after Kandó's death two new, shaft-driven prototypes of his design were built by the Ganz company, to allow for 125 km/h traction speeds. The V44 electric locomotives proved too heavy for general use, owing to their 22 metric ton per axle rail load. Both vehicles were eventually destroyed in USAAF bombing raids in 1944, running only 16,000 kilometers overall. Bogie-mounted motors After the second World War, a last series of electric phase-changer locomotives were built by the new communist government in Hungary. Owing to Cold War restrictions, the innovative V55 type, which used bogie-mounted motors, had to be constructed of domestic components entirely and suffered from reliability problems in their double-conversion phase-changer / frequency-changer propulsion system. (The traction motors of pre-WWII V40 and V60 locomotives were made in Britain by the Metropolitan-Vickers company, as part of an economic aid programme organized by Lord Rothermere.) Preservation Currently one example of the V40, the V55 and the V60 locomotive each survives. They are preserved at the Budapest Railway History Park, but require restoration after decades of open air static display. If funding permits, the repaired V40 may return to the open track for "nostalgic service", with a semiconductor front-end added to its system for 25 to 16 kV AC down-step conversion. France Kandó designed in 1926 the 1.5 kV DC 2BB2 400 (:fr:2BB2 400) for the Paris-Orleans line which were the strongest DC locomotives in Europe