ČSD series EMU 28.0
| ČSD series EMU 28.0 | |
|---|---|
| Numbering: | ČSD EMU 28.001-003 |
| Number: | 3 |
| Manufacturer: | mech. Ganz & Co. Budapest electric SSW Budapest |
| Year of construction (s): | 1912 |
| Retirement: | 1969 |
| Axis formula : | Bo |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 7,860 mm |
| Total wheelbase: | 2,800 mm |
| Empty mass: | 12.7 t |
| Service mass: | 15 t |
| Friction mass: | 15 t |
| Wheel set mass : | 7.5 t |
| Top speed: | 40 km / h |
| Hourly output : | 90 kW |
| Continuous output : | 80 kW |
| Driving wheel diameter: | 835 mm |
| Power system : | 1.5 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
| Seats: | 21st |
| Classes : | 2. |
| Particularities: | pneumatic traction brake |
The ČSD series EMU 28.0 was an electric railcar of the Electric Tatra Railway , which was one of the first cars since the conversion to 1500 V direct current. The literature does not reveal what the original numbering of the TEVD was.
history
With the delivery of the EMU 25.0 and EMU 26.0 railcars in the same year, 3 two-axle railcars from the same manufacturer were also delivered to the Elektro Tatra Railway , which were used for passenger transport due to the higher speed of 40 km / h.
The two-axle railcars were used on the less demanding section from Poprad to Starý Smokovec , the more demanding sections Starý Smokovec - Tatranská Lomnica and Starý Smokovec - Štrbské Pleso were withheld from the four-axle vehicles.
The wagons served for decades on the routes intended for them, until they no longer met the requirements due to the increasing tourism business. With the modernization of the Tatrabahn and the subsequent delivery of the new EMU 89.0 series vehicles , the vehicles with the other two-axle old EMU 25.0 and EMU 26.0 multiple units were withdrawn in 1969.
One copy has not been preserved in a museum.
technical features
Like the other two-axle cars, the car is basically a tram construction with an automatic traction brake. Today it is no longer possible to understand whether it was a vacuum or a compressed air brake.
Of all the two-axle vehicles on the Tatrabahn , this series has the lowest wheelbase, the smallest wheel diameter, but the highest speed. The gear ratio was like the EMU 25.0 .
The greatest peculiarity of the vehicle was the compressor for the compressed air, which was driven by a belt drive from a drive axle. In addition, he had a warning device if the air pressure was insufficient; if the air pressure was too low, an electrical warning gong responded. It was also interesting that the car was not equipped with an ammeter and voltmeter.
The electric traction motors were constantly connected in series, the controller had 8 speed levels, one of which was the economy level.
See also
literature
- Jindřich Bek, Josef Janata, Jaroslav Veverka: Malý atlas Lokomotiv 2. Elektrická a motorová trakce. Nadas Publishing House, Prague 1969