ČSD series EMU 48.0
| ČSD series EMU 48.0 | |
|---|---|
| Numbering: | ČSD EMU 48.0001-0003 |
| Number: | 3 |
| Manufacturer: | mech. Ganz & Co. Budapest electric SSW Budapest |
| Year of construction (s): | 1912 |
| Retirement: | after 1969 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 15,300 mm |
| Bogie axle base: | 2,000 mm |
| Total wheelbase: | 11,500 mm |
| Empty mass: | 26 t |
| Service mass: | 29.3 t |
| Friction mass: | 29.3 t |
| Wheel set mass : | about 8 t |
| Top speed: | 40 km / h |
| Hourly output : | 180 kW |
| Continuous output : | 160 kW |
| Driving wheel diameter: | 875 mm |
| Power system : | 1.5 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Seats: | 48 |
| Classes : | 2. |
| Particularities: | pneumatic traction brake |
The ČSD series EMU 48.0 were electric railcars of the Electric Tatra Railway ( Tatranská elektrická vicinálna dráha ; TEVD), which were among the first vehicles delivered in 1912 after the conversion to 1500 V direct current. The TEVD designation of the vehicles is not known.
history
These three vehicles, like the EMU 25.0 to EMU 28.0 , were supplied by Ganz & Co. and Siemens-Schuckertwerke in Budapest as part of the initial equipment of the electric Tatra train .
In contrast to the twin-engine vehicles, they were used on the demanding section from Starý Smokovec to Štrbské Pleso and provided service for decades.
The delivery of the EMU 49.0 series did not lead to retirement, as at the same time the transport services increased again sharply in the 1950s. This led to the modernization of vehicles after the 1950s.
Only with the delivery of the EMU 89.0 series could the vehicles be dispensed with. They were transferred to the reserve after 1969. In the last few years they have been used specifically on the Starý Smokovec – Tatranská Lomnica section . The retirement date of the vehicles is not known.
technical features
The vehicles were four-axle. The engines had the same power as the two-axle vehicles. The two traction motors in the bogie were always connected in series. When the drive motor groups were connected in series, the vehicle had five speed levels (including one economy level), and when both motor groups were connected in parallel, it also had five speed levels.
The vehicles were equipped with an automatic pneumatic traction brake and an electrical resistance brake.
See also
literature
- Jindřich Bek, Josef Janata, Jaroslav Veverka: Malý atlas Lokomotiv 2. Elektrická a motorová trakce. Nadas Publishing House, Prague 1969.