ČSD series EMU 49.0
| ČSD series EMU 49.0 ZSSK series 495 |
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|---|---|
 EMU 49.001 in Poprad (2013)
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| Numbering: | ČSD EMU 49.001-006 ZSSK 495.951-956 |
| Number: | 6th |
| Manufacturer: | mech. Ringhoffer Prague electric Škoda Plzeň |
| Year of construction (s): | Prototype 1931 series after 1950 |
| Retirement: | after 2003 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1000 mm ( meter gauge ) |
| Length over coupling: | 15,100 mm |
| Bogie axle base: | 2,200 mm |
| Total wheelbase: | 11,700 mm |
| Smallest bef. Radius: | 35 m |
| Empty mass: | 01: 28 t 02-06: 29 t |
| Service mass: | 01: 31.3 t 02-06: 32 t |
| Friction mass: | approx. 32 t |
| Wheel set mass : | approx. 8 t |
| Top speed: | 40 km / h |
| Hourly output : | 220 kW |
| Continuous output : | 200 kW |
| Driving wheel diameter: | 940 mm |
| Power system : | 1.5 kV direct current |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Seats: | 01: 48 02-06: 44 |
| Classes : | 2. |
| Particularities: | pneumatic traction brake |
The ČSD series EMU 49.0 is an electric multiple unit of the Electric Tatra Railway ( Tatranská elektrická vicinálna dráha ; TEVD). The prototype vehicle was given the number TEVD 7 in 1931. The Czechoslovak State Railways gave the vehicle and the successor vehicles delivered after 1950 the series designation EMU 49.0. The prototype vehicle has been preserved as a museum vehicle.
history
In 1931, the first car from a local manufacturer was delivered to the Tatra Electric Railway . It was more powerful than the previous EMU 48.0 series . After 1950 5 more vehicles were delivered by the same manufacturer. The car body was slightly different, and during a general inspection that of the prototype vehicle was adapted to the series vehicles.
For years, the vehicles took over the traffic on the demanding routes of the Electric Tatra Railway. At the same time, four-axle sidecars were also delivered with the same floor plan. A special feature were also some open sidecars with roofs and roller blind-like side walls. They were also four-axle, without a traction brake and braked by hand. These sidecars were very popular with travelers. The vehicles also handled freight traffic, which, according to literature, was handled exclusively as freight trains.
With the delivery of the EMU 89.0 series , the vehicles were transferred to the reserve, as their small number no longer met the increased traffic requirements. From now on, the vehicles were used as construction vehicles and in winter for snow removal. The prototype vehicle has been preserved as a museum vehicle in the Poprad depot .
technical features
The vehicle had four axles like the ČSD series EMU 48.0, and could therefore be used on all routes of the Electric Tatra Railway.
The car body was similar to that of the ČSD series EMU 48.0. A speedometer, a control for the emergency brake and a toilet were only standard from the EMU 49.0002. When adapting the prototype vehicle, the front section of the box was changed slightly and some facilities were newly installed on the roof. In addition, the pantographs have been modernized.
The vehicle was more powerful than the ČSD series EMU 48.0. The special feature of the prototype vehicle was an indirect control of the main switch with the help of a cam mechanism. The wagons of the series vehicles again had a resistance control. The control of the traction motors was the same for all vehicles. Two traction motors were always arranged in series in the bogie. The entire vehicle could be controlled with a series connection with six speed levels (including one economy level), with the parallel connection of the motor groups with five speed levels. The lighting of the vehicle was switched on with the contact wire voltage.
See also
literature
- Jindřich Bek, Josef Janata, Jaroslav Veverka: Malý atlas Lokomotiv 2. Elektrická a motorová trakce. Nadas Publishing House, Prague 1969
- Collective of authors: Catalog of historical vehicles on Slovak territory. Bratislava 2002
