An electric locomotive for CFR and not only….
Sequel

    For those 130 locomotives delivered to CFR (040-EC and EC1 series, now 43 and 44 series) a part of the mechanical equipment was assembled by UCM Resita.
        Here is the technical info of the locomotives:
        The axes formula - Bo’Bo
        Maximum speed (series 43/44) 120/160 km/hour
        Electrical system 25 kW, 50 Hz
        Embankment 1.435 mm
        Tractor wheels diameter - 1.250 mm
        Distance between the centres of the bogies - 7.700 mm
        Distance between the axes of the bogies - 2.700 mm
        High over the lowered copier - 4.630 mm
        Maximum width of the box 3.100 mm
        Length over buffers 15.470 mm
        Total weight 76 tones
        Weight on axe 19 (20) tones
        Number of tuning stages (including three stages for field dampening) 44
        Transmission report for 120 km/hour maximum speed 73: 20 = 3.65:1
        The duration power of the adapter 4.576 k VA
        Tractor engines tuning on high voltage
        ASEA-type tubular tree transmission
        Auxiliary services 50 Hz tri-phase
        Unifying power 4080 k VA
        Duration power 3860 kVA
        Starting traction power 28 tf

    As we showed before, locomotives building process for CFR was based on a technology transfer from ASEA Sweden toward Romanian and Yugoslav industry. Thus, numerous series of locomotives were created, based on a relative homogenous technology; for CFR there are 933 electrical locomotives of type 060-EA and EA1 (now of type 40 and 41) and 130 locomotives of type 040 - EC and EC1 (now of type 43 and 44).
    Some exceptions that confirm the rule are still to be noticed.
    The last of those 10 locomotives built in Sweden and delivered by ASEA in April 1967 - 060-EB-001 - was a prototype locomotive equipped with mixed semi-split redressers, with diodes that permit recuperative breaking. Voltage stages were conventionally fixed, through a high voltage gradual device, while the star-delta devices were used only for an accurate regulation, within the voltage stages panel. After a few years of tests and commissioning of the line Brasov - Predeal- Bucharest, the prototype was transformed by Electroputere Craiova (EPC) in a locomotive of series 060-EA, whose numbers unfortunately is unknown to the author.
    The locomotive of series 060-EA-001 had also the same unpleasant faith as the latter. After years of commissioning without no complaints, in the morning of August 21, 1990, while towing the second part of number 24 rapid train on route Sighisoara - Brasov, between railway stations Augustin and Apata, the locomotive strikes in full rail the 040-DHC-601 locomotive of manoeuvre belonging to Augustin railway station. The accident made two victims (the mechanic and his help from LDH), and badly damaged the two locomotives. 060-EA-001 was given to cassation in Brasov Depot. The present locomotive having the serial number 41-0001-2 was constructed by EPC in 1991 and it seems to be the last electrical locomotive from this series, ever constructed for CFR. It was supposed to have the number 933. As a memory of the prototype, the locomotive has on its body the original plates with the inscription ASEA - Sweden 1965!
    To be able to perform tests with the new railway vehicles and the new modern breaking equipment for a speed up to 200 km/h (for example: the carriages for the new presidential train), in the middle of the 70’s, EA -122 locomotive was equipped with special bogies having a modified transmission report, and finally received the number 060-EA2-122. This locomotive has also a speed record at CFR, 204 km/h, record that was established on route Floresti Prahova - Buda. Latter on, the experimental bogies were transferred to 42-0302 -2 speed locomotive of CFR. To notice it, the experimental bogies have a changing regime and are located under the locomotive for the testing period only. The bogies were then relocated on the 42-0302-2 and it became the fastest locomotive of CFR. We have to say that the experimental bogies are working as change bogies and are mounted under the locomotive only during tests. The 060-EA-122 locomotive was classified as EA1 and has now the number 41-0122-6. Both cars belong now to the Bucharest Travellers Depot.
    Electroputere Craiova presented at EREN ’84 the prototype for an electrical locomotive for heavy manoeuvres (LEM) with a central cabin and 6 axes (Co’co’). It had the number 45-0001-3. With a power of 1200 kW and a maximum speed of 80 km/hour LEM can be used for light line service. Two mix semi-automated brackets (a branch with diodes and one with star-delta devices) tune the 6 m.e.t. The prototype had good results during commission and it is still used at the Craiova railway complex. It is not known why the locomotive was renamed 47-0001-9. As an additional oddity, the undersigned saw on 26 July 1989 a locomotive identical to 060-EA with the number 45-0001-3 this locomotive would seem to have been the prototype for a trial to make an electrical locomotive running on 5100 kW with low voltage tuning manufactured at Electroputere Craiova in 1988. About the fate of this locomotive few things are known but we suppose it was reconstructed as a serial machine.
    Finally, the last creation of EPC in collaboration with SNCFR was transforming a 4000 hp LDE locomotive into an electrical engine. Using integrally the box and the bogies, the LDE was equipped with a 2x1980 kW transformer for traction, 160 kW for auxiliary services and 720 kW for heating. The maximum speed was 120 km/hour. The 50-0001-3 locomotive was used for a short period at the Brasov Depot and is now out of commission. Misfortunately, the author does not know the number of the transformed LDE.

Automated Electrical Trains (AET)

    To organize a modern suburban public transport system, CFR and the Transport Technological Projects and Research Institute (TTPRI) made between 1974 - 1975 the prototype of an automated electrical train by adapting a few types of already existent suburban wagons. After trials on the prototype 080-TEA-001 on the Bucharest-Brasov line they passed on to serial manufacture by the EPC and the Arad Wagons Enterprise. A TEA has 4-6 wagons of which four are engines (Bo’Bo’ + Bo’Bo’ + (2’2’) + Bo’Bo’ + Bo’Bo’). This composition means that the TEA has a power of 1870 kW, a total transport capacity of 925 passengers and a maximum speed of 120 km/hour. Six TEA were built (including the prototype) that were used mainly on the railway zonal departments in Bucharest, Craiova and Cluj, for various services ranging from long distance trains to “accelerat” service. An example regarding the counting type for TEA 5 wagons as they traveled as A139/140 Bucharest North - Craiova in the Train Guide 1986 - 1987:
        55-0005-3 - motor wagons with a command cabin
        56-0005-1 - motor wagons without a command cabin
        57-0005-9 - towed wagon, 1st class
        57-0004-2 - towed wagon, 2nd class
        56-0006-9 - motor wagons without a command cabin
        55-0006-1 - motor wagons with a command cabin

    At the beginning of the ’90s EPC also built a red color TEA prototype completely different from those described above; registered with CFR under the number 7(55/56/57 - 0013 or 0014). Its use was sporadic as it was always subjected to interventions at the building factory.

Engineer Antonio Bianco reporting.