ČSD series M 11.0
|ČSD series M 11.0|
|Manufacturer:||Tatra Mountains Kopřivnice|
|Year of construction (s):||1928-1932|
|Axis formula :||1A|
|Gauge :||760 mm ( Bosnian gauge )|
|Length over buffers:||8,060 mm|
|Total wheelbase:||4,000 mm|
|Service mass:||7.25 t|
|Top speed:||40 km / h|
|Installed capacity:||65 hp|
|Wheel diameter:||620 mm|
|Motor type:||1 × Tatra 10|
|Motor type:||6-cylinder gasoline engine|
|Rated speed:||1,800 rpm|
As CSD-Series M 11.0 were narrow gauge engine railcar of the former Czechoslovak State Railways designated CSD, which because of its distinctive roof driver's cab as Tatra railcar have become known ( "Věžák").
In the 1920s, the ČSD felt compelled to oppose the growing competition from road traffic with modern, faster vehicles. After the successful use of benzene-electric railcars in long-distance traffic on the main lines , corresponding vehicles should be used on the local lines.
At the end of the 1920s, the Tatra company in Kopřivnice ( Nesselsdorf ) developed vehicles of a pioneering design for the first time, in which a light gasoline engine in the middle of the vehicle drove a largely symmetrical car. The construction of the M 11.0 corresponded to the standard gauge M 120.3 developed at the same time . However, because of the lower profile of the narrow-gauge railways, the vehicles were made shorter and narrower.
In December 1928 Tatra delivered the first two narrow-gauge railcars to the ČSD, which were followed by seven more by 1932. The M 11.001 and 002 were brand new to the Röwersdorf – Hotzenplotz narrow-gauge railway , the M 11.003, 004, 005 and 009 to the Borzsa Valley Railway, and the M 11.006 to 008 to the South Bohemian narrow-gauge railways Jindřichův Hradec – Obrataň and Jindřichův Hradec – Nová Bystřich .
In order to enable train formation, Tatra made five matching sidecars for the railcars. Three type CDv / u cars offered 24 third-class seats and a small service compartment. Two coaches Cv / u were purely seated coaches with 28 seats.
After the Sudetenland was annexed to Germany in autumn 1938, the M 11.001, 002 and 006, together with their operational routes, were part of the Deutsche Reichsbahn's portfolio . There they were given the new operating numbers VT 136 001 to 003. The DR later used the VT 136 003 on the Waldviertel narrow-gauge railways in Austria . These three vehicles fell victim to the fighting over Hotzenplotz at the end of the Second World War in 1945 .
The four vehicles used on the Borzsa Valley Railway came to the Hungarian State Railways MÁV during the Second World War . One railcar (M 11.009) remained with a forest railway in Romania after the war . In 1983 the vehicle was still owned by the Romanian forest company CFF in Sighetu Marmației .
After the Second World War, the few remaining railcars were concentrated on the Třemešná – Osoblaha narrow-gauge railway. With the commissioning of the new T 47.0 narrow-gauge diesel locomotives , they were taken out of service there by 1954. No vehicle from the M 11.0 series has been preserved in a museum.
The frame construction was based on the construction principles of Tatra motor vehicles: a steel, self-supporting structure made up of longitudinal and cross members with a framework stiffened by cross struts and angle iron. The supports for the struts were made of pressed profile iron and riveted together. The frame of the car body was made of oak, reinforced with iron straps, and fastened to the frame with angle iron. The outside of the car body was clad with sheet steel and the inside was lined with plywood. The roof was paneled with wood on the inside, a roof screen served as a cover on the outside. The floor was clad with wood and covered with felt sheets and linoleum. The walls were painted ash-colored inside, the roof was painted white inside.
The railcar was divided into the middle entry area and the two compartments for passengers at the ends of the cars. At the end of the passenger compartment there was an inwardly opening door with a lattice-shaped railing and a bascule bridge to enable train attendants to move from the railcar to the sidecar while driving. Each side of the car had three large fixed windows and one lowerable window at each end of the car. At the front there were two windows with fixed glazing. The boarding area was accessible from the outside via sliding doors, from which the passenger compartment was reached through a revolving door. The seats were simple slatted seats and arranged in a 2 + 2 arrangement. There were some jump seats in the boarding room.
The car body was ventilated via small fans above the windows. The waste heat from the engine's exhaust gases was used to heat the railcar. From the entrance area, the engine driver could get into the tower above the car roof with the engine driver's cab via a narrow shaft. A lowerable window on the sides and two small windows on the front of the tower gave the train driver an adequate view of the route.
The chassis consisted of two axles, the rear of which served as the drive axle. This was driven by the gearbox via a cardan shaft. The axles were made of chrome-nickel steel and mounted in the wheel bearings with roller bearings. The suspension was provided by soft leaf springs , which were arranged above the wheel bearings.
As a coupling, the railcar was equipped with the funnel coupling, as was customary on narrow-gauge railways . The railcar was equipped with an indirect brake and a handbrake. This also served as a parking brake. There was an emergency brake valve in the passenger compartment.
A six-cylinder gasoline engine from Tatra was installed as the drive, which delivered its power to an axle via a mechanical transmission. The engine was suspended in the frame below the driver's cab. It was designed as a unidirectional motor and was started with an electric starter from the Scintella brand . Alternatively, the engine could be started with a hand crank. The engine power was transmitted to the rear axle via a change gear and a cardan shaft using bevel gears. These bevel gears were designed as reversing gears. The clutch was located between the engine and the transmission.
The gearbox consisted of a simple gearbox with four speed shift stages. The reversing gear consisted of a bevel gear, with two bevel gears firmly attached to the drive axles. To change direction, the drive bevel gear was swiveled, it engaged in an output bevel gear on the drive axle.
The engine was water-cooled. The cooling water was pumped through the engine via two cooling elements installed next to the driver's cab using a centrifugal pump and then returned to the cooling elements. The water was cooled by the wind. A thermostat regulated the cooling water temperature.
The compressed air required for the pneumatic brake was generated by a compressor driven by the motor; its output at 4.5 bar was 12.6 m³ per hour. The fuel supply was 150 l. It was arranged in two small containers on the roof in front of and behind the driver's cab. The fuel reached the carburetor via a Malivert filter .
- The model railroader 02/1972, vehicle archive, page 57, organ of the DMV