ČSD series M 130.2

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ČSD series M 130.2
M 130.218
M 130.218
Numbering: M 130.201-263
Number: 63
Manufacturer: Tatra Mountains Kopřivnice
Year of construction (s): 1933-1937
Retirement: 1959
Axis formula : 1A
Gauge : 1435 mm ( standard gauge )
Length over buffers: 01-42: 10,530 mm
43-63: 10,700 mm
Total wheelbase: 01-42: 4800 mm
43-63: 5,000 mm
Smallest bef. Radius: 150 m
Empty mass: 01-30: 12.50 t
31-42: 13.86 t
43-63: 13.86 t
Service mass: 01-30: 16 t
31-42: 17.54 t
43-63: 17.54 t
Friction mass: 8 t
Wheel set mass : 6.2 t / 6.9 t
Top speed: 60 km / h
Installed capacity: 88 kW
Driving wheel diameter: 880 mm
Impeller diameter: 880 mm
Wheel diameter: 880 mm
Motor type: TATRA
Motor type: Petrol engine
Rated speed: 01-30: 1300 / min
31-63: 1400 / min
Power transmission: mechanically
Tank capacity: 260 l
Seats: 37/36
Classes : 3.

The class M 130.2 were two-axle railcars of the former Czechoslovak State Railways ČSD for local rail traffic . They are a further development of the railcar of Tatra and were manufactured in three series from 1932 to 1937. The driver's cab on the roof was striking. After that, the vehicles are referred to as tower cars or submarines .


The vehicles built by Tatra in Kopřivnice were equipped with a gasoline engine centrally located in the passenger compartment with a planetary gear unit from the automotive industry. The specified technical data relate to the vehicles of the first series. The following series had a higher engine power, other parameters differed slightly. In the beginning, the vehicles had the option of changing the direction of travel by changing the direction of rotation of the engine. The color scheme of the vehicles was originally dark green under the window front and light green above. For decoration, they were provided with a black bar with chrome-plated edges. All fittings and handles were chrome-plated.

Since the performance was higher than that of the M 120.4 , they could run on the main lines bordering the local railways with up to two trailer cars. There is evidence that six vehicles were in use in Česká Lípa , where they were on duty on local railways such as the one to Česká Kamenice until the mid-1950s . The last vehicle was retired in 1959. No vehicle from the M 130.2 series has been preserved in a museum.

Chassis with superstructures

The underframe was constructed according to the same principle as in the ČSD series M 120.4 : 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 axles of both wheels ran in rolling bearings of the Steyr type . The vehicles were equipped with conventional pulling and buffing equipment.

The car body was made of oak frames, stiffened with welded angle iron and clad on the outside with sheet metal. The roof frame was also made of oak, stiffened with iron profiles and connected to the car body with iron straps. Outside the roof was covered with a canvas-like canvas. Inside, the roof and walls were lined with plywood. The seats also consisted of slatted frames made of beech or oak and were painted in a natural color. The arm and back rests were upholstered and covered with leather. The floor was covered with strong felt pads and covered with rubber. There were several flaps in it in order to be able to carry out maintenance work on the engine and the transmission. The entire interior was constructed in the same way as the M 120.4. The passenger compartments were provided with 36 fixed seats and six folding seats.

The tower-like driver's cab was also designed as in the previous vehicle. On each side there was a driver's desk, a swivel chair for the train driver and a folding seat for the train driver. From the driver's cab, which was provided with glass on all sides, the track system could be overlooked up to 12 m in front of the car. The interior of the car and the entry area were illuminated by 14 ceiling lights. The electrical lighting had a voltage of 24 V.

Engine system and power transmission

The railcars had a 6-cylinder petrol engine, which was arranged under the floor. Its output was originally around 100 hp depending on the choice of fuel used. It could be operated with gasoline as well as with other light gasoline mixtures. To do this, the nozzles had to be changed. Later, the railcars received engines with greater power analogous to those of the ČSD series M 130.3 .

The engine and gearbox formed one unit and were mounted on three points in the middle of the chassis. The engine was started electrically with a starter Scintilla 6 HP . There was also the option of starting by hand.

The direction of travel was changed by changing the direction of rotation of the motor. As a result, the engine was controlled by a different camshaft and started by a differently rotating starter.

The cooling elements arranged on both long sides of the chassis were used to cool the engine. In the cooling elements, the water was cooled by a fan driven by the engine's crankshaft. A centrifugal pump pushed the cooling water into the engine's cooling circuit.

The power was transmitted through a four-speed manual transmission. From this the power transmission led via a cardan shaft to the drive axle of the railcar. In terms of braking technology, the railcars were equipped with an indirect brake from Knorr-Bremse and a handbrake. The air brake acted on both axles of the railcar, the handbrake only on one axle. There was an emergency brake valve in the passenger compartment, which switched off the motor of the railcar when it was operated. The compressed air required for the brakes was generated by a Knorr compressor that was driven by the engine's crankshaft.

At each end of the railcar there was the option of connecting the main air duct to that of the trailer. The car body was heated by the waste heat from the exhaust gases from the engine. For this purpose, there were appropriate radiators on the long sides of the car. Two fuel tanks with a capacity of 130 l each were arranged in front of the driver's cab.

See also


  • Wolfgang Kunert: Two-axle branch rail car of the M 130.2 class of the ČSD. In: the model railroader. 7/78, transpress VEB Verlag for Transport Berlin, p. 217.
  • Jindrich Bek, Josef Janata, Jaroslav Veverka: Malý atlas lokomotiv 2. Elektrická a motorová trakce. Nadas Publishing House, Prague 1969.
  • Luděk Čada and others: mistni Draha Česká Lípa-Kamenický Šenov- Česká Kamenice . Verkehrsverlag, Litoměřice 2001, ISBN 80-902706-4-6 . (Czech with German summary)

Web links

Individual evidence

  1. ^ Jindrich Bek, Josef Janata, Jaroslav Veverka: Malý atlas locomotiv. Volume 2: Elektrická a motorová trakce. Nadas Publishing House, Prague 1969.