ČSD series M 222.0
ČSD series M 222.0 | |
---|---|
Numbering: | M 222.001-008 |
Number: | 8th |
Manufacturer: | Škoda , Plzeň |
Year of construction (s): | 1931/32 |
Retirement: | 1952 |
Axis formula : | Bo |
Gauge : | 1435 mm ( standard gauge ) |
Length over buffers: | 12,000 mm |
Length: | 11,050 mm |
Height: | 4,484 mm |
Width: | 3,100 mm |
Fixed wheelbase: | 6,200 mm |
Total wheelbase: | 6,200 mm |
Empty mass: | 19.77 t / 20.08 t |
Service mass: | 25 t |
Friction mass: | 25 t |
Wheel set mass : | 12 t |
Top speed: | 50 km / h |
Installed capacity: | 74 kW |
Driving wheel diameter: | 880 mm |
Motor type: | 6 cylinder diesel engine |
Rated speed: | 1,000 / min |
Power transmission: | electric |
Seats: | 50/48 |
Classes : | 3. |
The ČSD series M 222.0 were two-axle diesel multiple units of the former Czechoslovak State Railways ČSD for local rail traffic .
history
The series was created as a further development of the M 230.101 series . In 1931 two vehicles were built and the remaining six in 1932. The version with two driven axles with electrical power transmission was advantageous for operation on steep slopes with a sidecar. The specified technical data refer to the first series. The cars in the second series had minor deviations.
technical features
The vehicle was powered by a six-cylinder diesel engine from Škoda , which, together with the generator flange-mounted to it, was arranged in a subframe under the floor using the Bosch system . The internal combustion engine was water-cooled. The cooling elements were arranged on the roof of the car, which is characteristic of Škoda vehicles .
The electrical power transmission was done according to the Škoda system. The traction drive motors were designed as deadbearing drive motors. The generator was used to start the internal combustion engine using a battery system.
The car body was manufactured by the Ringhoffer factory . It consisted of three compartments. In the middle was the passenger compartment with 50 seats. At the ends were the entry rooms with the driver's cab. The rear entry room was a bit larger and contained a small luggage compartment and a toilet. The passenger compartment was heated by two ducts with the exhaust gases from the diesel engine.
commitment
The two driven axles made the railcars particularly suitable for use on mountain routes. This is evidenced by their missions on the Děčín-Česká Lípa or Liberec-Tanvald routes . A certain susceptibility to failure of the diesel engine meant that four vehicles were retired as early as 1938. Some railcars were equipped with gasoline engines, the retired cars were sidecars.
Three railcars survived the war. The last to be taken out of service was the M 222.006 in 1952 and handed over to a works railway in Modřany . He later received a new diesel engine from a Praga V3S truck . After the end of the industrial railway operation around 1980, the torso of the car was transferred to the collection of the National Technical Museum in Prague (NTM). There is currently a basic project to restore the vehicle to its operational status. The box of the M 222.002 has been preserved and was acquired by the NTM as a spare part. In 2019 the box is stored in the Chomutov depot of the National Technical Museum in Prague .
See also
literature
- Jindřich Bek Malý atlas lokomotiv magazine Železničář (Czech)
- Author collective Motore vozy ze Škodovky, 2004, spolek Lokalka Group Rokycany (Czech)
Web links
- Operational photos of the M 222.006 railcar at ČSD , uploaded to k-report.net
- M 222.006, last operational status, on the connecting line in Modřany, article on k-Report.net
- M 222.001 on a historical factory photo at Škoda, article on k-report.net
- M 222.006, filed in 1980, article on k-Report.net
- Photos of the M 222.006 at the time of the state railway