PO E 1-80
| SNCF BB 1 to 80 | |
|---|---|
.jpg) BB 36 in the Mulhouse Railway Museum (Cité du Train)
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| Numbering: | 1 - 80 |
| Number: | 80 |
| Manufacturer: | SEECF |
| Year of construction (s): | 1924-1928 |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,690 mm |
| Height: | 3665 mm |
| Width: | 3008 mm |
| Trunnion Distance: | 6000 mm |
| Bogie axle base: | 2 × 2950 mm |
| Service mass: | 72 t |
| Top speed: | 90 km / h |
| Continuous output : | 972 kW |
| Driving wheel diameter: | 1250 mm |
| Number of traction motors: | 4 × type GE 276 |
| Drive: | electrical, 1500 V = |
The locomotives E 1-80 were regular gauge electric locomotives of the French railway company Compagnie du chemin de fer de Paris à Orléans ( PO ). They were taken over by the state railway SNCF founded in 1937 under the same operating numbers .
history
On the occasion of the electrification of the railway line from Paris to Vierzon , these locomotives were ordered for the traction of passenger and freight trains. The 80 machines built at SEECF, which were referred to as "biquettes" (kids) by the staff due to their start-up behavior, were commissioned between 1924 and 1928.
The machines, which were based on American models ( boxcab locomotives ), suffered from design errors and a lack of experience. The motors supplied by General Electric had problems with commutation ; Westinghouse's electrical equipment provided insufficient protection against voltage changes and caused short circuits and failures. When starting, the locomotives tended to "climb", their stability in front of passenger trains was insufficient. The bogies put a lot of pressure on the PO's double head rails. It soon turned out that locomotives built according to US standards were not well suited for French conditions (light rails, fluctuating tensions and tightly calculated margins). Therefore, numerous changes were made to the machines during the first few years of operation.
Due to the problems that occurred, the delivery of the locomotives was delayed. On January 1, 1925, only four machines were operational, then 22 in the following June. In order not to leave them idle, most of them were adapted for operation between the Paris suburb of Brétigny and the terminus Gare d'Orsay . This section was electrified with 600 V DC , which was obtained from a busbar on the side . The locomotives received sliding contacts and a small third pantograph for overhead line operation on the operating tracks of the Gare d'Orsay. As two-system locomotives , they could move trains between Paris and Étampes or Dourdan without changing locomotives . In the course of the expansion of the PO's electrical network, these modifications were reversed.
In the absence of alternatives, the machines with a speed of only 90 km / h and intended for mixed traffic were also used in the early days for express trains. The main area of application was later the suburban traffic in the south and southwest of Paris. When it was founded in 1937, the SNCF took over all of the locomotives; they remained in their old area of operation, which was enlarged by further electrification until 1943. In the final phase of the German occupation , seven of the locomotives (No. 6, 16, 43, 61, 66, 70 and 72) were destroyed by Allied bombings . The lack of locomotives in the immediate post-war period temporarily led the series to be used again in front of express trains, even on long-distance connections such as Paris-Bordeaux .
In the early 1950s, 23 machines were upgraded for use in front of push-pull trains and assigned to the Paris-Lyon depot ; This brought them into a network that did not belong to the former PO or PO-Midi. In April 1952, eight more were relocated to Dijon to carry freight trains over the 8 - ‰ - ramp of the Seuil de Bourgogne leader . In 1953/54 14 locomotives came to Lyon , where they were used in double traction in freight transport and shunting , but also in front of passenger trains on the routes to Saint-Étienne , Villefranche-sur-Saône and Vienne . In addition, from 1965 onwards, due to the increasing traffic towards Italy, locomotives of this series ran on the Ligne de la Maurienne in the French Alps.
In 1958, 73 of these machines were still in use. 42 of them were assigned to the Paris-Sud-Ouest depot and mainly pulled suburban passenger trains; 31 were based in Les Aubrais and were also used in freight transport. The first decommissioning took place in 1969, affecting six locomotives each stationed in Chambéry and Villeneuve. In 1974 the last four "normal" machines were shut down, and in December 1976 the first eight on the Maurienne line. Due to the conversion of this route to overhead line operation in June 1976, the others lost their lateral sliding contacts, but were initially used. With the retirement of locomotives 33 and 50 in 1980 came the final end.
The last locomotive was parked at the end of 1980. With the BB 36, one example has been preserved in the Mulhouse Railway Museum (Cité du Train).
description
The locomotives ran with a DC voltage of 1500 V, which was obtained from overhead lines via pantographs of the "Chicago" type . They were lifted by means of compressed air and pressed against the contact wire, later they were replaced by pantographs from Faiveley . The wheel arrangement of the four-axle machines, which rested on two bogies , was Bo'Bo '. Each axle was driven, the four GE 276 traction motors from General Electric had a total continuous output of 972 kW. The maximum speed of the locomotives was 90 km / h. They had a service mass of 72 t and were 12.69 m long over buffers . The pivot spacing was 6000 mm, the wheelbase of the bogies 2950 mm; the drive wheel diameter is given as 1350 mm or 1250 mm, depending on the source.
In accordance with US design principles, the locomotive body was firmly connected to the frame and the buffer beams . The driver's cabs on both sides were accessed via side doors. For possible use as a double traction , there were additional doors and transition plates in the middle of the fronts.
Conversion for use in front of push-pull trains
18 of these locomotives were converted between July and October 1950 for use with push-pull trains in the south-eastern Parisian suburb network. In doing so, they each lost the equipment of one of the driver's cabs , which was installed in a control car . Among other things, they received modern pantographs and a device for pneumatically closing the car doors. Five - and later another six - machines kept the second driver's cab in order to be able to use them more flexibly.
In the spring of 1955, six of the locomotives with only one driver's cab, including the associated push-pull trains, were relocated to Lyon; between 1958 and 1960, eleven more were added. For the shuttle service to Les Aubrais , five trains were moved to Orléans in 1956/57 , and a train to Dijon came in 1956 (all locomotives with two driver's cabs).
Thirteen trains returned from Lyon to Paris by 1964, some of which went in the opposite direction again from 1970. Other locomotives suitable for push-pull trains were converted for use on the Ligne de la Maurienne. The last such push-pull train ran in Lyon in December 1980.
Maurienne locomotives
Of the 28 locomotives that were housed in the Chambéry depot for use on the Ligne de la Maurienne, 22 were adapted for operation on the lateral conductor rail there . The latter were converted for permanent double traction as well as push-pull train operation and henceforth only used as 25.38 m long “pairs”. At the ends at which they were coupled, they lost their driver's cabs, at the others the pantographs in favor of additional resistances (installation of resistance brakes); there they received sliding contacts on both sides for the power consumption. Between June 1961 and May 1962 the locomotive pairs 9 + 78, 10 + 80, 20 + 50, 32 + 42 and 38 + 47, in 1965 the pairs 24 + 19, 49 + 54 and 72 + 77, in 1968 the pairs 18+ 31 and 29 + 40. After an accident in 1970, locomotive 20 was replaced by locomotive 33.
Up to three coupled pairs of trains of a maximum of 1,100 tons pulled up to 30 ‰ steep ramps south-east of Saint-Jean-de-Maurienne , and they also provided lead in front of travel and pushing services behind freight trains. But they also ran as double traction with locomotives of the 1ABBA1 3600 , 1CC1 3700 and 1CC1 3800 series .
Remarks
- ↑ Locomotives that had not been converted either for push-pull operation or for use on the Ligne de la Maurienne.
- ↑ The conversion was not carried out on six locomotives; they were only intended for use in the Chambéry station with overhead lines.
- ↑ Due to the insufficient length of a single locomotive, it would not have been possible for the locomotive to pass the 15 m long busbar gaps at level crossings without interrupting the current flow.
literature
- BB 1 à 80. Vénérables “biquettes” du Paris – Orléans in: Ferrovissime No. 71 (September / October 2014), pp. 30–53.
Web links
Individual evidence
- ↑ a b c d e Thomas Estler: Locomotives of the French state railway SNCF . 1st edition. Transpress, Stuttgart 2014, ISBN 978-3-613-71480-9 , pp. 28 f .
- ↑ BB 1 à 80. Vénérables “biquettes” du Paris – Orléans in: Ferrovissime No. 71, p. 32 f.
- ↑ a b BB 1 à 80. Vénérables “biquettes” du Paris – Orléans in: Ferrovissime No. 71, p. 38 f.
- ↑ a b BB 1 à 80. Vénérables “biquettes” du Paris – Orléans in: Ferrovissime No. 71, p. 40 ff.
- ↑ a b c BB 1 à 80. Vénérables “biquettes” du Paris – Orléans in: Ferrovissime No. 71, p. 50 ff.
- ↑ a b BB 1 à 80. Vénérables “biquettes” du Paris – Orléans in: Ferrovissime No. 71, p. 34.
- ↑ a b BB 1 à 80. Vénérables “biquettes” du Paris – Orléans in: Ferrovissime No. 71, p. 46 ff.