RATP series MF 67
The MF 67 series is a vehicle type of the Parisian transport company RATP . With around 1480 vehicles in various sub-types, it is the most common vehicle type used by Métro Paris .
prehistory
1931 the company presented Michelin a light railcars for railways before, the wheels with pneumatic tires were provided. The advantages were a quieter run, which was accompanied by better acceleration and braking behavior and ability to climb.
Opened on July 19, 1900 Métro ( subway ) from Paris experimented in August 1951, rubber-tired trains . The results were convincing and led to the conversion of line 11 to this system, which was completed in 1957. In the following years, lines 1 and 4 were converted, and more were to follow.
The renovation of lines 1 and 4, however, turned out to be more costly and protracted than expected. It was foreseeable that the conversion of the entire network would drag on until the turn of the century. This period could not be bridged with the existing pre-war Sprague-Thomson trains for the conventional lines.
history
Prototypes and first series
In June 1966, the RATP therefore decided to order two pre-series trains consisting of six cars and 40 five-car trains (MF 67 A series). The “M” stands for matériel (roulant) (= rolling stock), “F” for fer (= iron; in contrast to “P” = pneu / tire) and the number for the year of the first order. In order to be able to compare their performance with that of the rubber-tyred vehicles MP , all bogies of a train should be driven and have electric resistance brakes. Thus, as a prototype at Brissonneau et Lotz, a train (MF 67 W2) was created , which - as a loner - had corrugated car bodies made of stainless steel , except for two decorative stripes . The bogies of the five railcars (including three without a driver's cab) had two engines. The car bodies of the second pre-series train (MF 67 W1) supplied by the Compagnie industrial de matériel de transport (CIMT ) corresponded to the series vehicles. Its bogies only had one engine each, supplied by Duewag .
For test purposes, a non-powered sidecar was delivered to each of the two end railcars and the three cabless railcars of the pre-series trains, which were lined up in the middle between the railcars. Such cars were not intended for the series. The last-mentioned train W1 came into passenger traffic on December 21, 1967 on line 3 as a 5-car train without a sidecar. The W2 train entered service in September 1968 with the same composition. It consisted of the vehicles M 10003, N 11003, NA 12002, N 11004 and M 10004, was nicknamed "Zébulon" and was used on lines 3, 7, 9 and 13 for about twelve years. It was shut down in the early 1980s and then used by the USFRT for training purposes. At the beginning of 2011 it was scrapped, but a railcar with a control compartment remained. After converting and adding a second sidecar, the W1 continues to run on line 3.
The series procurement was divided into 20 trains of type A1 (bogies with one motor) and 20 trains of type A2 (bogies with two motors). The car bodies were made of a steel-copper alloy, the front of the driver's cab was made of synthetic resin on a polyester basis. The 15.145 m long railcars with driver's cab weighed 26.5 t, the 14.39 m long driverless railcars 25.0 t. The four double-leaf doors on each side of the car had a clear width of 1.3 m. The original paint scheme was blue with a light blue ribbon window; the first class car was cream white.
Down to a speed of 10 km / h was braked with the resistance brake, including electro-pneumatic. The A2 cars were equipped with shoe brakes , the A1 cars with disc brakes. An A1 railcar had a total output of 490 HP (2 engines à 245 HP), an A2 railcar of 580 HP (4 engines à 145 HP).
The MF 67 A1 (car numbers M 10011-10050) and MF 67 A2 (M 10051-10090) were put into service on line 3 between July 1968 and April 1971.
Second series
The new vehicles used on Line 3 proved their worth in terms of technology and in the eyes of the passengers. For this reason, further MF 67 vehicles were ordered from the same manufacturers in 1969. The 115 railcars with one motor per bogie (MF 67 C1) and 238 railcars with two motors per bogie (MF 67 C2) largely corresponded to the previous series. The running smoothness and the noise development have been improved. The aim was to equip line 3 completely with "single-engine" vehicles and line 7 with new "twin-engine" vehicles. The delivery took place from June 1971 to October 1973.
Change of concept - series D, E and F
If the goal of using pure railcar sets was to achieve services similar to those of the rubber-tyred MP trains, this intention was rejected, in particular due to the tight budget and the long delivery times. For future orders, trains with three multiple units and two sidecars were preferred, with the option of running with four multiple units and only one sidecar. In 1973 the RATP ordered 16 "twin-engine" railcars from Brissoneau et Lotz. In addition, 363 sidecars (MF 67 D) were ordered, including 156 with a control compartment (MF 67 DS) . The first sidecars were delivered in September 1974 and again used on lines 3 and 7. The vacant railcars without a driver's cab enabled trains to be guided on both sides by the new, non-powered control cars. Twelve of them were used on line 9 and four on line 13. At the same time, for the first time, the complete exchange of rolling stock on one line was not practiced, but mixed traffic with the previous trains.
170 MF 67 E multiple units (with two engines per bogie) were ordered for line 12 , including 144 vehicles with a control compartment and 112 non-powered sidecars. However, the need to renew the material of the lines extended into the suburbs led to use on lines 8 and 10. The railcars of this series were equipped with regenerative brakes and painted royal blue / white. The delivery period was July 1975 to December 1976.
The last sub-series comprised 247 type MF 67 F railcars , which differed from type E through single-engine bogies with air suspension. 104 of these vehicles had a control compartment. The first of the vehicles ordered in 1974 arrived in 1976 and temporarily replaced the MFs on line 13, which migrated to line 14. When the two lines were connected to the new line 13 in November 1976, this could be operated with modern rolling stock.
In 1977 line 12 received the first type D and E trains . When the last thirteen MF 67s were delivered in 1978 , the series had grown to become the most numerous in the RATP fleet. In 1999, the vehicles ran on lines 2, 3, 3bis, 5, 9, 10 and 12. On line 13, they had already been replaced by the MF 77 series at that time .
Current situation
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As recently as 2013, the MF 67 with 205 trains (usually five carriages each, three-car trains on line 3bis, four-car trains for training and special missions) formed the largest contingent on the conventionally operated lines (metal wheels).
Lines 7, 8 and 13 are used by trains of the MF 77 series, the 7bis by MF 88. The most modern "iron" series MF 01 has replaced the MF 67 trains on lines 2, 5 and 9.
Since December 2016, the MF 67 only run on lines 3, 3bis, 10 and 12; their use is planned for the period 2025–2030. The MF 19 series is planned as the successor . Line 10 is to be equipped with the new trains from 2024, followed by line 12 from 2026. The last MF 67 will be replaced on line 3 from 2028.
The motor car M.10004 of the prototype W2 "Zébulon" and the motor car M.10194 of the type MF 67 D were preserved by the RATP.
Characteristics
The trains, which run on standard gauge , run on the side busbar with a direct voltage of 700 volts. A 5-car train is 75.4 m long and can accommodate 425 passengers. The maximum speed is 80 km / h. Each car has four double-leaf sliding doors on each side.
Special vehicles
In addition to the prototype trains W1 (still in use) and W2 (except for one railcar scrapped in 2011) there were other extraordinary vehicles:
- the third prototype is the 5-car train C1A (one motor per bogie) with aluminum car bodies. The train delivered in 1973 was scrapped like the W2 in 2011.
- the fourth prototype is the C2A 5-car train (two motors per bogie) with aluminum car bodies. Because of the interior in shades of pink, the train delivered in 1974 was nicknamed Bonbonnière (confectionery box) . Two of his railcars were converted into non-powered sidecars.
- In 1975 the last prototype was the CS “control car train” . Two of his cars escaped scrapping, one of which is used as a training object for the fire brigade.
- 16 non-powered sidecars of the substructure type MF 67 CX from 1975 to supplement the trains on line 3. Two of these cars were test vehicles for the outward-swinging doors of the successor series MF 77 .
- A four-car train from the MF 67 series with the special paint job “Convoi d'Auteuil” serves as a transport train between the Vaugirard and Auteuil workshops.
Prototype W2 "Zébulon", 2006
The “Convoi d'Auteuil” in the Odéon station , 2011
MF 67 as a Christmas train in the Gallieni station , 2006
MF 67 with full advertisement , 2008
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Others
Trains from the MF 67 series can be seen in several feature films. For Leos Carax's film Die Nacht ist jung (Fr: Mauvais sang) , a train was painted dark red at the end of 1985.
Remarks
- ↑ M = 2nd class railcar, N = 2nd class railcar without driver's cab, NA = 1st class railcar without driver's cab
Web links
literature
- Jean Tricoire: Un siècle de métro en 14 lignes. De Bienvenüe à Météor . 2nd Edition. La Vie du Rail, Paris 2000, ISBN 2-902808-87-9 .
- Julian Pepinster: Le métro de Paris . Éditions La Vie du Rail, Paris 2010, ISBN 978-2-918758-12-9 .
- Brian Hardy: Paris Metro Handbook . 3. Edition. Capital Transport, Harrow Weald 1999, ISBN 1-85414-212-7 .
Individual evidence
- ↑ Jean Tricoire: Un siècle de métro en 14 lignes , 2nd edition, p. 97.
- ^ Julian Pepinster: Le métro de Paris , p. 179.
- ↑ Julian Pepinster, op. Cit. , P. 207.
- ^ A b Brian Hardy: Paris Metro Handbook , 3rd edition, p. 81.
- ↑ Jean-Gabriel Bontinck: Métro: ligne par ligne, découvrez quand les nouvelles arriveront rames. In: Le Parisien . April 11, 2019, accessed on June 6, 2020 (Fri-FR).
- ↑ Julian Pepinster, op. Cit. , P. 249.
