RATP series MF 88
| Métro Paris MF 88 |
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 MF 88 at the Pré-Saint-Gervais terminus on line 7 bis
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| Number: | Train formations: 9 |
| Manufacturer: | Alsthom , Faiveley , Renault , ANF |
| Year of construction (s): | 1992/1993 |
| Retirement: | from 2013 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 46.44 m |
| Service mass: | 74.2 t |
| Top speed: | 80 km / h (40 km / h limit) |
| Continuous output : | 840 kW |
| Power system : | 750 V = |
| Power transmission: | lateral power rail |
| Particularities: | 3 doors per side of the car |
 
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The MF 88 series is a vehicle type of the Paris transport company RATP . With only nine three-car trains, it is the smallest series of the Métro Paris .
prehistory
With the experimental train "Boa" , the RATP tested the continuous desirability of an underground train from 1985 by installing transitions between the individual car bodies . For this purpose, three wagons from an accident class MF 77 train were converted, and in 1986 a fourth wagon was added. The new train received three-phase asynchronous motors and also served as a test vehicle for moving, individually driven axles instead of the conventional bogies . They were designed to reduce the noise generated when cornering.
The Boa consisted of three - later four - railcars , of which only the two vehicles had driver's cabs at the ends of the train . They were shortened from 15 m to 12.19 m or 10.48 m. Bellows from three different manufacturers ( GEC Alsthom , ANF , Faiveley ) were installed for the car transitions . On December 31, 1990, the train on line 5 went into regular passenger service.
history
After the successful tests with the Boa, the RATP decided to fully equip a line with corresponding, uniform vehicles in order to test the new components. Line 7 bis was selected , which has a demanding profile with its curves and ramps. With regard to the car crossings, the decision was made in favor of the Faiveley type, and the new cars should also have hydraulic brakes , an energy management system and an on-board information system. Bombardier Transportation and GEC Alsthom were commissioned to build the trains .
In December 1992 the first train was delivered to the Atelier de Bobigny workshop . The first test drives were carried out on the night of December 23rd to 24th between the Bobigny - Pablo Picasso and Jaurès metro stations . The last train was handed over on December 30, 1993. The use of the series in passenger traffic on the intended route began on January 24, 1994 with initially only four trains, the ninth only came on line 7 bis in October of that year .
By shifting trains, the use of the MF 88 made it possible to completely retire the MA series .
Characteristics
The MF-88 trains each consist of two terminal railcars (88 M 001 to 018), each with a driver's cab and a trailer coupled between them (88 B 001 to 009). These were the first vehicles to be delivered in the new corporate design colors of white and green, some with a black front. The tinted windows and panes of the doors were pulled down lower than on the previous cars. The cars are each 15.5 m long. Access is via only three double-leaf pivoting sliding doors on each side of the car; the clear width of the door openings is 1.586 m each. The car bodies are made of extruded aluminum profiles onto which interconnected molded parts have been glued.
The trains running on standard gauge are fed with a direct voltage of 750 volts via a lateral conductor rail . The four-phase asynchronous motors provide 210 kW each, they are GTO - converter supplies. Two independent static converters , which are housed in the sidecar, supply the remaining electricity consumers. The on-board information system, which is based on eight computers , informs the driver about the condition of the train and controls things that are not safety-relevant, such as the doors. Safety-relevant systems (e.g. the brakes) are, however, controlled immediately.
The railcars have two individually mounted axles one behind the other under the driver's cabs. The non-motorized running axle , which has smaller wheels, steers the following driven axle. A differential of the Renault VI type ensures the independence of the driving axle wheels from each other. Contrary to the first visual impression, there are no Jakobs bogies between the cars , but also individual axles , of which only the railcars are driven.
The differentials allow different speeds of rotation of the inner and outer wheels in the curves, which should minimize wear on rails and wheels and make lubrication of the rails superfluous. However, the chosen concept did not prove itself, in particular there were cracks on the car bodies, doors and couplings of individual trains. The maximum speed was therefore reduced from 80 km / h to 40 km / h and the time-consuming sweeping maneuver in the Louis Blanc station was abandoned. The following series were again equipped with bogies.
inner space
Exterior view
Bellows- wagon transition
Sidecar wheel and clutch
outlook
The MF 88 is a small series to test the innovations without risk. However, the wheels suffer from many reliability problems. For this reason, the train sets are to be replaced in the 2020s.
Remarks
- ^ Bombardier took over ANF in 1989
- ↑ M = motrice (railcar; only 2nd car class ), B = 2nd car class (non-motorized)
- ↑ The previous series (exception: MF 77) each had four but narrower door openings on each side of the car
Web links
Individual evidence
- ↑ a b c d e f g h i 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 , p. 108 f .
- ^ A b c d Brian Hardy: Paris Metro Handbook . 3. Edition. Capital Transport, Harrow Weald 1999, ISBN 1-85414-212-7 , pp. 89 f .
- ^ A b Christoph Groneck: Metros in France . 1st edition. Robert-Schwandl-Verlag, Berlin 2006, ISBN 3-936573-13-1 , p. 70 .
