RATP series MP 73
| Métro Paris MP 73 |
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_MP73_n%C2%B06523_par_Cramos.JPG) MP 73 on line 6 at the entrance to the Nationale high station, with Chevaleret station in the background
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| Number: | Train sets:
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| Year of construction (s): | 1974 |
| Gauge : | 1435 mm ( standard gauge ) |
| Power system : | 750 V = |
| Power transmission: | lateral power rail |
| Seats: | 120 |
| Particularities: | 4 doors per side of the car |
  
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The MP 73 is a rubber-tyred metro train operated by Paris Métro that was delivered in 1974 for use on line 6 . MP means "Matériel sur pneus" ( rubber-tyred rolling stock), the number 73 stands for the year 1973. The MP 73 is the third large-scale production of rubber-tyred tires by the Métro. At the beginning, from 1974, the 50 five-car trains ran exclusively on line 6. Today 45 five-car trains run on line 6 and one four-car train on line 11 .
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.
The Métro ( subway ) of Paris, which opened on July 19, 1900, experimented from August 1951 with a rubber-tyred vehicle whose wheels ran on wooden chassis beams attached to both sides of the track. The results with the MP 51 prototype 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 millennium . This period could not be bridged with the existing pre-war Sprague-Thomson trains for the conventional lines. Therefore, with the MF 67, a new series running conventionally with steel wheels on rails was developed and the concept of the rubber-tyred subway was initially not pursued any further.
It was not until May 28, 1971 that the RATP board of directors decided to convert line 6 to rubber-tire operation. The tracks of this line, half of which runs on viaducts , had to be renewed anyway. There you would see the behavior of rubber-tired trains in the open air, i.e. H. can test even in extreme weather conditions. In addition to possible closer train sequences due to the better acceleration and braking behavior, there would be greater ride comfort due to quieter running and a lower noise level, which would primarily benefit the residents of houses close to the route. In view of foreseeable technical advances in traction and braking technology, the order for new conventional trains could also be delayed.
Like the other two lines, line 6 also retained the conventional standard- gauge tracks. They form a redundant system and keep the train, e.g. B. after a tire burst, in the track. In addition, the flanges of the metal wheels in the switch area are used for track guidance.
History and description
The MP 73 is a direct further development of the previous MP 59 series , but the car bodies largely correspond to the MF 67.Differences to the MP 59 were:
- lower weight of the car bodies
- Profiled tires for better grip in wet conditions
- Reduction of the servo motor voltage from 750 V to 72 V.
- Cab heating adjustable by the driver
- improved lighting
- more comfortable seats
Each vehicle has two two-axle bogies from Ateliers de construction du Nord de la France (ANF). In addition to the four tires (diameter 1 m) on metal wheels, each bogie has four horizontal track guidance tires with a diameter of 0.54 m. They keep the vehicle on its route along side track guide rails , which also serve as power rails for the power supply with 750 volts DC voltage . In the area of the switches, the mobile beams are lowered so that the flanges of the metal wheels grip the track and temporarily guide the vehicle.
In September 1971, a total of 252 rubber-tyred wagons for line 6 were ordered from the Compagnie industrial de matériel de transport (CIMT). A five-car train formed from it (M + A + N + B + M) consists of two railcars at one end with a driver's cab (numbers M 3501 – M 3602), in the middle a railcar without a driver's cab (N 4501 – N 4550) and on both sides two non-motorized sidecars , one for the 1st (A 6501 – A 6550) and one for the 2nd class (B 7001 – B 7050). Each car has four double-leaf sliding doors on each side. The electrical equipment comes from Jeumont . The train can carry 572 passengers and has 120 seats, and its maximum speed is 70 km / h.
Between July 1 and July 31, 1973, all trains on line 6 were put into operation. Soon after, however, some of them were withdrawn from there in order to strengthen the vehicle fleet there between 1975 and 1979 on line 4 as six-car trains and from 11 January 1976 on line 11 as four-car trains. The vehicles originally delivered as the first Métro vehicles in royal blue with white ribbon windows and a dark blue belly band (the 1st class car was marked by a yellow stripe at the height of the roof edge) were later given a different livery: white with light green ribbon windows. In 1997 the trains began to be fundamentally rebuilt. a. vandal resistant seats. After a slight change in the front design, the previously light green areas are gray.
The vehicles N 4550 and A 6550 served as test vehicles for modified suspensions. They were initially lined up in MP-59 trains, which is why they were delivered in their light blue color scheme and used on Line 1. In 1976 they came from there to line 6 and were repainted accordingly.
Renovated interior
Driver's cab
MP 73 crosses the Seine on the Pont de Bercy
MP 73 with full advertising on the ramp to the Corvisart high station
Others
The M 3599 and M 3600 railcars served as prototypes for the Métro Marseille , the M 3602 as such for the Métro Lyon .
Web links
Individual evidence
- ^ Clive Lamming: Métro insolite . Editions Parigramme, Paris 2009, ISBN 978-2-84096-190-1 , pp. 86 .
- ↑ a b Jean-Gabriel Bontinck: La ligne 6 du métro sera coupée en juillet et août 2019 et 2020. In: Le Parisien . December 17, 2018, accessed February 22, 2019 (French).
- ↑ a b c 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. 101 .
- ↑ a b c d e f g h i Brian Hardy: Paris Metro Handbook . 3. Edition. Capital Transport Publishing, Harrow Weald 1999, ISBN 1-85414-212-7 , pp. 78 f .
- ^ A b Brian Hardy: Paris Metro Handbook , p. 70.
