SNCF BB 22200
| BB 22200 | |
|---|---|
 BB 22377 in the "Béton" color scheme
|
|
| Numbering: | 22201-22405 |
| Number: | 205 |
| Manufacturer: | Alstom , MTE |
| Year of construction (s): | 1976-1980, 1983-1986 |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm |
| Length over buffers: | 17 480 mm |
| Height: | 4262 mm |
| Width: | 2952 mm |
| Trunnion Distance: | 9694 mm |
| Service mass: | 90 t |
| Top speed: | 160 km / h / 200 km / h |
| Continuous output : | = 4140 kW ~ 4040 kW |
| Driving wheel diameter: | 1250 mm |
| Power system : | 25 kV, 50 Hz, 1.5 kV = |
| Number of traction motors: | 2 |
The BB 22200 is a French electric locomotive series for use on both the 1.5 kV direct current network and the 25 kV, 50 Hz alternating current network of the SNCF . Between 1976 and 1986, Alsthom and Matériel de Traction Électrique (MTE) built a total of 205 locomotives in six series.
Due to the multi-system capability and the design as a universal locomotive, the BB 22200 can be found on almost all standard-gauge electrified lines in France and are used for all types of trains hauled by locomotives.
history
In the 1970s, the SNCF needed new multi-system locomotives in order to be able to run under both power systems without changing locomotives. The BB 22200 was developed as a multi-system variant from the BB 15000 series delivered from 1971 and the BB 7200 series built from 1976 . The series designation is the sum of those of the two sister types.
The machines 22201 to 22350 were built between 1976 and 1980, the others between 1983 and 1986. Over the years, many of the locomotives, originally painted in concrete gray with orange stripes, have been given new liveries.
description
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The locomotives have the typical front shape of the designer Paul Arzens for French locomotives of the 1960s and 1970s , which is called " Nez cassé " (broken nose). It was first implemented in the machines of the CC 40100 series and was also used in the direct current locomotives of the BB 7200 series and the alternating current locomotives of the BB 15000 series, with which the BB 22200 form a series family. From the locomotive with the road number 22227, the windshields were made less steep in favor of a more spacious driver's cab. This made the driver's cab 11 cm longer without having to change the overall length of the machine. The continuous output of the four-axis machines with the axis sequence B'B 'is 4140 W in direct and 4040 W in alternating current operation.
In the alternating current locomotive BB 15007, which was used as a test vehicle as BB 7003 in the direct current network, the SNCF had tested choppers equipped with thyristors . This technology was adopted for AC operation, whereby the voltage was reduced by means of a transformer and a rectifier bridge . The three choppers per bogie enabled optimal management of the traction current. Each of the two two-axle bogies, each with an axle spacing of 2.80 m, has an eight-pole TAB 674 traction motor with an output of 2210 kW. The bogies are identical to those of the BB 7200 and BB 15000 and can be exchanged within these three series.
The bogies of the 150 locomotives of the first series enabled a top speed of 180 km / h, but in normal operation the maximum speed was 160 km / h. In December 1980 the BB 22278 was converted as a prototype for a top speed of 200 km / h. Accordingly, between April and July 1983 the machines BB 22351 to 22360 of the second series were delivered from the factory. The following series then corresponded to the original version. Between October 1978 and August 1980 the first 68 locomotives of the series were equipped with modified bogies; these were designed for use in freight traffic, but reduced the maximum speed to 100 km / h. Between 1981 and 1985 these locomotives were adapted to the original version by exchanging bogies from BB 7200.
Initially, all machines were given the uniform “Béton” color scheme. The locomotive body was cement gray with a brownish-yellow, jagged decorative stripe. Chassis and buffer beams as well as the roof section and the window area on the driver's cabs were painted slate gray. Since the brownish-yellow color did not prove to be weather-resistant, the decorative strips were painted orange from 1989. The first changes to the livery were given in 1994/95 to the machines converted for use in the Eurotunnel , but this only affected their front end.
The division of the SNCF into different business areas resulted in extensive repaints from 2000 onwards. In the goods area, the BB 22212, 22275, 22298, 22365 and 22369 were given the green “Fret” color scheme (jade green, white and two shades of gray). In 2005, 32 long-distance locomotives were given the "En voyage" livery. For legal reasons, they were repainted in metal gray ("Fantôme" color) from 2010, and 32 other locomotives were also given this color. In the course of repair work, the BB 22304, 22347 and 22387 were given the "Multiservices" paintwork. 16 machines used at the TER Provence-Alpes-Côte d'Azur and 15 at the TER Nord-Pas-de-Calais were given regional colors, as were those in BB 22218 and 22223 for use in regional transport in the Île-de-France (Livrée “Transilien "). The boxes of the 17 locomotives assigned to SNCF Infra have turned yellow with a red vertical stripe below the edge of the roof.
The round emblem of the SNCF did not adorn any of the locomotives. The relief-like protruding, rectangular signs on the fronts, which showed the lettering SNCF and underneath the company number, had been cast with the front ends up to BB 22350; they were retrofitted on the following machines. In the meantime, the lower plate is no longer used, the company number is on the - or in the place of the removed - upper plate (s).
Variants and modifications
Push train control
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From 2006, fifty locomotives were retrofitted with a time-division multiplex push- pull train control system - called "MUX" for short at SNCF - to cover push- pull trains from Corail cars . In MUX mode, the control commands are transmitted as digital data telegrams via the internationally standardized UIC cable between the locomotive and the control car, which is available in almost all passenger coaches . The letter R for "réversibilité" was added to the company numbers of the BB 22200 equipped in this way , but this was usually only written on the side of the locomotives and in the driver's cabs.
From June 2012, sixteen locomotives for the Provence-Alpes-Côte d'Azur (PACA) region were equipped with conventional push-pull train controls in order to replace the BB 25500 series on the RRR and RIO push-pull train units in regional traffic. Another fifteen locomotives for the former Nord-Pas-de-Calais region were also converted . With this type of push-pull train control, signals are transmitted analog via special push-pull train control cables. To connect the control cables, the locomotives were equipped with four sockets on both ends. During the renovation, these 31 locomotives were repainted in silver-gray with blue driver's cabs and the side surfaces were designed with the colors and lettering of their respective home regions. The letters RC for "réversibilité par câblots" were added to their company numbers . Since the beginning of 2019, the Grand Est region has taken over four BB 22200RCs from the PACA region, which in turn are to replace the last BB 25500 of the SNCF in use in Alsace. The takeover of ten locomotives is planned.
Experimental locomotives
In 1985 the BB 22351 was experimentally given a modified structure in order to work out the front design of the future series BB 26000 ("Sybic").
The locomotives planned as BB 22379 and 22380 were already delivered ex works in 1986 as test vehicles for three-phase synchronous drives. As test locomotives, they had the numbers BB 20011 and BB 20012 and special paintwork in gray / blue / orange. The tests with these locomotives contributed significantly to the development of the "Sybics". After the end of the test operations, they were adapted to the series version of the BB 22200 by spring 1994 and at the same time were equipped as tunnel locomotives (see next section).
Tunnel locomotives
As the commissioning of the new CC 92000 series locomotives was delayed, the BB 22379, 22380 and 22399 to 22405 locomotives were adapted for use in the Eurotunnel in 1994 . In accordance with British regulations, the stems were painted yellow. It was used in double traction . Six locomotives called TTU were equipped with the train control system TVM 430 and could therefore be used at the Zugspitze, the locomotives BB 22400, 22402 and 22404 (called TU) always had to be used in second place without the TVM 430. The work in the Channel Tunnel lasted 15 months, then the machines were replaced by Class 92 machines.
Express locomotives
Eight locomotives - the six former TTU tunnel locomotives as well as BB 22378 and BB 22386 - were equipped with high-speed bogies for use on high-speed routes and, if necessary, TVM 430 were retrofitted. They were used by SNCF Infra to examine and maintain the French high-speed lines and the Sernam 200 express freight service and can reach a top speed of 200 km / h. Since January 1, 2015, these locomotives (BB 22378, 22379, 22380, 22386, 22399, 22401, 22403 and 22405) belong to SNCF Réseau .
Retirement
By 2011, five locomotives were taken out of service due to accidents. In January 2012, 18 serviceable locomotives were decommissioned for the first time, as they were no longer needed due to the decline in freight traffic. In addition, nearly 60 locomotives were parked at this time.
Remarks
- ↑ Fret ferroviaire = rail freight
- ↑ The locomotives for the Eurotunnel had their designation TTU or TU
literature
- Renzo Pocaterra: Locomotives . Kaiser, Klagenfurt, 2006, ISBN 3-7043-1367-X .
Web links
Individual evidence
- ^ A b c Georges Mathieu: Le matériel moteur de la SNCF . 1st edition. Éditions La Vie du Rail, Paris 1992, ISBN 2-902808-48-8 , p. 86 f .
- ↑ a b c d e f g h i j k Les BB 22200: racées, puissantes et polyvalentes in: Ferrovissime No. 94, p. 26 ff.
- ↑ Des BB 222000 passent à l'Est in: Ferrovissime No. 101, p. 10.
- ↑ Les BB 20011 et 20012, prototype of the Sybic in Le Train spécial no.66 from February 2011, ISSN 1267-5008
- ↑ Sylvain Assez: Les BB 22200 - revue de détail in Rail Passion , No. 64 of November 2002, pp. 88-98, ISSN 1261-3665