SNCF CC 65000
| 060 DB, CC 65000 | |
|---|---|
.jpg) CC 65001 in the Mulhouse Railway Museum
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| Numbering: | 060 DB 01-060 DB 20, 65001-65020 |
| Number: | 20th |
| Manufacturer: | Alsthom , CAFL , SACM |
| Year of construction (s): | 1956-1958 |
| Retirement: | 1988 |
| Axis formula : | Co'Co ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 19814 mm |
| Service mass: | 112 t |
| Top speed: | 130 km / h |
| Installed capacity: | 2 × 680 kW |
| Traction power: | 970 kW |
| Motor type: | SACM MGO VSHR V12 |
| Power transmission: | electric |
The series CC 65000 of the French state railway SNCF , designated as 060 DB until 1962, was a six-axle, two-engine diesel - electric locomotive with an output of 970 kW built in a series of 20 copies . They were their first diesel locomotives for the express train - as well as for freight transport . With an axle load of around 18 t, they could be used on all SNCF routes.
prehistory
In the 1950s, the SNCF wanted to give up steam operations that were considered too expensive. However, the electrification of routes only promised to pay off on the main axes with high traffic volumes. She therefore undertook experiments with the diesel traction at different points in her network. Because of the refineries there and the associated problem-free supply of diesel fuel , it was possible to a. La Rochelle as the location for such experiments.
History and description
In 1955, the SNCF ordered 20 mainline diesel locomotives of the 060 DB series. The specification sheet saw u. a. before: friction mass 100 t, maximum axle load 18 t, top speed 130 km / h, separate steam boiler for heating the car, operation with heating oil , two final driver's cabs .
The design came from Paul Arzens , and the machines were built at Alsthom in Belfort . The MGO V12 BSHR ( type V , 12 cylinder, 4-stroke) diesel engines were supplied by the Société Alsacienne de Constructions Mécaniques (SACM). Of the electric locomotives CC 7000 and CC 7100 which led Compagnie des ateliers et forges de la Loire (CAFL) the bogies ago, but they were made lighter. The doors installed in the fronts based on the American model to the transition between two locomotives, as well as the hinged treads and the hinged handrails on both sides , were never used in regular operation. The two final signals were placed high above the two headlights of the peak signal. The side band of the fan grille, framed by silver strips, was extended beyond the side doors in the shape of an arrow to under the driver's cab for optical reasons. Arzens designed an elongated honeycomb on each front, with the round SNCF signet enthroned in raised silver letters on a red or blue background . The company number was accordingly integrated in the lower side. The number and the lettering SNCF were also affixed to the long sides of the locomotives. The company numbers had hyphens on the locomotive plates: 060DB-1 and CC-65001.
In the 1950s, diesel engines around 1,800 hp were loud and heavy. To save weight, the CC 65000 was given two smaller engines, each with an output of 900 hp (662 kW), derived from those of the BB 63500 and X 2800 series . This design also had the advantage that in the event of a motor failure, the locomotive could continue to be moved without outside help, albeit with reduced power. The diesel engines generated electricity for six DC motors ( Alsthom TA 643 type pivot bearing motors ), which drove the six axles mounted in the two bogies , via two interconnected Alsthom GP 830 M generators . The maximum speed of the 19.8 m long and 112 t heavy machines was 130 km / h. They were capable of double traction and equipped with a Clarkson steam generator for train heating.
From October to December 1956, the first test drives with the 060 DB 1 were undertaken in the Belfort area . They led the locomotive with different trailer loads, initially to Vesoul and Épinal , and later from Paris-Saint-Lazare to Mantes-la-Jolie and Évreux . The speed was gradually increased up to 130 km / h. It was found that the performance of the locomotive was a little tight and that it found it difficult to accelerate in the range over 80 km / h. Due to its top speed and the fact that the separate steam generator did not impair the performance of the machine, it appeared to be on a par with operation with steam locomotives on routes without steep inclines. In December 1956, the 060 DB 1 was transferred to the La Rochelle-Bongraine depot for staff training . A month later, the first commercial operations took place in front of passenger trains between La Rochelle and Poitiers . The first results of these missions confirmed those of the test drives and showed that the machine could easily keep to the schedules of the steam locomotives 141 R Öl and 231 F with a maximum speed of 100 km / h .
In March 1957 the 060 DB 2-4 were delivered and were used for trials with double traction between Paris and Cherbourg . This configuration also proved itself in front of express trains with up to 18 cars. At the beginning of May 1957, a first schedule was drawn up with seven locomotives that have now been delivered . It initially comprised two daily express train pairs Nantes - Bordeaux and other trains on this route. In the following July 15 machines (060 DB 1–5 and 7–16) were already available, which were also used on this transversal. At that time the 060 DB 6 was in Spain as a demonstration object . For this mission, she received bogies for the Iberian broad gauge , more powerful diesel engines of the type MGO V16 SHR and other generators (type GP 838 A). These measures led to an increase in performance and an increase in the top speed by 10 km / h. However, RENFE did not accept any orders; after her return to France the machine was adapted to the standard design.
From La Rochelle to Nantes, Bordeaux, Poitiers, Saintes and Angoulême , the locomotives ran in freight traffic. They displaced the 141 R based in La Rochelle, which from then on were only used in local traffic and in front of special trains. The 231 F of the Saintes depot were only used during the weekly or seasonal traffic peaks and before pilgrimages . After ten months of service, the 060 DB's balance sheet was consistently positive. Without refueling, they were able to cover more than 1,100 km, which was three times the distance between Nantes and Bordeaux.
In October 1957, the electrical operation of the SNCF was to be extended to Basel . From this point in time, the Swiss Federal Railways would prohibit the operation of steam locomotives on their tracks. Two-frequency locomotives for 25,000 V 50 Hz as well as the Swiss system 15,000 V 16 2/3 Hz were not yet available. A solution with diesel locomotives had to be found for the freight traffic from Saint-Louis to the Basel-Muttenz marshalling yard . The 060 DB 17, which was completed in August 1957, was therefore assigned ex works to the Île Napoléon depot near Mulhouse in Alsace . In October the 060 DB 14 and 15, in December the 060 DB 13 from La Rochelle were transferred there. As a result of this bloodletting, the 141 R and 231 F were increasingly used again on the Atlantic coast.
After her return from Spain, the 060 DB 6 went to La Rochelle, as did the last 060 DB 20. There was again temporarily missing the 060 DB 18, which was brought to Brussels as an exhibit at the 1958 World Exhibition . The 060 DB 19 to Alsace followed immediately from the factory in February 1958. In October 1958, test drives were carried out between Marseille and Ventimiglia . For the more demanding topography of this route , the 060 DB turned out to be too weakly motorized. Between May and July 1960, the five machines stationed in Alsace were replaced by those of the BB 63500 series; as a result, all 060 DB were finally gathered in La Rochelle.
When the diesel locomotives were renumbered in 1962, the SNCF assigned the 060 DB the series number CC 65000, where CC stands for the Co'Co ' wheel arrangement. The locomotives, now renamed CC 65001 to CC 65020, gradually migrated from express to local passenger transport and operated from La Rochelle from Niort , Rochefort and Saintes. But they also came to Blaye , Royan , La Tremblade , Le Chapus and Fouras ; in summer they moved from Paris Austerlitz coming coaches to the seaside resorts of the coast of Charente . Not least because of their small number, they did not completely displace steam between the Loire and Gironde . A number of freight trains continued to be carried by steam locomotives stationed in Nantes.
The 060 DB had proven itself and led to the conversion of the non-electrified routes from steam to diesel operation. Instead of two-engine machines, however, single-engine locomotives of the subsequent series A1AA1A 68000 , BB 67000 and CC 72000 were purchased. From the summer of 1968 onwards, BB 66000 from Nantes and A1AA1A 68000 from Rennes also increasingly took over freight transport between Nantes and Bordeaux. In return, 65,000 passenger trains pulled by CC replaced diesel multiple units between Niort and Chartres , at the weekly traffic peaks they even came to Paris-Montparnasse until the summer of 1970 .
In the summer of 1971, the last CC 65000 ran in front of express trains on the Nantes – Bordeaux and Poitiers – La Rochelle routes, before they were replaced there by the 140 km / h fast CC 72000. From the mid-1970s, her remaining freight train services between Nantes and Bordeaux went to Bordeaux-based BB 67300 and BB 67400 . From 1971 they also gradually lost passenger train services, as the steam generators were expanded during revisions; In 1978 the last steam-heated passenger cars operated on the SNCF.
In the remaining freight traffic, the locomotives were used in double traction if possible in order to protect the engines. In January 1979 the La Rochelle-Bongraine plant was closed; the CC 65000 were relocated en bloc to the Nantes-Blottereau depot without any change in their area of operation. In view of the now outdated technology and the need to drive them gently, the machines were entrusted to a limited number of train drivers and serviced by a special team. In 1983 Nantes received locomotives of the A1AA1A 68000 series, which took over the last remaining freight train services of the CC 65000 to Bordeaux. Nevertheless, the radius of action increased for them, and others were reached. a. Paimbœuf , Donges , Saint-Nazaire and Châteaubriant .
Almost half of the remaining locomotives were stored in good condition in 1986 in order to later use them in front of construction trains on the high-speed line LGV Atlantique . However, this project was not implemented. Instead, after the contact wire had reached Nantes in May 1986, they were used again in freight traffic, as other diesel series had been withdrawn from there due to electrification. Once again they were present between La Rochelle and Bordeaux-Hourcade, reached from Saintes u. a. Angoulême, Saint-Jean-d'Angély and Saint-Mariens as well as from Nantes Auray , Lorient and Rennes.
Modifications and repainting
The CC 65001 originally had an "apron" in the central area between the bogies on both sides, which was later removed according to the series machines. Even the tread plates on the front doors are no longer detectable in photos as early as 1958. As corrosion protection of their careers were closed the windows on the side doors at numerous machines towards the end.
The locomotive boxes were initially royal blue with a cream-colored stripe below the ribbon window. That and the roof section were dark blue, the buffer beam was held in light red. The front sections were each adorned with a cream-colored field that was widened in the area of the front doors. In the 1960s, the royal blue surfaces were painted a lighter blue and the cream-colored off-white, the widening was made simpler.
Whereabouts
All locomotives were retired by September 1988. It started with the CC 65010 in 1981, followed by the CC 65015 in 1985, both after accidental damage. After damage to the drive, it was the turn of the CC 65015, 65018 and 65020 in 1987, and in 1988 the CC 65009, 65013, 65017 and 65019; the remaining machines were finally shut down in an intact condition on September 25, 1988.
With the exception of five locomotives, all CC 65000 were scrapped in 1989. The Train à Vapeur de Touraine (TVT) association acquired the CC 65004, 65006 and 65012 between September 1989 and January 1990, which it used in front of freight and museum trains. The CC 65006 was awarded to the track construction company R. Veccietti & Cie in December 1990 and received corresponding lettering in italic red capital letters on the long sides . In 1993 the CC 65004 and 65012 were awarded to the CFTA , which they used until July of that year in construction train service between Calais and Boulogne and in the Eurotunnel . After the removal of used parts, the two machines were scrapped in Gray in 1998 . The CC 65005 was renamed AT3 TR 084 and 1997 ever investigated . Until the end of 1999 she mainly pulled gravel trains on the routes of the Morvan . It suffered a gearbox failure in 2000 and was scrapped in 2003.
The Agrivap Association (Musée de la machine agricole et à vapeur) in Ambert acquired the CC 65005 in October 1988, prepared it and painted it light green and white. Between Courpière , Giroux and Arlanc , she was in the freight traffic of two paper mills. In 2001 she received a dark green livery with red stripes. After the acquisition of two more modern locomotives in 2010 and 2013, these journeys were significantly reduced.
The SNCF kept the CC 65001 and refurbished it in 1994 as it was in 1962; it is preserved in the Mulhouse Railway Museum (Cité du Train).
Sister machines in Algeria and Argentina
Eight structurally identical locomotives (060 DC 1-8), but with armored driver's cabs, were delivered in 1957 to the Office CFA in Algeria for traffic from Algiers to Constantine and Oran . Its motorization corresponded to the 060 DB 6 locomotive presented in Spain, but the maximum speed was limited to 120 km / h.
The eight machines were followed the following year by the 060 DC 9–18, in 1959 the DC 19–28 and in 1962 the DC 29–37. Since these were intended exclusively for the transport of oil products from the Sahara to the Mediterranean , no steam generator was installed. A total of 37 machines were in use until the early 1980s. The locomotive boxes were painted light gray below the windows, the window band and the roof were painted dark gray with a narrow red band between them.
In November 1956, the Argentine railway company Ferrocarril General Roca ordered 25 almost identical locomotives, but without steam generators, for the 1676 mm gauge. The machines designated there as 5201 to 5225 were all delivered by the end of 1957. They were used in front of passenger and freight trains in the Buenos Aires area until 1981 . Instead of the two final signals, the yellow and red locomotives had a third headlight above the front doors.
Remarks
- ↑ 060 = Co'Co 'wheel arrangement, D = Diesel, B = after the 060 DA second series of six-axle diesel locomotives
- ↑ Like that of the logo, the background of the lettering was red on the first machines, at the latest from the 060 DB 10 it was then blue; the logo was mostly red
- ↑ The spelling of the front and side plates differed from each other: Front 060DB without gap, page 060 DB and - also with the new company numbers - spaces on both sides of the hyphen
Web links
- CC 65000 SNCF at trains-europe.fr (French)
- 060 DB ou CC 65000 at macollectiondetrains.com (French)
- Locomotora Alsthom 060 DB Linea Roca with numerous photos of the Argentine locomotives
- Blog with photo of the Algerian 060 DC 22
- Blog with a photo of Agrivap's CC 65005
Individual evidence
- ↑ a b c d e CC 65000 premiére série diesel mixedte in: Ferrovissime No. 70, p. 30 ff.
- ↑ a b 060 DB ou CC 65000 at macollectiondetrains.com, accessed on May 1, 2020
- ↑ a b Les particularités des CC 65000 in: Ferrovissime No. 70, p. 52 f.
- ↑ a b c d e f g h i j k l m n Une carrière entre Loire et Gironde in: Ferrovissime No. 70, p. 38 ff.
- ↑ a b c La seconde vie des CC 65000 in: Ferrovissime No. 70, p. 47.
- ↑ CC 65000 SNCF at trains-europe.fr, accessed on May 1, 2020