SNCF XAT 1000
| SNCF XAT 1000 | |
|---|---|
 An XAT 1000 around 1939
|
|
| Numbering: | XAT 1001 and 1002 |
| Number: | 2 |
| Manufacturer: | Alsthom ( Tarbes plant ) |
| Year of construction (s): | 1937-1939 |
| Retirement: | 1959 |
| Axis formula : | Bo'2 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 25.68 m |
| Empty mass: | 55 t |
| Top speed: | 130 km / h |
| Traction power: | 304 kW |
| Motor type: | electric / diesel |
| Motor type: | 2 × TA 611 A |
| Power transmission: | electric / diesel-electric |
| Seats: | 68 |
| Standing room: | 26th |
The XAT 1000 , also known as the Autorail amphibious , was a two- unit railcar owned by the French state railway Société nationale des chemins de fer français (SNCF). As a two-motor vehicle , it could run both electrically under contact wire and diesel-electric on non-electrified routes.
prehistory
While vehicles powered by mineral oil were widely used in road traffic in the interwar period , this type of traction still led a shadowy existence on the railways. Neither the railway workers nor the politicians showed any interest in the diesel traction . Diesel oil , which was a by-product of the production of high-quality fuels , was to be reserved for shipping . In the 1930s only had rail company Chemins de fer de Paris à Lyon et à la Méditerranée (PLM) experience with diesel vehicles, which they especially on their 513 km long Algerian had acquired power.
history
The Compagnie du chemin de fer de Paris à Orléans et du Midi (PO Midi), to which the Compagnie du chemin de fer de Paris à Orléans (PO) and the Compagnie des chemins de fer du Midi had merged in 1934 , owned numerous lines electrified with 1500 V direct voltage , some of which are of minor importance. They were looking for a way to have railcars run both electrically and - on non-electrified routes - with the help of another form of drive. For this purpose, she ordered two two-motor vehicles from Alsthom ( Tarbes factory ) in 1937 . The railcars designated as ZZAT 1001 and 1002 were delivered as XAT 1001 and 1002 in 1939 to the SNCF, in which the PO Midi was absorbed on January 1, 1938.
The first test drives were carried out on the Pau – Canfranc railway line . In regular traffic, the railcars from Bordeaux to Libourne or Coutras were driven electrically under contact wire, on the subsequent routes to Bergerac and Périgueux diesel-electric. During the Second World War , due to the prevailing fuel shortage, they ran exclusively on the electrified routes around Bordeaux, which were powered by hydropower plants in the Pyrenees.
In the post-war period, however, the electric drive was hardly used. The corresponding components were removed in 1952, if superfluous, and the vehicles were given new, 209 kW diesel engines of the Renault 517 type. As pure diesel railcars they ran until 1959, after which they were stripped of their engines and used as company cars.
description
The 25.68 m long railcar rested on two bogies . Two type TA 611 A electric motors, each with an output of 152 kW, moved the axles of the motorized bogie, which was located under the end of the vehicle equipped with the pantograph . The space above the running bogie at the other end of the vehicle housed the 362 kW six-cylinder diesel engine and two generators .
The 55 t heavy vehicle ran at a possible top speed of 130 km / h at up to 120 km / h. It had pulling and pushing devices in order to run with sidecars - or in multiple traction with other railcars. The passenger compartment, heated with a steam boiler , had 68 seats and 26 standing places. Initially, the railcars were painted in the PO midi colors blue (below the ribbon window) and gray, later red and cream-colored in the style of the SNCF.