SNCF Z 50000
| SNCF Z 50000 | |
|---|---|
 The first train in Luzarches December 12, 2009
|
|
| Numbering: | Z 50001 -... |
| Number: | 215 orders 137 in operation |
| Manufacturer: | Bombardier |
| Year of construction (s): | 2009– |
| Axis formula : | seven-part Bo'2'Bo'Bo'2'Bo'2'Bo ' eight-part Bo'2'Bo'Bo'2'2'Bo'2'Bo' |
| Gauge : | 1435 mm |
| Length over coupling: | 94.31 m (seven parts ) 112.50 m (eight parts) |
| Width: | 3060 mm |
| Bogie axle base: | 2300 mm |
| Empty mass: | 210 t (seven parts) 235 t (eight parts) |
| Top speed: | 140 km / h |
| Continuous output : | 2620 kW |
| Acceleration: | 0.9 m / s² (eight cars) 1 m / s² (seven cars) |
| Braking delay: | 1.05 m / s² |
| Driving wheel diameter: | 840 mm |
| Power system : | 1.5 kV = 25 kV, 50 Hz ~ |
| Number of traction motors: | 10 |
| Drive: | Three-phase asynchronous motors |
| Operating mode: | Suburban train |
| Coupling type: | Scharfenberg coupling |
| Seats: | 407 (seven parts) 503 (eight parts) |
| Standing room: | 347 (seven parts) 402 (eight parts) |
| Floor height: | 970 mm |
| Classes : | 2 |
The SNCF Z 50000 , also known as Francilien or NAT (“Nouvelle Automotrice Transilien”), are multiple units that operate in the Île-de-France region on the Transilien network , starting from the Paris Saint-Lazare , Paris Nord and Paris stations Est , pervert. The units will include the Z series 6100 and the VB Replace 2N .
The train units are completely accessible and the car crossings, similar to trams , are very wide. The trains are built by Bombardier in Crespin .
Series production began in 2009. The commissioning of the first two trains took place on December 14, 2009, on the Paris-Nord – Luzarches route, after they had gone through the approval process.
history
Order
The fleet of vehicles in the Île-de-France region in the mid-2000s still consisted of old vehicles such as the Z 5300 and the Z 6100 . As these trains reached the end of their service life, additional traction vehicles had to be ordered. In addition, the Rames inox de banlieue (RIB) / rames inox omnibus (RIO) also had to be replaced.
The SNCF therefore decided to order new multiple units, which should serve suburban traffic from 2008. It was decided to procure single-story units that are fully accessible for passengers with restricted mobility. During the last 15 years, mainly double-decker trains have been procured because of the required capacity for suburban traffic.
The tender was launched in February 2004. Alstom, Bombardier and Siemens had submitted offers. In October 2006, Bombardier was commissioned to build 172 trains valued at 1.85 billion euros.
On December 11, 2013, the Syndicat des transports d'Île-de-France (STIF) announced that it would purchase a further 43 multiple units. These are to be used on the Transilien lines H (6 trains), K (18 trains) and L (19 trains). The long version was ordered for lines H and K. Units of the short version have been ordered for line L from the Saint-Lazare station . The trains should be available on lines H and K from December 2016, on line L a year later.
Manufacturing
Production of the trains began in Crespin in early 2007 . The first multiple unit passed extensive tests, including in the Wegberg-Wildenrath test center , on the Velim railway test ring and in the Rail Tec Arsenal . In April 2009 the running characteristics of the train were tested in Brittany . In June of the same year, test drives were carried out with a train on the Culoz – Modane railway line to ensure that the starting and braking properties were below 1.5 kV DC voltage test.
Meanwhile, the SNCF renewed several train stations, including the platforms to 920 mm increased above SO .
The first train was presented to the public on November 4, 2009 in the Technicentre de Paris-Nord . A new coat of paint (STIF) in the colors red, green and gray was also presented. All vehicles in the Île-de-France region will gradually receive this.
Delivery and commissioning
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The commissioning train drove from Luzarches to Gare du Nord on December 12, 2009 . Due to the strike, passenger operations did not begin until Monday, December 14, 2009.
The 172 train units should be completed and delivered between October 2009 and April 2015. Of these, Paris-Nord was to receive 82, Saint-Lazare 55 and Paris-Est 35 units. An option with 200 more trains could be used from 2016.
By May 2010, 28 trains a year should be delivered. However, due to technical problems, including the multiple control could not be used, they were not accepted by the SNCF and the delivery schedule was delayed. The approval for the multiple traction was granted on July 3, 2010. Bombardier was now trying to make up for the delays in delivery.
On November 4, 2010, a train failed near Écouen - Ézanville and the doors remained closed for an hour. A passenger then filed a complaint against the SNCF.
In March 2011, after the trains were still defective, the STIF , SNCF and Bombardier asked for a quick solution to these problems, and the delivery delay, which was two months, should have been eliminated by June 2011. On March 22nd, Bombardier had to interrupt the delivery of further units. The twenty units previously delivered showed insufficient operational readiness.
During the nights of April 2011, the trains took place on the Paris-Nord – Pontoise route to test the functionality of the steps and the door light grids. It was not until November of the same year that the trains could be used for the first time on this route in passenger service. At the same time, the region and the SNCF made claims for compensation because the trains did not meet the requirements.
From October 2011, the trains were delivered with minor changes. New LED headlights were installed, so two headlights per driver's cab could be omitted. In addition, the typhones were installed in a new place below the Scharfenberg coupling . The previously delivered units were brought up to the level of the newly delivered units by the end of 2012, this was officially referred to as a "retrofit".
From December 2011 to March 2012 the delivery was interrupted again. From March 2012, two units per month were delivered again, from August five. The first train ran on line P , Paris-Est-Meaux on February 11, 2013. From July, line L was gradually converted to this series. By the end of 2015, all services should be run with the series.
Operational routes
The 215 units were distributed over the individual routes as follows:
- Line H and K : 106 trains on the Paris – Luzarches (since the end of 2009), Paris – Montsoult-Maffliers – Persan-Beaumont (since mid-2010), Paris – Valmondois – Persan-Beaumont, Paris – Pontoise (since early 2011) routes and Paris – Crépy-en-Valois;
- Line J and L : 74 trains (delivery between July 2013 and 2017), on the following routes: Paris – Mantes via Poissy / Conflans, Paris – Ermont-Eaubonne, Paris – Cergy-le-Haut;
- Line P : 35 trains (delivery between February 2013 and June 2015) on the Paris – Meaux and Paris – Coulommiers routes.
After the commissioning of all 172 trains, the railcars of the Z 6100 , Z 5300 series and most of the RIO will no longer be in service. This will simplify the maintenance of the existing vehicles, since vehicles of the same type can then be grouped together on one route. Nevertheless, some routes will still have to be served with old vehicles, for example the Paris-Est – La Ferté-Milon route with BB 67400 and RIO .
deployment
The Z 50000 are located in the Joncherolles , Levallois and Noisy-le-Sec depots. A total of 137 trains are currently in operation.
Interior
The train units are completely accessible, which facilitates the distribution of passengers and increases safety. The car bodies have the unusual width of 3.06 m. This car width was made possible because each car body was only 13.24 m is long. The floor height of the car is 970 millimeters above the top of the rails, which means that, in conjunction with a platform height of 920 millimeters, passengers can change quickly. The end cars are wheelchair accessible. An eight-car train can seat around 1,000 passengers. The large car width allows five seats to be arranged side by side. The seats are attached to the side walls, which makes cleaning the inside easier. There is a sliding step at each door, which moves out on low platforms and enables easy entry and exit. In contrast to other vehicles in the Transilien network, no toilets were provided. Each train has space for bicycles.
The multiple units are equipped with an air conditioning system that regulates the temperature depending on the number of passengers. The equipment with underfloor heating is new. The passenger compartments are illuminated with light emitting diodes (LED).
The vehicles are equipped with dynamic passenger information . A total of 64 screens are distributed over a multiple unit. The vehicles are also equipped with video surveillance .
The driver's cabs are similar to those of the Autorail à grande capacité , with the driver's seat in the middle. Each driver's cab has three screens that can be used to monitor the door closing process. The images come from stationary cameras on the platform. The images from the video surveillance cameras in the passenger compartments are also displayed on a screen in the driver's cab. When the emergency brake is used, the image from the surveillance camera there is automatically activated. The train driver can look at the three seconds before pulling the emergency brake to check whether the emergency brake was pulled correctly.
Technical characteristics
The Z 50000 are articulated trains , the joints are on Jakobs bogies . The drive is distributed over the traction unit. The permissible speed is 140 km / h, the outside noise does not exceed 68 dB .
Two different versions were built: eight-car units with a length of 112.50 and seven-car units with 94.31 meters. In the seven-car units, an intermediate car is also shortened, as the platforms in the Saint-Lazare station are only 190 m long and double units are to run. These trains can carry 800 passengers, as opposed to the longer version that can hold 1000 passengers. According to the manufacturer, 90% of the components should be recyclable.
The units are two-system multiple units for 25 kV AC voltage with 50 Hz and 1.5 kV DC voltage . This means that all electrified routes in the Transilien network can be used. The two motors per motor bogie (ten in total) are three-phase asynchronous motors . According to Bombardier, energy consumption has been reduced by 20% compared to other modern vehicles. There are two independent drive units in each multiple unit. This makes it possible to continue operating in the event of a system failure.
During normal operation, 80% of the engine's power is used. If one fails, the other motors will run at full power (100%), allowing normal operation to continue. The starting acceleration of a seven-part unit is 1 m / s², an eight-part 0.9 m / s². The braking delay is a maximum of 1.05 m / s². All technical devices are located either on the roof or under the passenger floor of the train. The units run on "FLEXX Compact" bogies from Bombardier . The multiple units are equipped with a regenerative brake.
The vehicles have the following numbering scheme:
- End car, odd number: Z 50000 + (no. Of train * 2) - 1
- Intermediate car: ZR 500000 + (number of the car * 1000) + (no. Of the train * 2) - 1
- End car even number: Z 50000 + (no. Of the train * 2)
(The intermediate wagons, which rest on both sides on a powered Jakobs bogie, are designated ZZ 502000)
For example, train No. 9 (eight parts) has the following numbering scheme: < Z 50017> < ZR 50 1 017> < ZZ 50 2 017> < ZR 50 3 017> < ZR 50 4 017> < ZR 50 5 017> < ZR 50 6 017> < Z 50018>.
Web links
Individual evidence
All individual references are in French, unless otherwise indicated.
- ↑ - La naissance du francilien ( Memento of March 27, 2010 in the Internet Archive )
- ↑ Métropole - Un train de nouvelle génération pour "Transilien" ( Memento of the original of September 29, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ STIF - Des trains modernisés sur le réseau Transilien ( Memento of the original of March 3, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 36 kB), press release of March 24, 2006
- ↑ a b STIF press release : 91 nouveaux trains pour améliorer les transports en Île-de-France , on stif.org, accessed on 19 January 2014
- ↑ Le Parisien - Ultimes essais pour le Francilien , article of October 17, 2009
- ↑ Métropole - Transilien au pied des Alpes ( Memento of the original of November 19, 2009 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Le Parisien - Les travaux de la ligne H commencent à la gare du Nord , article of July 11, 2009
- ↑ Ville Rail & Transports - C'est le premier Francilien ( Memento of the original of November 8, 2009 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ (de) The Francilien is in motion!
- ↑ a b STIF - Le Francilien - Portrait et fiche technique ( Memento of the original from September 7, 2008 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 1.5 MB)
- ^ STIF - Ligne H / Francilien - Le STIF demande à la SNCF et à Bombardier de déployer rapidement toutes les mesures possibles pour rétablir le bon fonctionnement de la ligne. ( Page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 103 kB), press release of March 14, 2011
- ↑ RTL.fr - Bombardier suspend la livraison de ses trains de banlieue , article from March 22, 2011
- ↑ Challenges - La SNCF envisage de rompe avec Bombardier ( Memento of the original from June 4, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Francilien, le retour? In: Rail Passion . No. 173 , 2012, p. 28 .
- ↑ Le blog officiel de la ligne H - Un mot du Francilien par Pierre Barthelemy , May 25, 2012
- ↑ Le Parisien - Le Francilien est arrivé sur la ligne Paris-Meaux… discrètement
- ↑ Le Parisien - Le train du futur accessible en 2013 sur la ligne Saint-Lazare - Cergy , article of 25 September 2012
- ↑ a b Le Parisien - Le train du futur arrive dans 99 jours , article of 4th September 2009
- ↑ a b c STIF / Transilien - Carte prévisionnelle de déploiement du Francilien (PDF; 971 kB)
- ↑ Document trains du Sud-Ouest on the series (PDF; 20 kB)
- ↑ Les voyageurs aux petits soins . In: Rail Passion . No. 153 , 2010, p. 53 .
- ↑ Rail Passion n ° 155, September 2010, Le Francilien côté conducteur , p. 32
- ↑ Les voyageurs aux petits soins . In: Rail Passion . No. 153 , 2010, p. 54 .
- ↑ a b Rail Passion n ° 153, July 2010, Un matériel innovant pour l'Île-de-France , p. 51
- ↑ Rail Passion n ° 153, July 2010, Un matériel innovant pour l'Île-de-France , p. 50
- ↑ Métropole - NAT: premier train en Île-de-France ( Memento of the original from May 15, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , article du 7 avril 2009
