SNCF Z 5100
| SNCF Z 5100 | |
|---|---|
 Z 5115 in Paris in the Gare de Lyon 1980
|
|
| Numbering: | 5101-5182 |
| Number: | 82 |
| Manufacturer: | Carel et Fouché and MTE |
| Year of construction (s): | 1953-1958 |
| Retirement: | 1987-1998 |
| Axis formula : | Bo'Bo '(railcar) |
| Gauge : | 1 435 mm |
| Empty mass: | 138 t |
| Top speed: | 120 km / h |
| Hourly output : | 880 kW |
| Power system : | 1500 V = |
| Number of traction motors: | 4th |
The Z 5100 series of the French State Railways (SNCF) are electric multiple units made of stainless steel, which were built between 1953 and 1958. The 82 multiple units, consisting of a multiple unit, intermediate and control car, served as regional trains, mainly serving the suburbs south of Paris. From 1987 to 1998 the multiple units were gradually withdrawn from service.
The multiple units, which were designed for the route network electrified with 1500 volts direct current , are three-part, weigh 138 t and have a speed of 120 km / h . They have a continuous output of 880 kW . 122 2nd class seats, 40 1st class seats and a luggage compartment. The mechanical part came from Carel et Fouché , the electrical equipment from the Compagnie de Matériel de Traction Électrique (MTE).
history
.jpg)
The multiple units delivered between 1953 and 1958 were put into operation without intermediate cars and were originally intended to serve all suburban routes around Paris, as it was planned to electrify the suburban lines north of Paris with 1500 volts direct current. The motorization of the two-part multiple unit, consisting of a multiple unit and a control car, enabled strong acceleration.
From 1957 an intermediate car was placed between the railcars and the control car, from 1967 all railcars operated with intermediate cars. The multiple units were now in three parts. In 1963, sixteen multiple units were supplemented with an additional intermediate car to reinforce multiple units that went beyond the suburbs.
In 1985, some Z 5100 replaced the "standard" class Z 1500 multiple units on the route from Puteaux to Issy (section of today's line 2 of the Paris tram ) . Because of the busbar operation there , they were equipped with pantographs on the side to draw traction current . Due to the direct voltage of only 650 V, they operated with a reduced power supply. As a rule, they only ran as two-car trains made up of railcars and control cars; four-car trains were also used at peak times.
The first multiple units were taken out of service in 1987, the last in 1998.
Areas of application
Since initially not enough multiple units were available for all services on the electrified suburban lines in the south-east of Paris, the Z 5100 multiple units were temporarily supplemented with locomotives from the BB 1-80 series , each consisting of four former Passed the Chemins de fer de Paris à Lyon et à la Méditerranée (PLM) car.
In the south-west of Paris, from the Gare d'Orsay and Gare d'Austerlitz stations , the new multiple units gradually replaced the multiple units of the SNCF class Z 4100 from 1957 to 1967 . In the western suburbs of Paris, starting at Montparnasse station , the multiple units replaced double-decker commuter trains of the former Chemins de fer de l'État (ETAT) from 1957. From 1963, the four-part multiple units, supplemented by a further intermediate car, ran direct trains from Paris station Austerlitz via Juvisy to Brétigny.
From 1982 the Z 5100 shuttle trains replaced the older Z 4100 series shuttle trains in the provinces. Up to 24 shuttle trains were stationed in Tours-St-Pierre. Others were relocated to Toulouse to serve connections around Saint-Jory, where they were used without intermediate cars because the platforms in Saint-Jory were too short. The traffic around Bordeaux remains to be mentioned due to the relocation of commuter trains from Tours during the week.
Six multiple units were relocated to Vénissieux in the course of time. One of these multiple units carried out test runs for the Swiss Federal Railways (SBB) on the Geneva – La Plaine line in Switzerland . However, none were taken over by the Swiss Federal Railways.
The last shuttle trains of the Z 5100 series ran until September 1998 on the short branch line from the inner-city terminus of Orléans to the long-distance train station of Les Aubrais, which is a bit outside .
construction
The Z 5100 multiple units are based on the multiple units of the SNCF series Z 3700, which were procured from a predecessor company of SNCF, the ETAT, from 1938 for the newly electrified railway line from Paris to Le Mans.
The car body of the railcars as well as the associated control and intermediate cars are made of stainless steel according to a patent by Budd . Like their model, the Z 3700 series, the railcars did not have an electric brake. While the Z 3700 series is a difficult-to-separate articulated train with the axle formula Bo'Bo'Bo 'and has therefore driven all axles, the Z 5100 series consists of individual railcars, control cars and, later, intermediate cars, which can be separated operationally at any time. However, only the railcar is motorized. It has the axis formula Bo'Bo '.
The stainless steel with its beads in the side walls between the doors and on the roof characterized the entire multiple unit. On the roof of the railcar, which like the control car only has a driver's cab at the end of the multiple unit, are the starting resistors and one of the characteristic pantographs with four contact strips that are typical for DC operation in France .
The many doors with the many steps also characterize the multiple unit of the Z 5100 series. In contrast to the model, the Z 3700 series multiple unit, which could only be used on platforms with high barriers, the steps of the Z 5100 were a condition for liberal use .
Conversions
The ZRABx 15167 control car and the ZBD 5167 railcar received air suspension around 1978. This air suspension was used to gain experience. The data collected made it possible to optimize the air suspension that was emerging at the time, as it can be found in many new construction vehicles today.
Coloring
The multiple units had no paint on the outside due to the use of stainless steel.
Whereabouts
The Z 5119 shuttle train has been preserved. This Z 5119 shuttle train, consisting of the ZBD 5119 railcar, the ZRBz 25137 intermediate car and the ZRABx 15149 control car, was refurbished by an association as of 2015 and has been recognized by the French state as a cultural monument (Monument Historique) since 2013 .
SNCF Z 5100 as a model
The two French model railway manufacturers VB and Jouef realized the Z 5100 as a model in the nominal size H0 for the H0 gauge. Editions Atlas Collections also brought out a non-motorized showcase model of the ZRABx-15101 as part of the Automotrices des Rėseaux Français collection series .
literature
- Jacques Defrance: Le matériel moteur de la SNCF. NM La Vie du Rail, 1969. (New edition 1978)
Web links
Individual evidence
- ^ Jean Tricoire: Le tramway à Paris et en Île-de-France . Éditions La Vie du Rail, Paris 2007, ISBN 978-2-915034-66-0 , p. 85 f .
- ↑ Spelling according to vehicle address. For example, see picture Bugatti présidentiel, Cité du train on commons.wikimedia.org
- ↑ www.copef.org, Cercle Ouest Parisien d'Etudes Ferroviaires (COPEF), La Z 5119 ( Memento of October 28, 2016 in the Internet Archive ). Retrieved on May 5, 2015.
