SNCF Class CC 1100 - Wikipedia

Class of Pre WW2 French electric locomotives

SNCF Class CC 1100
CC 1101 at Villeneuve-Saint-Georges in 1986
Type and origin Power type Electric Builder Batignolles-Châtillon/Oerlikon Build date 1937–1948 Total produced 12 Rebuild date 1989–1995
Specifications Configuration: ​  • Whyte 0-6-6-0  • UIC C′C′ Gauge 1,435 mm (4 ft 8+1⁄2 in) Wheel diameter 1,400 mm (55 in) Length: ​  • Over body 17.910 m (58 ft 9.1 in) Loco weight 91 t (90 long tons; 100 short tons) Electric system/s 1500 V dc Current pickup(s) Pantograph Transmission Mechanical
Performance figures Maximum speed 25 km/h (16 mph) Power output: ​  • Continuous 400 kW (540 hp) Tractive effort 183 kN (41,000 lbf)
Career Operators SNCF Class CC 1100 Number in class 25 Numbers E 1001–E 1012 CC 1101–CC 1112 Nicknames Mille-plats (Centipede) Preserved CC 1110

The SNCF Class CC 1100 was a class of 12 centre cab electric shunting locomotives, the first two of which were originally ordered for the PO-Midi. Originally numbered E 1001–E 1012, under the 1950 SNCF renumbering they became CC 1101–CC 1112. They were built by Batignolles-Châtillon and Oerlikon, the first two, E 1001 and E 1002, in 1937 and the remaining ten, E 1003–E 1012, between 1943 and 1948.[1] Completely rebuilt between 1989 and 1995, the last was withdrawn from service in 2005.[2]

Description

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Design considerations

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At the time of ordering, decommissioned main-line locomotives of Class BB 1320 and Class BB 1420 were used for shunting purposes in marshalling yards. This was not entirely satisfactory for several reasons: their tractive effort was insufficient at low speed, the cooling of their rheostats was a problem and the BB type suffered from limited adhesion but had an axle load which may be too great for the yard tracks.[3] In response to these problems, the Paris-Orléans company considered the creation of a class of locomotives with specific characteristics specially designed for shunting in marshalling yards.

A Franco-Swiss construction

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Following an invitation to tender, the construction of the locomotives was entrusted to Batignolles-Châtillon for the mechanical parts and Oerlikon for the electrical equipment. Two prototypes were ordered in 1934, delivered in 1937 and put into service the following year by the newly created SNCF. In view of the good results obtained, an order for ten additional locomotives was placed on 25 April 1940; delayed by the Second World War, the delivery of these locomotives took place between 1943 and 1948.[4]

Technical description

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The locomotives were 17.910 m (58.76 ft) long and weighed 91 t (90 long tons; 100 short tons).[1] A continuously rotating Ward Leonard rotary converter provided sufficient tractive effort at low speed, despite a relatively low continuous power of 400 kW (540 hp), and without releasing much heat, because it supplied a fixed current of 300 amps at a variable voltage of 0 to 1500 volts dc. The class CC 1100 were able to propel trains of 2,000–2,500 t (2,000–2,500 long tons; 2,200–2,800 short tons).[5] A single, central cab reduced wiring costs and improved operator vision; it was framed by two, externally identical, covers which housed the circuit breaker and the batteries on one side, and the rotary converter on the other. Bogies with three axles coupled by connecting rods, of which only the end axles were motorized, made it a locomotive with full adhesion but with low axle load; it was the bogies, which were also interconnected, which supported the couplings and the buffers, the chassis not participating in the traction force.[6] The current was collected by a single pantograph placed on the roof of the driver's cab. The locomotives were equipped with regenerative braking, and the speed was limited to 30 km/h (19 mph). After dismantling the linkages, they could be moved from one yard to another at 50 km/h (31 mph), but this possibility was not used in practice: partially dismantled, they were transported on flat wagons.[7]

These characteristics make it the only series of locomotives specially designed for yard service in France. Also designed for yard service, the BB 1002-BB 1003 were not originally intended for use in France.[8]

Modernisation

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By the 1980s, the locomotives were getting old and were often immobilized for costly repairs to the rotary converters; this obsolete electrical equipment, intended for 1500 V dc (in practice, of the order of 1350 V in the 1940s) did not adapt well to a line voltage reaching 1700 to 1800 V;[9] and the cab comfort was no longer in line with what drivers had on other, more modern, locomotives.[10] However, no other locomotive then in service was able to replace them and the design and construction of a new series of electric locomotives providing the same services was deemed too expensive. It was therefore decided to modernise them. [11]

Between 1989 and 1995 the class underwent, at the SNCF workshops at Béziers, a major renovation which required several months of immobilization for each locomotive. They were equipped with an enlarged driver's cabin, providing the driver with better visibility on the tracks, better insulation and with a more ergonomic console. New electrical equipment consisting of modern chopper electronics replaced the rotary converters. The brake system was overhauled and radio remote control was installed. They were ballasted to increase their adhesive mass from 91–102 t (90–100 long tons; 100–112 short tons). On completion of the work the locomotives then received the orange and brown livery with grey bands designed by Paul Arzens and reserved for shunting locomotives.[12]

Career

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Service

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First numbered by SNCF in the E 1000 series, the two prototype units were initially registered E 1001 and E 1002, they became CC 1100 as part of the general renumbering of the SNCF engine fleet on 1 January 1950.[10]

The main use of the class, throughout their career, was the shunting of freight trains over the hump in marshalling yards. They do not seem to have operated from one yard to another.[13] After their modernisation, they could be remotely controlled from the yard command posts.[14] On the SNCF sectorisation on 1 January 1999, all 12 were allocated to the fleet of prime movers for Fret SNCF.

Despite an in-depth modernisation that could have allowed them to operate past 2010, their withdrawal began in 1998, with locomotives stopped for damage not being repaired.[15] The first to be withdrawn was CC 1109. CC 1110, which was the last to be modernised and remained in service until June 2005 in Toulouse, is now on display at the railway museum in Nîmes.

At the time of their withdrawal, they were the oldest locomotives in the SNCF fleet, having been in service for more than 65 years and the only ones to be, at this date, fitted with coupling rods.[4]

Depot allocations

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Initially the CC 1100s were put into service at the Vierzon, Orléans, Limoges and Tours-Saint-Pierre depots. In 1944, some of the units based in Orléans and Tours-Saint-Pierre were damaged by Allied bombardments but the damage was repairable.[16] In 1981, the allocations were changed: the locomotives moved to the depots of Tours-Saint-Pierre, Toulouse, Villeneuve-Saint-Georges, Lyon-Mouche and Avignon. After their modernisation, the locomotives were gradually deployed to Saint-Jory yard at Toulouse and Villeneuve-Saint-Georges marshalling yard.[17]

Fleet List

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number	Entered service	Initial Allocation[18]	Withdrawal	Withdrawn from
CC 1101	3 May 1938	Vierzon	1 August 2003	Villeneuve-Saint-Georges
CC 1102	11 May 1938	Orléans	27 December 2000	Villeneuve-Saint-Georges
CC 1103	19 October 1943	Limoges	28 September 2004	Villeneuve-Saint-Georges
CC 1104	13 January 1944	Orléans	30 June 2005	Toulouse
CC 1105	2 February 1944	Tours-Saint-Pierre	27 December 2000	Villeneuve-Saint-Georges
CC 1106	21 April 1944	Tours-Saint-Pierre	27 December 2000	Villeneuve-Saint-Georges
CC 1107	12 December 1944	Tours-Saint-Pierre	30 June 2005	Toulouse
CC 1108	1 August 1945	Vierzon	30 June 2005	Toulouse
CC 1109	7 September 1945	Orléans	11 December 1998	Toulouse
CC 1110	16 April 1946	Orléans	30 June 2005	Toulouse
CC 1111	8 July 1946	Tours-Saint-Pierre	29 December 2003	Toulouse
CC 1112	13 January 1948	Vierzon	26 January 2004	Villeneuve-Saint-Georges

Preservation

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Withdrawn in June 2005 then restored in the SNCF workshops at Béziers, CC 1110 is on display at the Nîmes railway museum.

References

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1. ^ a b Garvin, Brian; Fox, Peter; Appleby, Chris (1986). SNCF/French National Railways. Sheffield: Platform Five. p. 9. ISBN 0-906579-62-7.
2. ^ van Uden, Marco. "SNCF withdrawn electric locomotives". Railfan Europe. Retrieved 18 February 2021.
3. ^ Didelot 2020, p. 45-47.
4. ^ a b Constant 2006, p. 6.
5. ^ Collardey 1996, p. 8.
6. ^ Didelot 2020, p. 45-48.
7. ^ Fieux 2004, p. 41.
8. ^ Constant 2006, p. 10.
9. ^ Fieux 2004, p. 41-42.
10. ^ a b Knobloch & Collardey 1987, p. 47.
11. ^ Constant 2006, p. 7.
12. ^ "CC 1100: les mille-pattes changent de peau". Voies Ferrées (55): 26. September–October 1989.
13. ^ Fieux 2004, p. 40-41.
14. ^ Collardey 1996, p. 9.
15. ^ Fieux 2004, p. 42.
16. ^ Collardey 1996, p. 10.
17. ^ Constant 2006, p. 8-9.
18. ^ Didelot 2020, p. 48.

Bibliography

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• Collardey, Bernard (March 1996). "Les Mille-Pattes toujours sur pied !". Rail Passion (in French). No. 8. pp. 8–10.
• Constant, Olivier (2006). "Les locomotives à courant continu 1500 V". Encyclopédie du matériel moteur SNCF : Supplément à la revue « Le Train » (in French). No. 1. Publitrains. ISSN 1267-5008.
• Defrance, Jacques (1978) [1969]. "Le matériel moteur de la SNCF". La Vie du rail (in French).
• Didelot, Frédéric (January–February 2020). "CC 1100, BB 1200, 1300, 1400 : les locomotives de manœuvre conçues par le P.O.". Ferrovissime (in French). No. 103. pp. 30–51. ISSN 1961-5035.
• Fieux, Loïc (October–November 2004). "CC 1100 : derniers coups de bielle pour les mille-pattes des buttes". Correspondances ferroviaires (in French). No. 15. pp. 38–43.
• Knobloch, André; Collardey, Bernard (10 December 1987). "Les mille-pattes vont rajeunir". La Vie du rail (in French). No. 2122. pp. 46–47.
• Redoutey, Denis (2007). Le matériel moteur de la SNCF (in French). Paris: La Vie du rail. ISBN 978-2-915034-65-3. OCLC 470662461.

v t e SNCF locomotives
Electriclocomotives	DC BB 1–80 BB 100 BB 200 BB 300 BB 325 BB 900 CC 1100 BB 1280 BB 1320 BB 1420 BB 1500 BB 1600 BB 1800 2BB2 3200 2BB2 3300 2CC2 3400 1ABBA1 3500 1ABBA1 3600 1CC1 3700 1CC1 3800 BB 4100 BB 4200 BB 4600 BB 4700 BB 4730 2D2 5400 2D2 5500 CC 6001 BBB 6002 BBB 6003 CC 6500 CC 7000 BB 7003 CC 7100 BB 7200 BB 8100 BB 8500 BB 8700 BB 9001 BB 9003 2D2 9100 BB 9200 BB 9300 BB 9400 BB 9600 BB 9700 BB 80000 BB 88500 AC BB 12000 BB 13000 CC 14000 CC 14100 BB 15000 BB 16000 BB 16100 BB 16500 BB 17000 Prototype and experimental BB 10001 CC 10002 BB 10003 BB 10004 Dual-voltage BB 20100 CC 20150 BB 20200 CC 21000 BB 22200 CC 25000 BB 25100 BB 25150 BB 25200 BB 25500 BB 26000 BB 27000 BB 27300 CC 92000 Prototype and experimental CC 20001 CC 20002 BBB 20003 BB 20004 BB 20005 BB 20006 BB 20011 and BB 20012 Triple-voltage BB 30000 BB 36000 BB 36300 BB 37000 Quad-voltage CC 40100 BB 47000 BB 48000 (Prima II)
Diesellocomotives	Main-linelocos BB 60000 C 61000, C61100 BB 61000 A1AA1A 62000 BB 62400 BB 63000 BB 63400 BB 63500 BB 64700, BB 64800 CC 65000 CC 65500 BB 66000 BB 66400 BB 66600 BB 66700 BB 67000 BB 67200 BB 67300 BB 67400 A1AA1A 68000 A1AA1A 68500 BB 69000 BB 69200 BB 69400 CC 70000 BB 71000 CC 72000 CC 72100 BB 75000 BB 76000 CC 77000 CC 80000 Prototype and experimental BB 60000 040.DI. → BB 60001 030.DC → C 60002 040.DC → BB 60021 040.DM → BB 60031–33 040.DF → BB 60041 141.DA. → 1D1 60051 Shunters Y 2100 Y 2200 Y 2400 Y 5100 Y 5200 Y 6000 Y 6200 Y 6300 Y 6400 Y 7100 Y 7400 Y 8000 Y 8400 Y 9000 Y 9100 Y 11200 YBD 12000 YBE 14000 YBE 15000 Y 50100 Y 51100 Y 51200 Y BL
Steam locomotives	Tender locomotives 232.P 232.Q 232.R 232.S 232.U 141.P 141.R 240.P 241.P 242.A 150.P 150.X 150.Y 150.Z Tank locomotives 221.Q 030.TA 030.TU 030.TW 040.TX 050.TX 050.TQ 151.TQ
see also SNCF coaches, SNCF multiple units, List of SNCF classes

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