SNCF Class Z 600
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| SNCF Class Z 600 | |
|---|---|
.svg) An SNCF Class Z 600 trainset in its original livery | |
| In service | 1958-2017 |
| Manufacturer | Decauville, OC Oerlikon |
| Constructed | 1958 |
| Refurbishment | 1981-1985, 1997-1998 |
| Number built | 8 |
| Predecessor | Z 200 |
| Successor | Z 800 |
| Capacity | 42 seated, 28 standing |
| Operator(s) | TER Auvergne-Rhône-Alpes |
| Line(s) served | Saint-Gervais–Vallorcine railway |
| Specifications | |
| Width | 2.68 m (8 ft 9 1⁄2 in) |
| Height | 3.79 m (12 ft 5 7⁄32 in) |
| Doors | 3 pairs per side |
| Wheel diameter | 800 mm (31.50 in) |
| Wheelbase | 10.5 m (34 ft 5 3⁄8 in) |
| Maximum speed | 60 km/h (37 mph) |
| Weight | 40.9 t (40.9 t) |
| Traction motors | 4 |
| Power output | 800 kW (1,100 hp) |
| Electric system(s) | 850 V DC Third rail |
| Current collection method | Contact shoe |
| Bogies | Bo'Bo' |
| Track gauge | 1,000 mm (3 ft 3 3⁄8 in) metre gauge |
The SNCF Z 600 was an electric railcar used on the Saint-Gervais–Vallorcine railway. Introduced in 1958, the railcars were used to transport passengers until the last unit was retired in 2017. 8 units were manufactured in total. They were replaced in service by the Z 800 and the Z 850.
Development[edit]
Starting in 1936, the PLM began looking into replacements to the Z 200s while maintaining tourist interest on the line. However, the Second World War postponed this project, and studies did not resume until the 1950s. After a period of development, four trains with two motor cars and a trailer were ordered from Decauville (mechanical parts) and Oerlikon (electrical equipment). Consultation with the Martigny-Châtelard railway made it possible to design equipment that was partially interoperable with the latter's BDeh 4/4, ordered at the same time. Notably, both series of trains were fitted with scharfenberg couplers. The Z 600s were delivered in 1958.
A railcar is organized as follows: a driver's cab, a baggage car, a 1st class compartment (eight seats), an access platform with two folding seats, a 2nd class compartment (32 seats). A total of 42 seats are available, plus 28 standing places. A railcar is equipped with two bogies with two driving axles. The four Oerlikon engines develop a total power of 400 kW 8 . The resistors are placed on the roof. The coupling in multiple units is carried out by an electric circuit 9.
The Z 600s had four braking devices:
- A parking screw brake, with shoes
- A rheostatic brake to regulate the speed on slopes
- a pneumatic service brake which acts on the same shoes
- An electromagnetic emergency brake, which acts on the rails, and powered by battery. This efficient brake makes it possible to dispense with the central braking rail required on the Z 200 equipment.
The Z 600s are complemented by ZR 20600 unpowered passenger car trailers, with 59 seats and 45 standing.
Initially, the trains were painted in a red and cream livery. A major revision took place between 1981 and 1985, when they received a new gray and orange "TGV" livery. With delays to the replacement Z 800s in the 1990s, another upgrade was carried out over 1997-1998. A third red and white livery called “Mont Blanc”, evoking that of the Z 800 equipment, was applied during the upgrade.
During tests on an easy profile, a Z 600 self-propelled car reached a speed of 82 km/h . It was decided to authorize a maximum service speed of 70 km/h (43 mph), which was subsequently reduced to 60 km/h (37 mph).
Composition of trains[edit]
The Z 600 railcars are compatible in service with four towed cars, registered ZR 20601 to ZR 20604. In this way, it is possible to compose four trainsets, in which a ZR 20600 trailer is flanked by two Z 600 railcars. However, other configurations are used: one Z 600 alone, two Z 600s, three Z 600s and one ZR 20600, and even three Z 600s and two ZR 20600s.
Service[edit]
The Z 600s ran on the entire Saint-Gervais–Vallorcine railway, from Saint-Gervais-les-Bains-Le Fayet station. In 1972, the second unit was badly damaged by a fire due to an electrical malfunction.
From 1986, Z 600s circulated on normal adhesion railways as far as Salvan on the MC network. Going further is impossible because of clearance issues with the cogwheel. These international services ceased in the early 1990s.
The Z 600s began to gradually be replaced in service starting with the delivery of the Z 800 railcars in 1996 and the Z 850 in 2005. However, they remained in passenger service until 2008. Some units remained in service until 2017, when the introduction of a new safety system along the line meant they could no longer operate.
References[edit]
External links[edit]
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