PO E 1-13, later PO E 281-293
SNCF BB 1280
PO E.1 (preserved at Mulhouse railway museum, 2012)[lower-roman 1]
Type and origin
Power typeElectric
BuilderGeneral Electric/Blanc-Misseron[1]
Build dateE.1 to E.8 : 1900-1904
E.9 to E.13 : 1905-1912
Total produced13
Rebuild date1930-5[1]
Specifications
Configuration:
​
 • UICBo′Bo′
Gauge1,435 mm (4 ft 8+1⁄2 in)
Wheelbase2.388 m (7 ft 10.0 in) (bogie)
Length10.609 m (34 ft 9.7 in)¤
11.371 m (37 ft 3.7 in)‡
Loco weight50 t (49 long tons; 55 short tons)*, 60 t (59 long tons; 66 short tons)*¶
54.6 t (53.7 long tons; 60.2 short tons)‡,
64 t (63 long tons; 71 short tons)‡¶
Electric system/s600 V DC third rail*
1500 V DC Catenary†
Current pickup(s)third rail / mini-pantograph[2]
Pantograph†
Traction motorsfour GE motors
Transmissionseries/parallel switching,[3] rheostatic control,[4] under 1500 V metadyne control
MU workingsecond series only (E.9 to E.13)‡
Performance figures
Maximum speed70 km/h (43 mph)*, later 100 km/h (62 mph)*‡[2]
50 km/h (31 mph)¶
Power output680 kW (910 hp) / 500 kW (670 hp) (hourly / continuous)
140 kW (190 hp) / 103 kW (138 hp) (hourly / continuous)¶
Career
OperatorsCompagnie du chemin de fer de Paris à Orléans, later SNCF
Class
  • PO E.1 to 13
  • PO E.281-293 (1500 V versions)
  • SNCF BB 280-293
  • SNCF BB 1280-1293 (after 1949)
NicknamesBoîte à sel (Salt cellars)[2]

The SNCF BB 1280 class were a class of 600 V DC 4 axle Bo′Bo′ electric locomotives, formerly Compagnie du chemin de fer de Paris à Orléans machines (originally PO E.1 to E.13), initially built for an underground section of line connecting the Gare d'Austerlitz to the Quai d'Orsay in inner Paris. The locomotives were converted for 1500 V DC use in the 1930s, and renumbered PO E.281 to E.293. They were absorbed by the SNCF, and operated as shunters until the late 1960s.

History

At the end of the 19th century the Compagnie du chemin de fer de Paris à Orléans (PO) was seeking to extend its railway into a more central location in Paris: an extension from the Gare de Austerlitz to the new Gare du Quai d'Orsay was constructed, including covered sections; the new section was similar to the recently constructed Baltimore Belt Line (USA), constructed by the Baltimore and Ohio Railroad (B&O) and operated by electric locomotives built by General Electric, which had worked well, and achieved speeds of 80 km/h.[1][8]

Eight locomotives were ordered for the new line, delivered between 1900 and 1904, numbered E1 to E8, with electrical equipment from GE, and mechanical equipment and structural parts manufactured by Blanc-Misseron. The line was electrified by 600 V DC, supplied by a third rail, with overhead collection via a mini-pantograph in the Orsay tunnel.[1][2] Unlike the B&O locomotives the PO units used geared drive, rather than the co-axial gearless motor drive of the 1896 B&O machines.[1][9][10][11]

Locomotive E.1 was exhibited at the 1900 Exposition Universelle in Paris.[12]

Paris & Orleans twin cab 'baggage car' variant

The first eight units were a single cab steeplecab design.[1] Further units were acquired as the system's electrification spread beyond the initial Orsay-Austerlitz line;[13] five units were acquired, with a twin cab design, with a baggage compartment (locomotives-fourgon).[1][lower-roman 2]

In service the locomotives were used throughout the PO system where electrified; the initial specifications of the design, matching those used for the tunnel shuttle service on the Baltimore Belt Line were too low geared for the general network, and in 1904 seven locomotives were upgeared and the top speed raised to 100 km/h.[1][lower-roman 3][lower-roman 4]

In the late 1920s/1930s 1500 V DC began to be used on the PO rail system; the locomotives were converted for 1500 V operation at workshops at Vitry-sur-Seine using a Metadyne for traction control. A new pantograph as well as sand boxes were added. After conversion the class were renumbered E.281 to E.293.[lower-roman 5] During the second half of the units operational life they were used for shunting at depots to the southwest of Paris.[1][4]

In 1949 the units were renumbered BB 1280 to BB 1293 as part of the SNCF. The class were withdrawn between 1965-7.[1][4]

One unit, numbered E.1 is preserved at the Musée français du chemin de fer in Mulhouse.[2][6][lower-roman 1]

Models

Tin plate version of the locomotive were manufactured by Maerklin in Gauge I, and by Bing, LR, and Jouet de Paris (Jep) in Gauge 0.[15]

Kit versions have been produced by Maison des Trains, Pullman, RMCF Keyser,[15] and Apogée Vapeur in HO scale.[16][17]

See also

Notes

  1. 1 2 The locomotive preserved was formerly BB1283, ex- PO E.2[6]
  2. ↑ During the Second World War number 1292 (ex-PO E.12) was damaged and rebuilt as a single cab machine.[1][7]
  3. ↑ Unit E.1 was not upgeared, being assigned to shunting work in Orsay.[6]
  4. ↑ The original gear ratio was 4.1 (79 to 18) reduction, this was reduced to a 2.23 reduction gearing for higher speed. The locomotives supplied after the original eight had a 2.23 ratio as built.[14]
  5. ↑ Renumbering was did not preserve number order.[6]

References

  1. 1 2 3 4 5 6 7 8 9 10 11 "LES BB 1281 à 1288 "BOITES A SEL" et BB 1289 à 1293 de la S.N.C.F.Du réel à la miniature", A - PETIT HISTORIQUE DE LA SERIE BB 1281-1288 et 1289-1293
  2. 1 2 3 4 5 "Locomotive électrique E1 " Boîte à sel "", citedutrain.com (in French)
  3. ↑ Parshall & Hobart (1907), "Paris-Orleans Locomotives", p.325.
  4. 1 2 3 4 BB 1280 ex E 1 à 13 PO (in French), Trains d'Europe
  5. ↑ "LES BB 1281 à 1288 "BOITES A SEL" et BB 1289 à 1293 de la S.N.C.F.Du réel à la miniature", C - CARACTERISTIQUES TECHNIQUES:
  6. 1 2 3 4 5 Boîte à Sel BB E1-8 du PO (in French), Apogée Vapeur
  7. 1 2 Boîte à Sel : locomotive fourgon PO E9-13 (in French), Apogée Vapeur
  8. ↑ Christopher T. Baer, "1900 : March 2005 Edition" (PDF), A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT, The Pennsylvania Railroad Technical & Historical Society, May 28, 1900
  9. ↑ Parshall & Hobart (1907), pp. 307–310, The Baltimore and Ohio 1896 Gearless Locomotives.
  10. ↑ Parshall & Hobart (1907), pp. 319–325, Paris-Orleans Locomotives.
  11. ↑ Exposition Universelle Interantionale de 1900 à Paris : Groupe VI : Génie civil : Moyens de transport : Troisième partie. Classes 32 (Tome II). Classes 33 et 34 : Locomotive électrique E 1 des chemins de fer de Paris-Orléans, p.374
  12. ↑ Exposition Universelle Interantionale de 1900 à Paris : Groupe VI : Génie civil : Moyens de transport : Troisième partie. Classes 32 (Tome II). Classes 33 et 34 : Locomotive électrique E 1 des chemins de fer de Paris-Orléans
  13. ↑ Parshall & Hobart (1907), p. 323, Paris-Orleans Locomotives.
  14. ↑ Parshall & Hobart (1907), pp. 322–324, Paris-Orleans Locomotives.
  15. 1 2 "LES BB 1281 à 1288 "BOITES A SEL" et BB 1289 à 1293 de la S.N.C.F.Du réel à la miniature", D - LES REPRODUCTIONS EN HO DES BOITES A SEL:
  16. ↑ Solde Boîte à sel PO E1-8 Origine RP25-88, Apogée Vapeur, retrieved May 31, 2012
  17. ↑ Réservation locomotive fourgon PO E9-13 (in French), Apogée Vapeur, retrieved May 31, 2012

Sources

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