CC 14014 Jouef

CC 14015

Photo Ben Brooksbank on wikimedia.org.

Jouef HJ2334


CC 14014

Mass / Slipping current @ 12 V

339 g / 420 mA

This model is in the mid-1960s configuration. Indeed, its small nose lamps are not obscured, the small bonnets are not extended, and the buffers are cut and not rounded (but were these last modifications made on all machines?).

I wanted to wait for the release of a model better corresponding to the era IV, but the recent giving up of the French subsidiary by Hornby and its withdrawal to England made me fear a cancellation of announced releases. The price discount (25%) ended to convince me!

Mechanically, the CC 14000 Jouef is an A1A A1A: the median axles are not driving. The axles located towards the ends of the machine are equipped with rubber tyres. The front buffer beam is equipped with an articulated screw coupling. The front drawbar is easily removable if you don’t want to install a functional coupling, which makes it possible to no longer see the little discreet NEM box.

Regarding the respect of the scale, it is almost flawless, except for the distance between bogie pivots curiously reduced by 3 mm.

The pantographs respect the very particular geometry of the prototypes (MT type), in that, given the small width of the bow, the sides are inclined, the various frames forming trapezes and not rectangles. This feature is not respected on the BB 12000 Trix for example. MT type pantographHowever, it is not mechanically perfect, but I don’t see how it could be at 87th scale: the horizontality of the bow is assured only when the panto is unfolded to the maximum, because there is no parallelogram system at this level (red circle). On the other hand, the rods connecting the lower pivoting shafts (green circle) do their job of maintaining the symmetry of the panto, except when folded, because the clearance given to them is then insufficient. In reality, the kinematics of this system require very accurate dimensions. Here, the compensation is done by deforming the frame! The pallets are a bit rustic. In particular, the wear bars are missing.

The pantograph stands are plugged into the cab, with an electric contact blade for those using a functional catenary. It will be very practical to intervene on the pantos, in particular to remove the central fixing screw.

For mounting a decoder, it is necessary, according to Jouef, to first remove the pantos with their support, then the lateral vents, then disassemble a bonnet (three screws); it is the rear bonnet, no need to disassemble the other one. The central screws are not very accessible, so let’s not add useless work (and, perhaps, irritation).



  • 21-pin Lenz Silver+ decoder. Programming a decoder without sound is no problem. Here are the original assignments:
    Red lights Default key Lenz output ESU output
    Front F1 C AUX1
    Rear F2 D AUX2
  • Pantographs extension limitation by plastic stop and removal of their central fixation screw.
  • Painting of the (shiny) wheels and bogie sides with a mixture of different Humbrol Enamel shades.

Single phase locomotives with rotating single-phase to three-phase converter, built in 20 units between 1955 and 1960, by the Société de construction des Batignolles for the mechanical part and Oerlikon for the electrical part. Main features:

  • continuous power: 2.642 kW (3.590 hp);
  • corresponding force: 22.469 daN;
  • maximum speed: 60 km/h;
  • unladen weight: 123.2 t.

These locomotives were designed for hauling ore trains on the Valenciennes-Thionville artery (North-East of France), but they could be seen in the Paris region, bringing complete trains of coal to supply EDF (Electricité de France) thermal power plants.

They made it possible to test a very complex solution to exploit the industrial 25 kV / 50 Hz current, which consisted of using two rotating groups, the first to convert the single-phase current to three-phase, the second to vary the frequency from 0 to 135 Hz, to use asynchronous motors (more robust — at least in theory — and less expensive) instead of the usual DC motors used at that time.

We know how to do the same thing since the 1990s with power electronics. But in the 1960s, the electromechanical solution posed many reliability problems, which is why these machines did not have a very long life (less than 25 years, which is not much for a locomotive).

The CC 14014 is put into service on 23 June 1958 in Lens. It was transferred to Mohon in June 1978, and was struck there on 1st June 1980. It only knew these two depots.


CC 14014 JouefCC 14014 Jouef

CC 14015

Photo Ben Brooksbank on wikimedia.org.

18 890 217.1 217.2
17 700 203.4 203.5
Cab width 2 900 33.3 33.4
3 695 42.5 42.3
9 510 109.3 106.3
4 670 53.7 53.1
1 100 12.6 12.4