08/08/200808/04/2023.
Photo SNCF.
Trix 22576
Type
CC 40105
Mass / Max. current @ 12 V
710 g / ? A
Too wide by 2 mm (34.4 instead of 32.4, which is 6%), and buffers positioned too high by 1 mm, hence coupling problem (the buffers lean on the gangway rubber joints of the coupled coach). The reproduction of the “mustache” is poor (simple transfer for number, no relief). The red lamps are too big. The pantos are also a bit coarse (see springs).
Embedded “sound” decoder. The sounds are shabby: the horn is almost quacking! The only other noise is that of the fans.
See:
- Loco-Revue Forum CC40100 Serie 18 NMBS Märklin Trix.
- Loco-Revue Forum La bête est arrivée.
- gamos81.altervista.org for the reference list of issued CC 40100 models.
Locomotives built in ten units from 1963 to 1970 by Alsthom. Characteristics (first series - 40101 to 40104 / second series - 40105 to 40110): continuous power 3670/4480 kW. Maximum speed: 160/180 km/h (low speed) and 240/220 km/h (high speed). Weight 107/109 t. They could work with four different forms of current: 1500 V DC (France, the Netherlands), 3000 V DC (Belgium, Italy), 25 kV 50 Hz AC (France), 15 kV 16 ⅔ Hz AC (Germany, Austria, Switzerland).
Designed as “European locomotives”, and assigned to the Paris - Brussels - Amsterdam line, they never put the wheels on the Dutch network (except at the end of career for a special trip), nor besides in Germany. Some explain this curious fact by the necessities of service, others by a bad will of these networks. There may be some truth in both explanations… So, the 15 kV 16 ⅔ Hz equipment, which also posed technical problems (mainly, heating of the transformer due to the low frequency of the current), was soon enough removed, and these locomotives changed their status from quadricourant to tricourant.
Note: at the time, this machine was presented as the pinnacle of rail technology. In fact, mainly because of weight and cluttering problems, there was rather a regression: there was no single-phase graduator; in rectified AC as in DC, the speed control was done by rheostat, which was far from the ideal in terms of energy consumption. And some damages occurred on the rheostat resistors.
CC 40105 was put into service on 14 May 1969 at La Chapelle, and withdrawn on 1st December 1995.
Documents
- Loco-Revue sheet No. 6 / 65 b 6 (former series)
- File of La Vie du rail No. 962 of 20 September 1964 Les locomotives quadricourant série CC-40100 de la S.N.C.F.
- Assigments : Eurocity 64
- Photos on RailFanEurope
- SNCF 1972 booklet, p. 10 and p. 76.
- Le Train spécial No. 10 of February 1997 Les locomotives polytension, p. 16 and following.
- Ferrovissimo No. 2 of March 2005 CC 40100: the Queen!
- Site trains-europe.fr
- Wikipedia article
- Video Une machine pour quatre courants. .
Photo SNCF.
| 1:87 | |||
|---|---|---|---|
| 22 030 | 253.2 | 251.0 | |
| 20 840 | 239.5 | 238.5 | |
| 2 820 | 32.4 | 34.4 | |
| 3 605 | 41.4 | 41.1 | |
| Buffer height | 1 065 | 12.2 | 13.4 |
| 14 340 | 164.8 | 164.2 | |
| 3 216 | 37.0 | 37.0 | |
| 1 100 | 12.6 | - |
All-metal machine: it runs heavy, and yet the engraving is fine. Mechanically, it’s an A1A-A1A. The right wheel of each extreme axle has a rubber tyre. The current pickup is made by the six wheels of each bogie.