The SNCF class BB 60000 is a new class of heavy shunters ordered by SNCF.160 locomotives will be built at the Vossloh works in Valencia, Spain , previously owned by Alstom. This class is not to be confused with the different BB60000 prototypes from the 1950s and 1960s.Therefore the new class is mostly referred to as BB460000, the prefix 4 being used by FRET in the SNCF group.

Initially the locomotive would be referred to as BB473000, but as it was ordered with a less powerful engine it was reclassified in the 6xxxx series used by low-power diesel locomotives..

History

At the end of the 1990s SNCF was faced with a diesel locomotive fleet of which the larger part was older than 30 years, and thus fuel-consuming and expensive in maintenance. Some locomotive classes were re-engined (BB66400 in BB69400, CC72000 in CC72100) to overcome some of the problems on the short term. On the longer term however, new locomotives had to be ordered as also the re-engined locomotives would reach their useful age.

An initial plan saw 69 medium-power locomotives (together with the SBB) and 55 high-power locomotives ordered. This plan was intensily modified, and eventually 160 low-power shunting locomotives (BB460000) and 400 medium-power locomotives (BB475000) were ordered.

For the low-power shunting locomotives there were 3 biddings: Vossloh with its G1000BB, Firema with its D146 locomotive and Alstom with an enhanced version of the SBB Am841 locomotives. The Vossloh bid was deemed too expensive and also Firema couldn't convince FRET, so Alstom won the bid. At first the locomotives would be powered with an MTU engine, as those engines are used in BB69400 and BB75000 locomotives and had an high performance, but because financial reasons the MTU engine was replaced with one from Caterpillar.

Technology

Initially SNCF wanted to buy a "catalog" locomotive, i.e. a standardised locomotive type without too many changes. Alstom proposed an enhanced version of the SBB Am841, which were the latest shunting locomotives Alstom had built. But, after some time SNCF had already a special wish: access to the cab by frontal doors instead of side doors. The cab had to be completely redesigned and this request already made the BB60000 a type on itself instead of a "version" of a standard locomotive..

The locomotive has nearly all of its technology derived of the SBB Am841, except for the cabine, engine and electric equipments. It has 2 hoods: the longer one houses the Caterpillar CAT3508B engine and the alternator, while the shorter one houses the electrical and brake equipment. The cabine is rounder than its derivative, access to the cab is possible by frontal doors. The cab has 2 full control desks and is equipped with air-conditioning. Bogies are the same as from its derivative and have primary (coil springs with Silentbloc, plus vertical shock absorbers) and secondary ("Sandwich" blocs) suspension, and house two traction motors per bogie with IGBT powerpacks. Brake equipment only consists of older wheel brakes, although equipped with plastic brake pads.

Although it was enhanced with new technology, this locomotive is criticised for being an "1990s" locomotive, as most of its design was conceived in the early-1990s. Other locomotives from Vossloh like the G1000BB series are considered more modern in design and more suited to today's operating conditions.

Career

After a homologation of 2 years the first locomotives were delivered in late-2006.They faced some problems such as inaduqate brake pads, causing unreliable shunting operations, and unwanted shocks caused by the locomotive's software. The first ten locomotives were retrofitted by Vossloh to overcome these problems, the rest will be delivered with the modifications.

The first locomotives are allocated to the depot of Sotteville, nowadays known as the EIMM Normandie. They will be working services in the Normandy area such as Le Havre and Mantes. From late-2007 onwards these locomotives will also work services to the greater Paris area, and from early-2008 the rest will work services in the south-east. Other depots might get these locomotives allocated as well, but owing to their high axle load they can not operate on some bad-conditioned local and industrial lines.

Notes

References

• La BB 46000 de Fret SNCF. In: Rail Passion 113, March 2007. Éditions La Vie Du Rail, , p. 18-20.

External links

• Statistical information about BB460000 locomotives on Trains-du-Sud-Ouest (French)
• European Railway Picture Gallery