RAILCARS - THE FRANCO ETHIOPIAN RAILWAY FROM 1900 TO 1980.



Gallery N°38 : Railcars (C.F.E. period)

In 1964 the Franco-Ethiopian rail network took delivery of the two first examples of a series of diesel-electric railcars designed to improve passenger service. They carried around 250 passengers in 3 classes at 85 km/h: the route Addis-Ababa to Dire Dawa, a distance of 473 km, could be covered in nine and a half hours, including a stop of ¾ hour at the station restaurant in Awash. This was a very respectable time. For safety reasons, the average speed was reduced to 45 km/h.

The CFE had chosen a composition of a locomotive followed by 2 (or 3) specialised coaches or trucks in an already tested method. Sixteen 550 hp railcars, manufactured by De Dietrich, had already been used on the difficult line out of Madagascar since 1957/58. Four units of equal power had been delivered to the Abidjan-Niger Railway system in 1962 and had proved to be very efficient.

The Electric Railcar produced 550 Horse Power. The electric transmission, manufactured by Alsthom, had been kept along with a power group and 2 electric motors on a bogie (of a B2 design) which permitted a reduced weight per axle and more stability, and standardised the piloting, similar to the BB "Union Française" machines made by the same manufacturer.



The coaches were actually lightened cars, but of solid construction, offering comfortable suspension, spacious areas for standing passengers and free movement throughout the whole train :



The first two trains were delivered by Billard in 1964 but the third, delivered in 1967, had a body manufactured by Soulé in Bagnères de Bigorre after Billard ceased trading.

In 1972 the CFE completed its rolling stock by ordering 2 Alsthom-Soulé trains (delivered on 12 April and 17 June 1974) with some body variation but otherwise very similar. This "Ethiopian Type" of "French railcar" became the one best suited for use throughout Africa. Its success has never waned :

The diesel electric railcar was powered by the very well known MVO V12 ASHR 36 l engine. The diesel engine was turbo-compressed and adjusted at 2000 t/mn which boosted output to 950 Horse Power. This supplied the power to 2 Alsthom M3 electric motors attached to either R 153 or R 154 bogies. The railcar was 23.70m long and weighed 52 t when working. It had a minimum radius of 75 metres and was capable of a maximum speed of 90 km/h even when pulling 3 coaches. The normal speed in use, however, was more sensibly kept to 45 km/h.


(driving schematic : "Soulé" Ethiopian type)

The railcar layout was as follows: A driver's cab, with 3 seats, behind which was the engine room with its B-unit. The first access platform came next with the toilet and 2 folding seats. This led to the first class compartment, having 14 individual seats and 4 folding seats. A second access platform followed, with 2 folding seats, leading to the 2nd class compartment that had ten 2-seater benches. Finally, the rear control room was split and situated either side of the communication door leading to the coupled coaches; 42 passengers could therefore be transported in very adequate conditions although the train was not air-conditioned.

C.F.E. Railway Network registration numbers.

NUMBER YEAR MANUFACTURER OBSERVATIONS
ZA 101 1964 550ch BILLARD Red stencilled numbers
ZA 102 1964 550ch BILLARD Red stencilled numbers
ZA 103 1967 550ch SOULE Red stencilled numbers
ZA 104 1972 "Ethiopian" type 950ch SOULE Red stencilled numbers
ZA 105 1972 "Ethiopian" type 950ch SOULE Red stencilled numbers




RAILCARS - THE DJIBOUTI-ETHIOPIAN RAILWAY AFTER 1980.



Gallery N°39 : Railcars (C.D.E. périod)

These diesel-electric railcars were very much in demand. Even when almost fully loaded, they provided a good service. They were affected by many incidents due to years of war and limited track maintenance. Their very sober livery had hardly changed since they were put into service.
One such railcar was still in use in 2008 and had been equipped, as had all the others, with grilles in front of its windows and headlights for protection against all types of hazards such as stones, branches and roaming cattle. The ZA 102 and 105 were still in use in 2010. The ZA 101, damaged during the Ogaden war, was being repaired and refurbished in the workshops of Dire Dawa in 2009. Of identical features but with different looks due to updating of the coachwork, two more Soulé railcars were delivered in 1984 and 1985 one of which, the ZA 106 was still running in 2010.

C.D.E. Railway Network registration numbers.

NUMBER YEAR MANUFACTURER OBSERVATIONS
ZA 101 1964 550ch BILLARD Red stencilled numbers
ZA 102 1964 550ch BILLARD Red stencilled numbers
ZA 103 1967 550ch SOULE Red stencilled numbers
ZA 104 1972 "Ethiopian" type 950ch SOULE Red stencilled numbers
ZA 105 1972 "Ethiopian" type 950ch SOULE Red stencilled numbers
ZA 106 1984 "Dakar" type 700kW SOULE Moulded plate "CDE"
ZA 107 1985 "Dakar" type 700kW SOULE Moulded plate "CDE"
ZRD 107 1984 Passenger coaches SOULE Delivery of 10 coaches