At the time of the electrification of the Valenciennes-Thionville line, the single-phase current of 25 kV was introduced. Since no final decisions were made in 1952, the SNCF decided to experiment with different engine solutions by producing 4 different series of locomotives (BB 12000, BB 13000, CC 14000 and DC 14100).

The shape of all these locomotives with the two pantographs mounted above the driver's cab in the middle, the conical stems and the unusual blue paintwork of the locomotives gave all these locomotives, which were nicknamed "Iron", a coherent "look".

The CC 14000/14100 locomotives were intended for freight traffic at a maximum speed of 60 km / h, while the BB 12000/13000 locomotives were intended for mixed passenger and freight service.

Built in 20 units and ordered between January 1955 and March 1959, the 2640 kW CC 14000 were used in the north and east for heavy freight and coal trains, but were initially not very convincing due to the low reliability of the asynchronous converters and motors.

They were retired between 1977 (CC 14002, 14004, 14012 and 14017) and 1981, the last 7 machines (CC 14001, 14003, 14005, 14011, 14015, 14016 and 14018) were stationed at the Mohon depot. The CC 14018 in blue paint has been added to the SNCF museum collection. Less powerful with 1860 kW, but more numerous with 102 units, the CC 14100 were used in mining and steel transport. However, with the decline in this traffic and the increase in the speed of freight traffic, the field of application for these locomotives was gradually lost. The last 5 machines (CC 14125, 14146, 14153, 14155 and 14183) were decommissioned in June 1997.

In the course of its career, the CC 14000/14100 received some modifications, e.g. the green / yellow paintwork from November 1964 or conversions to limit the penetration of water and snow or to increase fire protection.

At the time of the electrification of the Valenciennes-Thionville line, the single-phase current of 25 kV was introduced. Since no final decisions were made in 1952, the SNCF decided to experiment with different engine solutions by producing 4 different series of locomotives (BB 12000, BB 13000, CC 14000 and DC 14100).

The shape of all these locomotives with the two pantographs mounted above the driver's cab in the middle, the conical stems and the unusual blue paintwork of the locomotives gave all these locomotives, which were nicknamed "Iron", a coherent "look".

The CC 14000/14100 locomotives were intended for freight traffic at a maximum speed of 60 km / h, while the BB 12000/13000 locomotives were intended for mixed passenger and freight service.

Built in 20 units and ordered between January 1955 and March 1959, the 2640 kW CC 14000 were used in the north and east for heavy freight and coal trains, but were initially not very convincing due to the low reliability of the asynchronous converters and motors.

They were retired between 1977 (CC 14002, 14004, 14012 and 14017) and 1981, the last 7 machines (CC 14001, 14003, 14005, 14011, 14015, 14016 and 14018) were stationed at the Mohon depot. The CC 14018 in blue paint has been added to the SNCF museum collection. Less powerful with 1860 kW, but more numerous with 102 units, the CC 14100 were used in mining and steel transport. However, with the decline in this traffic and the increase in the speed of freight traffic, the field of application for these locomotives was gradually lost. The last 5 machines (CC 14125, 14146, 14153, 14155 and 14183) were decommissioned in June 1997.

In the course of its career, the CC 14000/14100 received some modifications, e.g. the green / yellow paintwork from November 1964 or conversions to limit the penetration of water and snow or to increase fire protection.

In the second half of the 1950s, the FS developed a new “standard” diesel multiple unit with the aim of replacing the steam traction and the older, pre-war multiple units in subordinate services.

Even if these were not large or significant traffic, they were of fundamental importance for all national rail traffic. Simplicity of construction, reliability, a significant improvement in performance and comfort compared to previous generations of vehicles have made the new ALn 668 series railcars (with 68 seats and capable of multiple traction) a great success.

785 units were built for the FS, in 12 series over more than three decades.

In addition, there are around 90 pieces for private railways, associated sidecars and hundreds of copies based on them for foreign railways. From the 1900s and 1000s series from 1975/76, the car body was changed; instead of a central entry area, there were now two off-center entry areas. The series 1200 and 3000/3100/3300, on the other hand, were again equipped with a central entry area.

CHARACTERISTICS OF THE MODEL:

• Model with metal frame, 5-pole motor with cardan shaft drive on both bogies of a railcar, two wheels with traction tires
• Set consisting of a powered and a non-powered railcar
• Minimum drivable track curve radius: 192 mm
• Next18 interface (NEM 662) for DCC and DCC sound decoders, prepared for 11 x 15 mm "sugar cube" speakers
• "S" versions with built-in ESU Loksound Micro V5 sound decoder with loudspeaker and model-specific sound
• White headlight and red tail light with automatic travel direction switching, independent control of the third headlight in digital mode
• Possibility to selectively switch off the headlights, in digital mode via decoder and in analog mode via dip switches
• Standard interior lighting on all models
• Close coupling kinematics on both sides according to NEM 355, ex works with standard coupling according to NEM 356

In the second half of the 1950s, the FS developed a new “standard” diesel multiple unit with the aim of replacing the steam traction and the older, pre-war multiple units in subordinate services.

Even if these were not large or significant traffic, they were of fundamental importance for all national rail traffic. Simplicity of construction, reliability, a significant improvement in performance and comfort compared to previous generations of vehicles have made the new ALn 668 series railcars (with 68 seats and capable of multiple traction) a great success.

785 units were built for the FS, in 12 series over more than three decades.

In addition, there are around 90 pieces for private railways, associated sidecars and hundreds of copies based on them for foreign railways. From the 1900s and 1000s series from 1975/76, the car body was changed; instead of a central entry area, there were now two off-center entry areas. The series 1200 and 3000/3100/3300, on the other hand, were again equipped with a central entry area.

CHARACTERISTICS OF THE MODEL:

• Model with metal frame, 5-pole motor with cardan shaft drive on both bogies of a railcar, two wheels with traction tires
• Set consisting of a powered and a non-powered railcar
• Minimum drivable track curve radius: 192 mm
• Next18 interface (NEM 662) for DCC and DCC sound decoders, prepared for 11 x 15 mm "sugar cube" speakers
• "S" versions with built-in ESU Loksound Micro V5 sound decoder with loudspeaker and model-specific sound
• White headlight and red tail light with automatic travel direction switching, independent control of the third headlight in digital mode
• Possibility to selectively switch off the headlights, in digital mode via decoder and in analog mode via dip switches
• Standard interior lighting on all models
• Close coupling kinematics on both sides according to NEM 355, ex works with standard coupling according to NEM 356