FS 685

FS 685
FS 685.089 in the DRS (Deposito Rotabili Storici) Pistoia
Number:	391
Manufacturer:	Breda , OM, Costruzioni Meccaniche di Saronno, Officine Meccaniche Napoli
Year of construction (s):	1912-1928
Type :	1'C1 'h4
Gauge :	1435 mm ( standard gauge )
Length over buffers:	20,575 mm
Length:	11,730 (locomotive)
Fixed wheelbase:	8,450 mm
Empty mass:	64 t
Service mass:	70.8 t
Service mass with tender:	122.3 t
Friction mass:	45 t
Wheel set mass :	15.5 t
Top speed:	110 km / h
Indexed performance :	1,250 hp
Coupling wheel diameter:	1,850 mm
Driving wheel diameter:	1,850 mm
Impeller diameter front:	960 mm
Rear wheel diameter:	1220 mm
Control type :	Walschaerts or Caprotti
Number of cylinders:	4th
Cylinder diameter:	420 mm
Piston stroke:	650 mm
Boiler overpressure:	12 bar
Number of heating pipes:	171
Number of smoke tubes:	24
Grate area:	3.5
Superheater area :	52.4
Evaporation heating surface:	190.4
Service weight of the tender:	49.6 t
Water supply:	22 m³
Fuel supply:	6 t
Control:	Heusinger / Walschaerts

The class FS 685 steam locomotives of the Ferrovie dello Stato Italiane (FS) were steam locomotives for light express trains with a four-cylinder engine. The 1'C1 ' wheel arrangement used is known as a prairie . 391 locomotives were built in five series and various conversion series from the FS 680 series . It was the most built Italian express steam locomotive.

history

FS 685.551 at Santhia

Just a few years after the series FS 680 wet steam locomotives with four-cylinder compound engines were put into service , a four-cylinder superheated steam locomotive with single-stage steam expansion, i.e. without compound action, was built and delivered from 1912 onwards, making use of their structural features. Breda delivered the first two series as FS 68501 to FS 68566 and FS 68567 to FS 68806, the later FS 685.001-066 and FS 685.067-106. In 1921 and 1922 the third series followed by Breda as FS 685.107-221. In 1927 the fourth series, consisting of FS 685.222-231 from Officine Meccaniche Italiane from Reggio Emilia (Reggiane) and FS 685.232-241 from Officine Meccaniche Napoli, came into service. As a fifth series delivered in 1926 and 1927 by OM Milan and Saronno in 30 copies, initially as a separate row FS 686 with numbers FS 686005-034 built version with Caprotti - valve timing out. In 1930 they were incorporated into the 685 series as FS 685.955–984.

construction

The standard design followed simple construction principles. Many components have been taken over from the previous version FS 680. A composite drive was omitted. The operating pressure of the boiler, which was of a similar type to that of the 680 series, was designed to be low and generated an hourly amount of steam of 10,200 kg. Nevertheless, the increase in performance to 1,250 hp compared to the previous version was remarkable. The supporting structure was a rigid frame that was supported on the three large drive wheels. The steering frame - consisting of the first and second axle - corresponds to the Italian type Zara , a variant of the German Krauss-Helmholtz steering frame. The front barrel axis was 60 mm, the rear 20 mm laterally movable. The machines had steam heating and air brakes. From the third series onwards, a longer boiler was installed and the curb weight of the locomotive increased from 70.8 t to 72.1 t.

Conversions

The design change in the design of the control for the fifth series was preceded in 1923 by a test with four locomotives from the third delivery series, which were converted accordingly and referred to as the pre-series locomotives FS 686.001–004 of a new series (see table). Starting in 1930, they formed the 685.8 series with the machines that were newly built with this control from the factory. And the ten machines of the fourth series, delivered by Reggiane in 1926, had Caprotti controls ex works.

The series got further growth in the years between 1926 and 1929 in the form of the sub-series FS 685.3 through the conversion of 31 units of the series FS 680 into superheated steam locomotives of the type 1'C1'h4 by Breda. The original serial number was increased by 300 - initially by 400 - so that the former FS 680.145 was the first to leave the factory in October 1926 as FS 685.545. A short time later it became the FS 685.445. This resulted in a further 31 conversion locomotives in the number range FS 685.301–452. Outwardly, they differed not only in the sand dome and boiler, with this modification variant other boiler tubes were also tested. At 16 bar, the boiler pressure corresponded to that of the original locomotives.

The next series of conversions, consisting of 40 machines, followed immediately and also included equipping the now converted FS 680 - and from this converted FS 681 and FS 682 - with Caprotti valve control. They became the sub-series FS 685.5 in the number range from FS 685.501–651. The original serial number was increased by 500. For a short time they were previously incorporated into the later dissolved FS 686 series as a sub-series 686.1 with an order number increased by 100 between FS 686.101 and FS 686.251. As the first converted former FS 680, FS 682.019 left the factory in Breda as FS 685.519.

The last modification variant from the FS 680, or the FS 681 already converted from it, was a group of 50 machines in the years 1931 to 1934. These also received a superheated steam engine, the Caprotti control, a Knorr preheater and a higher axle load to increase the friction weight. The service weight increased to 73.4 t. The power is given as 1350 hp and the maximum speed for this series has been increased to 120 km / h. The converted machines were classified as the FS S 685.5 series . Similar to the previously converted copies, the serial number was increased by 500. It all started with FS 680.051, which resumed service in April 1931 as SF 685.551. The last two were the rebuilt S 685.628 (ex FS 680.128) in July 1933, which was rebuilt at OM, and in September 1934 the FS S 685.591 (ex FS 680.091), which was converted at the Pietrarsa repair shop.

FS 680.110 was converted to a steam turbine on a trial basis in 1933 and classified as FS 685.410. The results did not meet expectations, so that a year later it was rebuilt into a piston steam locomotive. She kept her number until she was retired.

Five locomotives from the fifth series with valve control were retrofitted with a Franco-Crosti heat exchanger on a trial basis from 1939 . After a converted prototype from the FS 670 series, they were the second machine type of the FS with this type of preheater. The two preheaters were installed at an angle on the sides of the boiler. The boiler also had to be modified. The chimney gave way to two side-mounted exhaust gas ejectors. The locomotives were given a green streamlined cladding , some of which was taken back for maintenance reasons in the 1940s. At first they were given an S (Speciale) in front of the company number, in 1956 they were renumbered to FS 683 (see table). Weight and performance were comparable to the converted FS S.685.500.

business

FS 685.196 in Mantua

FS 685.196 in Rimini

Until the 1960s, locomotives made an important contribution to express train service throughout Italy. They seemed particularly popular and suitable for the lowland routes in central and northern Italy, for example on the routes from Milan to Rome or Venice, but also on the Rome – Cassino – Naples line. From autumn 1935 onwards they were also used from the Catania and Palermo depots on the routes from Messina to Syracuse and Palermo. With the completion of the electrification of the last main lines in the Po Valley, their area of ​​operation was downgraded to services on the branch lines. They remained here until the completion of the dieselization in the early 1970s. The last locomotives were the FS 685.196 assigned to the Udine depot, which was maintained for a daily passenger train on the Udine – Cervignano line until 1974, and FS 685.222, which completed its last journey on January 20, 1975 before a freight train on the Cremona to Codogno route .

The splinter class FS 683 was relocated to Udine in May 1959. Then three of the four machines came to Bari for a short time, until all four, distributed among the depots in Bari, Foggia and Udine, were in service until 1962 and then were taken out of service.

Whereabouts

FS 685.068 in the National Railway Museum of the FS in Pietrarsa near Naples and the FS S 685.600 from the last conversion series in the Museum of Science and Technology "Leonardo Da Vinci" in Milan, which resulted from the FS 680.100, remained inoperable. The privately owned FS 685.222 is parked in Pistoia.

After being taken out of service, FS 685.196 was subjected to a general inspection at the Verona repair shop and was available to the depot in Trieste for special trains. Later, FS 685.089, which had been on display for a long time in the Railway Museum of Campo Marzio in Trieste, was also put back into service for historical trains. Both were then assigned to the historical inventory of the Pistoia Depot until March 2013, where the Association Associazione Italvapore is also domiciled. FS 685.196 came back to Verona at this time.

Individual evidence

1. ^ Homepage of the Associazione Toscana Treni Storici Italvapore
2. ↑ Preserved locomotives of the class FS 685 at photorail.com ( Memento of the original from February 12, 2018 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. 

Web links

Commons : FS 685  - Collection of pictures, videos and audio files

• FS 685 at Märklinfan Club Italia marklinfan.com. Archived from the original on September 18, 2016 ; accessed on February 11, 2018 . 
• Pictures of the FS 685 at photorail.com

literature

• Wolfgang Messerschmidt: Beginning and end of the Italian 1C1 express locomotives . In: Wolfgang Messerschmidt (Ed.): Locomotive magazine . No. 78 . Franckh'sche Verlagshandlung, W. Keller & Co. , 1976, ISSN  0458-1822 , p. 217-229 .