FS ATR 100
| FS ATR 100 | |
|---|---|
 ATR 100 in Turin
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| Numbering: | FS ATR 101-109 |
| Number: | 9 |
| Manufacturer: | Fiat Ferroviaria |
| Year of construction (s): | 1935-1940 |
| Retirement: | 1962 |
| Axis formula : | (1A) '2'2' (A1) ' |
| Length over coupling: | End car: 21,070 mm Middle car: 18,050 mm |
| Length: | 60,850 mm |
| Height: | 3,574 mm |
| Width: | 3,040 mm |
| Bogie axle base: | End car: 3,600 mm Middle car: 3,300 mm |
| Empty mass: | 82.1 t / 103.3 t (after reconstruction) |
| Service mass: | 92 t / 112.5 t (after reconstruction) |
| Top speed: | 160 km / h |
| Installed capacity: | 2 × 400 hp |
| Driving wheel diameter: | 950 mm |
| Impeller diameter: | 950 mm |
| Motor type: | FIAT V1612 |
| Motor type: | 2 × 12-cylinder V |
| Power transmission: | mechanically |
| Number of traction motors: | 2 |
| Brake: | Air brake |
| Seats: | 2nd class 42 1st class 36 |
| Classes : | 1st / 2nd |
The ATR 101-109 were three-part express railcars of the Ferrovie dello Stato Italiane (FS).
history
In 1935, the FS commissioned Fiat Ferroviaria to develop an A uto t reno R apido diesel multiple unit for use in express train traffic on highways that were not yet fully electrified, such as Turin – Milan – Trieste in northern Italy . Fiat had already made a name for itself in the construction of light diesel railcars Automotrice Leggera , which were also known as Littorine .
In addition to the one-piece FS ALn 556 , which were purchased in large numbers from 1938 and which could be driven in multiple controls, there was a need for railcars with higher passenger capacity and speed.
construction
The ATR 100 were equipped with two 400 HP engines, had a diesel-mechanical power transmission and reached a speed of 160 km / h. The advertisement promised 2 × 500 hp and a top speed of 170 km / h. These key figures were achieved during test drives. The four-speed gearbox had a multi-plate clutch. The leading bogies in the end cars were powered by a motor that worked on an axle, the intermediate car rested together with the end cars on Jakobs bogies . The vehicles had air conditioning, a dining room and were designed aerodynamically. One end car had baggage, mail and service compartments, the intermediate car 36 seats in 1st class and the second end car 42 seats in 2nd class, each designed as an open-plan car . Velor, sound-absorbing panels and indirect lighting were used in the interior. The compressed air from the braking system acted on a combined drum and block brake.
In fact, the engines together had a total output of around 800 hp at 1600 rpm. During the test phase, the engines were each set to up to 500 hp at 1700 / min, later the continuous output was reduced to 2 × 375 hp at 1500 / min.
business
ATR 101 was the first train to leave the Fiat factory in Turin on August 21, 1936 and completed test drives on the Turin-Novara route. Top speeds of up to 172 km / h were achieved. It was exhibited at the Milan Fair and in Paris in 1937. There were even efforts to achieve continuous deployment on the Berlin-Rome route. Problems with the braking system and driving stability soon became apparent during operation. Shortly afterwards the career of the series as a fast luxury train was over. The maximum permissible speed has been reduced to 120 km / h. Little is known about the regular use of the series, which were delivered until 1940, before the outbreak of war, the long period of commissioning of the series and the outbreak of war certainly prevented a regular service. Almost half of the vehicles were parked or cannibalized by 1945. The ATR 101, 103, 106, 107 and 108 trains were refurbished at Fiat in 1947 and 1948. After eliminating the air conditioning and the dining area, the number of seats increased to 115 (38 in 1st class and 77 in 2nd class).
The ATR 107 was expanded to 136 seats (38 in 1st class and 98 in 2nd class). Now the multiple units were used in regular service from Turin to Milan, Genoa and Bologna. Furthermore, the low friction mass on only two driven axles and the poor visibility over the long bonnet caused problems for the machine personnel.
A loosened wheel set was followed by three fire damage between 1953 and 1957, always in the first motor vehicle. On June 3, 1961, a fire in the ATR 106, which broke out between Milan and Turin at full speed and completely destroyed the vehicle, ended the series' use. Passengers were not seriously injured in any of the accidents. All vehicles were scrapped by 1965. Until recently, there were problems with running smoothness, with oil leaks and brittle fuel lines, which could not be brought under control. Nevertheless, before they were taken out of service, vehicles were converted into trains with only first class and minor technical improvements in order to send them back to operational service as il Tre Bello (the three beauties). The innovations were supplemented by a paintwork matched to the FS ETR 300 .
Web links
- Since “SAPERE” - Ulrico Hoepli Editore Anno II - Volume V - n. 58 31 maggio 1937 - XV at www.viagginellastoria.it
- FS ATR 100 at scalaenne.wordpress.com
- Picture gallery of the ATR 100 at photorail.com
literature
- Claudio Pedrazzini: Berlin - Rome at 170 km / h The history of the FS ATR 100 . In: Wolfgang Messerschmidt (Ed.): Locomotive magazine . No. 78 . Franckh'sche Verlagshandlung, W. Keller & Co. , 1976, ISSN 0458-1822 , p. 198-204 .