FS E.321 (1921)
| FS E.321 | |
|---|---|
 |
|
| Numbering: | E.321.001-017 |
| Number: | 17th |
| Manufacturer: | mechanical Officine Meccaniche electrical TIBB |
| Year of construction (s): | 1921-1923 |
| Retirement: | unknown |
| Axis formula : | 1'C1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,770 mm |
| Total wheelbase: | 10,000 mm |
| Service mass: | 69 t |
| Friction mass: | 48 t |
| Top speed: | 95 km / h |
| Hourly output : | 1,450 kW |
| Continuous output : | 1,170 kW |
| Driving wheel diameter: | 1,500 mm |
| Power system : | 650 V DC voltage |
| Power transmission: | direct power transmission from direct current busbar to direct current traction motors |
| Number of traction motors: | 2 |
| Drive: | Angular rod drive type Kandó with 2 electric motors located deep in the frame |
| Brake: | Handbrake air brake type Westinghouse |
| Particularities: | electric locomotive with power rail |
The E.321 series was an electric locomotive series of the Italian state railway Ferrovie dello Stato . It was used on the Ferrovie Varesine and the Naples Metro in the power system with a side conductor rail .
From 1959 there was still a shunting locomotive with the same FS designation.
history
The electrification of the railway in Italy began around 1900, when, in addition to the northern Italian three-phase network and an unsuccessful attempt at operation with accumulator railcars, operation with direct voltage of 650 V and power rail on the Ferrovie Varesine from Milan to Varese was carried out.
Since the planned service developed positively , this locomotive with the designation E.321 was developed as a further development of the predecessor version FS E.320 , which had been in use on the line since 1912 . Compared to the previous version, this design showed some improvements, particularly in the electrical area, an increase in output to 1.45 MW and an improved power transmission (especially of the triangular frame). It was possible to keep the total weight 2 t less, the friction weight remained roughly the same.
Otherwise, the locomotive was designed as a box locomotive with two driver's cabs at the tips. The running axles were combined with the neighboring coupling axle to form a Zara frame . The middle driving axle had side play. As with the three-phase locomotives, the torque on the coupled drive axles was transmitted by the motors through a triangle. All coupling wheels were braked on both sides with a block brake. The main air tanks were located on the roof of the locomotive. Several roof segments and the middle part could be removed from the box in order to dismantle the drive motors.
The two traction motors were connected in series . The drive switch was located in the middle of the engine room and could be switched from the driver's cabs with the help of a continuous shaft. The main switch and the reversing switch were switched pneumatically. The current was drawn with eight grinding shoes, four of which always had to be present so that a current of 3.2 kA could still be drawn at a speed of 95 km / h .
The vehicles had a performance characteristic according to which trains with a load of 200 t could be transported on slopes of 12 per thousand at 80 km / h without any problems. This demonstrated their area of use for the carriage of passenger trains on the Ferrovie Varesine and the Naples Metro. Stationing data about the vehicles is missing. The E.321.012 has been preserved and is an exhibit in the Milan Museum of Technology .
See also
literature
- Wolfgang Messerschmidt: History of the Italian electric and diesel locomotives . Orell Füssli Verlag, Zurich 1969.
Web links
- Website about three-phase locomotives in Italy with a photo of the E.321
- Website about the E.321 with technical data (Italian)