FS E.331

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FS E.331
Locomotiva FS E.331.1.jpg
Numbering: E.331.001-018
Number: 18th
Manufacturer: mech. Breda
el. BBC
Year of construction (s): 1915-1918
Retirement: 1963
Axis formula : 2'C2 '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 13,370 mm
Height: 4,050 mm
Total wheelbase: 10,600 mm
Service mass: 92 t
Friction mass: 48 t
Top speed: 100 km / h
Hourly output : 1,900 kW
Driving wheel diameter: 1,630 mm
Impeller diameter: 960 mm
Power system : 3.6 kV / 16.7 Hz three-phase current
Power transmission: direct power transmission from three-phase catenary to three-phase traction motors
Number of traction motors: 2
Drive: Helical rod drive with 2 jackshafts
Brake: Handbrake
air brake

The E.331 series was an electric locomotive series of the Italian state railway Ferrovie dello Stato . It was used on the northern Italian three-phase network in light passenger train service. The locomotives were in service until 1963, and none of the locomotives in the series have survived.

history

After the development of the first FS E.550 and FS E.330 locomotives from 1908, the successful development of the northern Italian three-phase network led to the efforts of FS to break the monopoly of Società Italiana Westinghouse by creating a locomotive of a different design. This resulted in the locomotives of the FS E.331 and FS E.332 series . An order for 18 machines arose from this locomotive in 1913, whereby licenses from the BBC company were used for the electrical part . The locomotives were intended for use on lines electrified with three-phase current on the level and on lines in river areas, especially for the Genoa - Savona line , which was electrified on September 1, 1916.

The designation of the locomotive is derived from the following scheme; E means electric locomotive , the first 3 indicates the number of coupled axles with three, the second 3 classifies the locomotive as one with a larger coupling wheel diameter for the use of passenger trains, and the third digit 1 indicates the first structural design corresponding to the first two digits . This designation came into force in 1917 and was made recognizable from 1931 with an outer label on the box.

Due to the entry of Italy into the First World War , all 18 locomotives were not delivered until 1917. The locomotives were also created with a few mechanical and electrical defects, which were due to the circumvention of the Società Italiana Westinghouse patents and to war reasons. Then obviously the electrical equipment, which was more complicated than the locomotives of Società Italiana Westinghouse, led to numerous malfunctions, so that the locomotives were replaced by the FS E.333 in demanding service . This locomotive also had a much more favorable ratio of frictional weight to total weight, which meant that the E.331 series locomotives were then used on less demanding branch lines.

It was mainly used in the Turin and Bussoleno area as well as on the line from Turin to Modane on flat or slightly inclined routes with different speeds. After the routes in the original area of ​​operation had been converted to direct current or diesel operation, the locomotives were relocated to Savona from 1961 , where they were soon retired. The last locomotives were then completely retired in 1963. The locomotives were then scrapped by the end of 1964.

The locomotives were only considered to be an average in terms of reliability in comparison with the other locomotives of the northern Italian three-phase network . After this series, the chapter of the cooperation between FS and companies from Switzerland in the field of three-phase locomotives came to an end. The locomotives were also not very popular in operational service. It cannot be inferred from the literature that they had a heating device for passenger train service. So they could only be operated with a heating truck in winter operation. The main switch of the locomotives was in the back of the driver's cab without any protective device. It is said that there were explosions with fatal results as a result of overcurrent through the ejecting hot oil. This earned the locomotives the not very positive nickname Assassin or Casse da morto ( box of death ).

technical description

The locomotives, and also the FS E.332 , differed from the other locomotives of the northern Italian three-phase network in that they were designed as long, smooth box locomotives without any front end, with end driver's cabs and steps on both sides as well as the forward bogies. The FS E.331 series could only be distinguished from the FS E.332 after looking several times; the only apparent difference was the shape of the roof; The FS E.332 had an additional structure between the pantographs ; the front part of the roof up to the driver's cab was slightly angled, on the FS E.331 it was straight.

Mechanical part

The locomotive's running gear had been selected for a gentle curve on the winding routes around Genoa . The design was inspired by the E.3101 locomotive of the Chemin de Fer du Midi from France, which at that time was still built as a rod locomotive. Compared to the FS E.330, the traction motors were moved upwards and had a diameter of 2,140 mm. Two jackshafts located between the running axles were driven by these via a helical rod drive, from which the drive wheels were driven. This resulted in a significant increase in the weight of the locomotive compared to the Società Italiana Westinghouse design , the locomotive had a specific weight of 21.5 kW / t. In addition, there were disturbances due to more complicated mass balancing.

Electrical part

The electrical equipment of the locomotive is based on Swiss patents. It provided for the motors to be connected in series with 6 and 8 poles and in parallel with 6 and 8 poles. The three-phase current taken from the catenary was passed on to the drive motors with the optimum power factor. No liquid starters were used between the four speed levels as in the other locomotives of the northern Italian three-phase network , but the current was regulated by metal resistors. These resistors served as a so-called accelerator between the continuous speed levels. They enabled uniform acceleration when starting up and when changing to a higher speed level. This also brought a significant increase in the weight of the locomotive; compared to the FS E.333 , the locomotive weighed around 15 t more.

The locomotives worked at speeds of 37.5 km / h, 50 km / h, 75 km / h and 100 km / h. Within these speed levels they achieved 950 kW at 37.5 km / h, at 50 km / h they had an output of 1,280 kW, at 75 km / h they had an output of 2,000 kW and at top speed the output was 1,900 kW.

literature

See also

Web links

Commons : FS E.331  - Collection of pictures, videos and audio files

Individual evidence

  1. ^ Joachim von Rohr: Ligurischer three-phase summer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 23.
  2. Joachim von Rohr: Ligurischer three-phase summer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 80.
  3. Alessandro Albè: Quando i treni avevano un nome. In: Tutto treno & storia. 3, 2000, p. 25.
  4. Website about the E.331 locomotive