FS E.332
| FS E.332 | |
|---|---|
 |
|
| Numbering: | E.332.1-6 later E.332.001-006 |
| Manufacturer: |
Nicola Romeo Maschinenfabrik Oerlikon |
| Year of construction (s): | 1914-1917 |
| Retirement: | 1963 |
| Axis formula : | 2'C2 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 13,370 mm |
| Total wheelbase: | 10,600 mm |
| Service mass: | 92 t |
| Friction mass: | 48 t |
| Top speed: | 100 km / h |
| Hourly output : | 1,900 kW |
| Starting tractive effort: | 93 kN |
| Driving wheel diameter: | 1,630 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.332 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 6 machines arose from this locomotive in 1913, whereby licenses from Maschinenfabrik Oerlikon 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 2 indicates the second 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.
When Italy entered World War I , all six 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. The locomotives were tested in 1917/1918, during which they independently undertook journeys at a speed of 75 km / h and with trains weighing 230 t. There were five four-axle passenger cars of the type 1921. The FS E.332 were then divided into duty rosters, with which 430 t could be transported in the speed range 37 and 50 km / h, at a speed of 75 km / h 400 t was intended as a load and at a speed of 100 km / h 300 t. From 1925, the locomotives then drove trains with a mass of 410 t from Genoa until they were replaced by the FS E.333 . This locomotive had a much more favorable ratio of frictional weight to total weight, which meant that the locomotives were then used on less demanding secondary lines.
Due to the disappointing results of the test, negotiations were held with Maschinenfabrik Oerlikon to eliminate the locomotive's weak points, but these were never carried out. Only around 1930 the electrical equipment in the main workshop in Turin was changed. The control of the resistors was changed from a pneumatic to an electro-pneumatic one, which simplified the work of the train driver.
The locomotives were based in Rivarolo Ligure from 1917 to 1921 , and in Rivarolo Ligure and Genova Piazza Principe from 1921 to 1925 . From 1925 to 1931 they were based in Genoa Teralba . From 1934 they were based in Turin . After the railway lines in Piedmont had been converted to direct current or diesel operation, they were relocated to Savona again from 1961 , where they were soon retired. The last operational locomotive was the E.332.003 , which was still operational in June 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.331 , 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.332 series could only be distinguished from the FS E.331 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 a patent from Maschinenfabrik Oerlikon . 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 control of the switchover between the individual speed levels was initially implemented pneumatically, after 1930 it was converted to an electropneumatic control, which meant a simplification of the operation. The resistors required additional cooling, which was implemented with two electric fans with a total output of 12 kW. The execution of the cooling was also a source of disturbances in the rough everyday operation.
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 developed 950 kW at 37.5 km / h and had a pulling force of 88 kN. At 50 km / h they had an output of 1,280 kW and a pulling force of 88 kN. At 75 km / h they had an output of 2,000 kW and a pulling force of 93 kN. At top speed, the power was 1,900 kW and the pulling force was 59 kN.
literature
- Joachim von Rohr: Ligurian three-phase summer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 .
See also
Web links
- Website about the E.332 locomotive with technical data and photos (Italian)
- Website of the E.332 locomotive with technical data
- Sketch of the E.332 locomotive
Individual evidence
- ^ Joachim von Rohr: Ligurischer three-phase summer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 23.
- ^ Joachim von Rohr: Ligurian three-phase summer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 22.
- ↑ Alessandro Albè, Quando i treni avevano un nome, in Tutto treno & storia, version 3 (2000), page 25
- ↑ Internet page about the E.332 locomotive ( Memento of the original from November 7, 2014 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.
- ↑ Website about the E.332 locomotive
