FS E.333
| FS E.333 | |
|---|---|
 |
|
| Numbering: | E.333.001-040 |
| Number: | 40 |
| Manufacturer: |
Nicola Romeo Officine Meccaniche e Navali di Napoli |
| Year of construction (s): | 1922-1924 |
| Retirement: | 1968 |
| Axis formula : | 1'C1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,600 mm |
| Height: | 3,700 mm |
| Width: | 3,025 mm |
| Total wheelbase: | 9,000 mm |
| Service mass: | 73 t |
| Friction mass: | 51 t |
| Top speed: | 75 km / h |
| Hourly output : | 1,600 kW |
| Starting tractive effort: | 176 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 contact line to three-phase drive 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 |
| Train heating: | with boiler |
The E.333 series was an electric locomotive series of the Italian state railway Ferrovie dello Stato . It was used on the northern Italian three-phase network, especially in passenger train service. The locomotives were given the name Signorina by the operating personnel .
history
The locomotive was developed as a further development of the FS E.330 by Nicola Romeo and Officine Meccaniche e Navali di Napoli based on plans by Kálmán Kandó . With a top speed of 75 km / h, it was intended for the transport of passenger trains on the Monza - Lecco - Sondrio routes and for the Bologna - Florence route to be electrified .
The locomotives handed in in 1923 and 1924 proved to be very effective in everyday use. Initially, they were assigned to the Alessandria , Genoa and Lecco depots . From a statistical point of view, the locomotives were regarded as the most reliable machines of all three-phase AC locomotives in northern Italy . This is confirmed by the E.333.010 from the Lecco depot, which had a monthly mileage of approx. 5,609 km and ran 170,223 km between two major repairs. In the 1963/1964 operating year, a machine even reached 224,545 km between two repairs.
The locomotives were stationed in Alessandria, Lecco and Genoa in 1923/1924. After 1930 they were used in Alessandria (eleven machines), Florence (one machine), Genoa (13 machines) and Lecco (15 machines). After 1934, eleven locomotives were used on the Brenner Railway in the Bolzano depot . Due to the good results, the locomotive was also used in higher-quality services. Their particular area of application was the Genoa - Ventimiglia Riviera route . Trains with a mass of 480 t and a speed of 75 km / h were the order of the day for the locomotive. It carried the express train from Rome to Milano in the section Florence to Pistoia with a mass of 440 t at 75 km / h. In 1934, operations on the Brenner Railway in the sections Bolzano - Trient , Bolzano - Meran and Bolzano - Brenner with 480 t at 75 km / h are documented. They were responsible for B. the covering of the Pullman-Express of the CIWL from Milan to Cannes . She was also responsible for hauling this train on the Savona - Ventimiglia section of the Genoa - Ventimiglia line .
In 1943, the E.333.023 was destroyed in a bomb attack in Bozen train station and had to be retired. In 1950, the E.333.015 had to be retired, which derailed in the village of Malpasso on the Genoa – Ventimiglia railway line after a landslide and was badly damaged. After the section Bozen - Meran of the Brenner Railway and the Turin – Genoa railway line had been converted to direct current , the remaining locomotives were only used in Alessandria (21 machines) and Savona (17 locomotives) in 1953 . The locomotives, which only had a maximum speed of 75 km / h, were also used for double covering with faster locomotives. The locomotives were used as a starting aid up to 75 km / h, and they could run in the speed range up to 100 km / h with the engines switched off.
As more powerful and faster locomotives became more and more free, the locomotives were mostly used to train passenger trains. In 1960 two locomotives were given a facility for double traction with the FS E.432 and FS E.431 locomotives . Although stationing data from the 1960s is missing, photos from 1963 were used to certify that they were still in large numbers around the mid-1960s. The decommissioning date of the last locomotive is 1968.
The E.333.026 , which was found parked in the Novi San Bovo locomotive depot in 1974, has been preserved as a museum . The locomotive was restored as a museum and is now in the Pietrarsa Railway Museum . This means that a copy of what is perhaps the most rustic locomotive in the northern Italian three-phase network has been preserved.
technical features
Mechanical part
In terms of the vehicle part, the locomotive was constructed similarly to the FS E.330 , namely with three central drive axles and two outer running axles. Apparently the locomotive was derived from the FS E.552 , like this one, it had a one-sided driver's cab and four speed steps. The drive wheels were driven by the two drive motors located deep in the frame via a linkage . The height compensation between the axles and the electric traction motors was carried out somewhat differently than with the patented Kando drive , with a triangle between the jackshafts and the crank pin of the central drive axle. The angle of the drive triangle is obviously chosen to be steeper than on the previous machine, and the locomotive could also be used in heavy duty without any problems. The running axles of the locomotive were designed as Zara frames. It also had a changeover for the friction weight between the values of 51 t and 45 t. The entire wheelbase of the locomotive was 9,000 mm, the wheelbase of the driven axles was 4,200 mm.
The configuration of the locomotive is explained by the situation at the time, that with this locomotive, a safer operation could be made possible at that time. The one-sided accommodation of all drive and their auxiliary elements in the long front structure resulted in less danger for the engine driver; In the event of overvoltages, parts of the switching mechanism or the liquid inlet valve could explode, which resulted in the release of hot oil or water. In addition, the locomotive had a higher safety potential in the event of a rear-end collision when traveling with the front end.
Electrical part and auxiliary equipment
In the electrical equipment of the locomotive, the elements of the FS E.552 were repeated . Only changing the wheel diameter made it possible to achieve the speed levels 25 km / h, 37.5 km / h, 50 km / h and 75 km / h. Within these speed levels the locomotive achieved the following performance; at 25 km / h 690 kW, at 37.5 km / h 735 kW, at 50 km / h 1,520 kW and at 75 km / h 1,600 kW.
The three-phase current taken from the catenary was passed on to the drive motors with the optimum power factor. In this locomotive, too, the rotors of the two three-phase motors had a total of seven slip rings, four on one end of the shaft and three on the other end of the shaft. As a result, a total of four speed levels were achieved in combination between the different number of poles and the parallel connection or the series connection . The liquid starter , which served as a so-called accelerator between the continuous speed levels, was used between the four speed levels . The operation of the liquid filler and the control of the locomotive happened as with the E 330 .
The locomotive had a small steam boiler to heat the train.
Modifications
Since the speed step at 37.5 km / h proved to be ineffective, it was later removed and the locomotive was only operated at three speed steps.
The liquid starter, which, according to the design by Kálmán Kandó , should still be pneumatically controlled, was later converted into a mechanical control.
The steam boiler for train heating originally proved to be insufficient and was continuously improved. There is photographic evidence that the locomotives used this steam boiler to heat the cars until the end of their mission; the use of many old passenger cars in passenger train service made this necessary.
There were changes in the design of the lighting. Attempts to replace the original pantographs of the locomotive with those of the FS E.432 were made on the E.333.006 , but were not continued. Presumably, the distance from grinding wheel to grinding wheel for the currentless sections in the switch and crossing area turned out to be too small.
literature
- Joachim von Rohr: Ligurian three-phase summer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 .
See also
Web links
- Website with technical data about the E.333 (Italian)
- Website about three-phase locomotives in Italy
- Photos of the locomotive on photorail
- Presentation of the E.333.026 locomotive on youtube
Individual evidence
- ^ Giuseppe Vicuna: Organizzazione e tecnica ferroviaria. Collegio Ingegneri Ferroviari Italiani, Rome 1968, p. 543.
- ↑ a b c d e Andrea Rovaran: E 333. Omaggio al trifase. In: Tutto treno. 21, 2008, edition 225, pp. 16-21.
- ↑ Since Bolzano a Merano cinquant'anni fa. In: I treni oggi. 7 (1986), n. 59, pp. 22-23.
- ↑ Andrea Rovaran, E 333. Omaggio al trifase, in Tutto treno, 21 (2008), n. 225, pp. 16-21; 22 (2009), n. 26, pp. 16-21.
- ↑ Joachim von Rohr: Ligurischer Drehromsommer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 21.
- ↑ Andrea Rovaran, E 333. Omaggio al trifase, in Tutto treno, 21 (2008), n. 225, pp. 16-21; 22 (2009), edition 26, pp. 16-21.
- ↑ Joachim von Rohr: Ligurischer three-phase summer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 65.
- ↑ Joachim von Rohr: Ligurischer Drehromsommer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 29.
- ↑ Internet site about the locomotive
- ↑ Wolfgang Messerschmidt: History of the Italian Electric and Diesel Locomotives Orell Füssli Verlag, Zurich 1969, p. 38.
- ↑ Joachim von Rohr: Ligurischer Drehromsommer 1963. EK-Verlag, Freiburg 2014, ISBN 978-3-88255-469-4 , p. 73.
- ↑ Andrea Rovaran, E 333. Omaggio al trifase, in Tutto treno, 21 (2008), n. 225, pp. 16-21; 22 (2009), edition 26, pp. 16-21.