FS E.626
| FS E.626 | |
|---|---|
 |
|
| Numbering: | E.626.001-448 |
| Number: | 448 |
| Manufacturer: | Ansaldo, FIAT, Marelli, OM, TIBB u. a. |
| Year of construction (s): | 1927-1939 |
| Retirement: | 1999 |
| Axis formula : | Bo'BoBo ' |
| Length over buffers: | 14,950 mm |
| Bogie axle base: | 2450 mm |
| Total wheelbase: | 11,550 mm |
| Smallest bef. Radius: | 90 m |
| Service mass: | 94.5 t |
| Wheel set mass : | 15.5 t |
| Top speed: | 95 km / h |
| Continuous output : | 1350 kW; 1450 kW; 1600 kW; 1850 kW |
| Starting tractive effort: | 175 kN |
| Driving wheel diameter: | 1250 mm |
| Power system : | 3000 V = |
| Number of traction motors: | 6th |
| Drive: | Paw camp |
The E.626 series is an Italian electric locomotive series . It was created as a series version of the prototype locomotive E.625 and was the most frequently produced electric locomotive in the world in the 1930s with 448 units built.
history
Since there were some operational difficulties on the northern Italian three-phase network , it became necessary to further develop the direct current main circuit motor so that it could also be used for rail operations. The class E.626 was the first standard locomotive series for the 3 kV direct current system of the Italian State Railways . It was commissioned by Tecnomasio Italiano Brown Boveri in 1926 and was based on the prototypes of the E.625 series. They were procured for the carriage of freight and passenger trains.
As early as 1935, the number of locomotives produced was 268. At the time, that was a number that caused a sensation internationally. The reason for these numbers was mainly the robustness of the construction, the universal applicability of the locomotive and the undemanding maintenance service. The E.626 was suitable for freight train service on flat or mountainous routes, for passenger train service and also for express trains on mountain routes. In addition, the mechanical concept of the vehicles proved its worth. The locomotive was the model for further developments of electric locomotives such as the FS E.326 and the FS E.428 .
commitment
The E.626 series met expectations in operation. After the end wheel sets had been provided with flange lubrication and the axle bearings were reinforced, they were very satisfied with their running properties. The series was used throughout Italy, for example on the Mestre – Padua – Verona, Padua – Bologna and Udine – Tarvis lines in the north and down to Sicily in the south. On many lines, it was the first to be used on newly electrified lines in Italy and to replace the three-phase locomotives that were still in use at the time, which was still immature , which made operations much easier thanks to the simpler catenary. The class E 626 was later put into freight train service because it no longer met the requirements. The locomotives were in practical use until 1999.
Several locomotives from the series have been preserved, namely
- E.626.005 in the Pietrarsa Railway Museum ,
- E.626.089 at the company historical trains in Liguria ,
- E.626.128 and 189 at the ATTS company in Pistoia ,
- E.626.150, 187 and 248 in the Museo Ferroviario Piemontese near Savigliano ,
- E.626.156 in Foligno ,
- E.626.185 in Apulia ,
- E.626.384 as a monument at Gemona del Friuli and the
- E.626.249 as a memorial in front of a transport museum in Ranco
- 361 106 as a memorial at the train station in Ilirska Bistrica in Slovenia
- 361 201 in the Croatian Railway Museum in Zagreb
technical features
When designing the chassis, it was decided to use the Bo'BoBo 'wheel arrangement in order to achieve both good arcuate mobility and straight-line stability. The two middle drive axles were firmly stored in the main frame. The E.626 series was considered to be extremely reliable, simply built and robust. The weight of the locomotive was evenly distributed over all six axles. The tension relief feared in locomotives with single-axle drive could be corrected by a compensation lever system so that the axle pressure remained constant ± 10% of the static axle pressure. There were four different versions, which differed in the achievable continuous output and the gear ratio. Starting with the locomotives with the serial number 100 , the locomotives received standard equipment for supplying the electric train heating, which was housed in a porch. In the last version, a 500 kW higher output could be achieved compared to the first.
In the beginning there were five different variations in the electrical equipment, until a uniform design was agreed in 1929. The locomotive had three main speed levels, which were achieved by connecting the six traction motors in series, by connecting three traction motors in parallel or by connecting two traction motors in parallel. The pantographs were later changed to welded tube construction, which significantly reduced their mass. The main switches also experienced a significant weight reduction over time, while the traction motors essentially remained the same. They were designed for an average speed of 650 rpm at 2700 V. After increasing the contact wire voltage to 3.6 kV, the speed was between 730 and 880 rpm. All traction motors were connected to the axles via a one-sided cradle drive .
The E 626 in Yugoslavia
The 17 units that remained in Yugoslavia after the Second World War were used on the local 3 kV network in Slovenia and in the north of Croatia until 1978 as the 361 series.
The E.626 in Czechoslovakia
Four locomotives of the Italian series E.626 with the serial numbers 017, 019, 021 and 024 were on the territory of Czechoslovakia at the end of the Second World War . After a long stoppage time, the locomotives were taken over by the Czechoslovak State Railways (ČSD) in 1951 . Three of the locomotives were refurbished in the Nymburk and Česká Třebová workshops and converted for operation with 1500 volts DC. The fourth locomotive E.626.024 served as a spare parts donor and was later scrapped.
With the numbers E 666.001 to 003, the three locomotives were henceforth used on the electrified network in the Prague railway junction . On May 15, 1962, the catenary voltage in the Prague network was increased to 3000 volts, which has now been introduced as the standard. Although the locomotives were originally built for this voltage, they were no longer converted. They were retired and scrapped along with most of the other electric locomotives on the Prague network.
literature
- Klaus Eckert, Torsten Berndt: Lexicon of the locomotives. Komet Verlag GmbH, Cologne 2005, ISBN 3-89836-505-0 .
- Wolfgang Messerschmidt: History of the Italian electric and diesel locomotives. Orell Füssli, Zurich 1969, no ISBN.
Web links
Individual evidence
- ↑ Wolfgang Messerschmidt: History of the Italian electric and diesel locomotives. Orell Füssli, Zurich 1969, p. 50.
- ↑ Wolfgang Messerschmidt: History of the Italian electric and diesel locomotives. Orell Füssli, Zurich 1969, p. 50.
- ^ Jiří Elsner: 50 let elektrického provozu na pražských spojkách. Vydala Severozápadní dráha, Prague 1978.