Italian motors

Postby philipmartin » Sat Jun 25, 2016 8:11 pm

Benny wrote:
Classes E 645, E 646 and E 656 were equipped with six double traction motors (two rotors on the same body) that were considered as twelve motors.
But this is out of theme. If you are interested in Italian locos we can open another topic.



Thank you for enlightening me, Benny. E626s are what I think of when I think of Italian motors, (electric locomotives.)

In these days I am moving to a new home but early I will prepare something about italian locos.
Wait or come here to help with the moving.

Ciao

Benny wrote:
Wait or come here to help with the moving.

Ciao

I'll be right over, Benny. Lima, here I come.

Hi, Philip.

Italy's railways are one of my areas of special interest regarding foreign trains. I've been able to collect a fair number of Italian railway books and DVDs for my shelves along with a representative roster of locomotive models in HO scale. I also have a number of FS passenger carriages in N scale. I'm extremely interested in the classic electric locomotives of FS.

Bob

Bob, meet Benny. I think he's your man!

Well, here a short summary of DC italian locos.
The first attempts to use electricity for railway traction were made using batteries, then came the three phase current that revolutioned operations on mountaneous lines but with various problems (a complicated double catenary, difficulties in varying speed etc.).
There have been also some attempts for the use of DC by third rail but these were not satisfactory.
In the second half of the 20s the Benevento-Foggia line was experimentally wired with 3000 V DC and results were so good that this became the standard for electrification in Italy with the progressive conversion of the lines that used three phase current.
The pioneers, from 1928, were E 626 locomotives, built in four series for a total of 448 units. These were built with a central two axle truck forming part of the main frame and two outer two axle trucks; all axles were motored with a total hourly rating of 1850 kW. The maximum speed was of 95 km/h (appr. 60 mph) and their use has been for freight or local trains. During their long career these locos received lots of modifications, in the end there was were not two identical units, and their operating life ended at the start of the 90s more because of the drivers protests (they were really uncomfortable) than because of bad functioning. Now there are some units preserved as historical locos. Photo by J. Stilling Photo by S. Paolini
The two photos are courtesy of Photorail, probably the best italian railway photography site

For the time being enjoy this little post; let me finish the moving and I will follow on.

Ciao

Good, informative post, Benny; and good photos.

Yes, thank you for the wonderful post. I'm very fond of my Italian model trains. My locomotives consist primarily of models manufactured by A.C.M.E., Os.Kar and Rivarossi. They are simply exquisite. I'd post pictures of them but they're all presently in their boxes. I don't have a European themed layout; however, I did join the Central Jersey Chapter of the European Train Enthusiasts earlier this year so I expect that will provide me with some opportunities to run them.

I've posted links to the A.C.M.E., Os.Kar and Rivarossi websites which should give you an idea as to how well made their models are.

http://www.acmetreni.it/index.php/en/" onclick="window.open(this.href);return false;

http://www.oskartrains.it/" onclick="window.open(this.href);return false;

http://www.hornby.com/us-en/shop/brands/rivarossi.html" onclick="window.open(this.href);return false;

Bob

Some of those acmetreni models look like the ALP46s on NJ Transit.
Here is a website showing what I think are beautiful models (at £525 per model.) They are 19th Century, 7 foot gauge British locos. http://website.lineone.net/~cbwesson/GWR%20Rover.htm" onclick="window.open(this.href);return false;

Due to the excellent results on the Benevento-Foggia line, FS (Ferrovie dello Stato,the state owned railways operator) abandoned the three phase current and new electrifications were only at 3000 V DC. For heavy express trains on the main arteries there was the need of faster and powerful locomotives so, in 1931, born class E 428. These large locos had eight big driving wheels of 1880 mm (approx. 6.15 ft) and a two axle truck at each end for a better guiding in curve, as was the know how
of the steam traction, and each driving axle was equipped with a double electric motor for a total hourly rating of 2800 kW.
In the end were built a total of 242 machines divided in three series: the first one with boxes in the front ends, the second one with a semi-aerodynamic shape and the third one with aerodynamic ends resulted after studies in the Guidonia test plant. E 428s took immediately service with the heavy express trains but they resulted very aggressive with the track because of the large wheels and high weight so their original maximum speed of 130 km/h (approx. 80 mph) was lowered during the years and when the class has been retired they were authorized only to 100 km/h (a little more than 60 mph).
With the coming of more modern classes the E 428 were downgraded to local and freight trains until the start of the 90s when the last ones were put out of service.
For this class too some units have been preserved as historical locos.

An unidentified first series E 428 enters Milano Centrale station with a long distance train. February 12th, 1972. Photo B. Studer E 428.145, a semi aerodynamic member of second series, during a shunting movement in Ravenna. June 1st 1975. Photo B. Studer Aerodynamic E 428.209, a third series one, transit alone through Monselice station in 1983. Photo W. Hardmeier The three photos courtesy of Photorail, probably the best Italian site of railway photography.
It will follow.

Ciao

A nearly unknown class of DC locomotives is E 326. Smaller sisters of E 428, these 12 units were built in 1931 for fast, light trains and equipped with six enormous driving wheels of 2050 mm (6.75 ft), the biggest diameter in FS, the guiding trucks and the same traction motors of the bigger sisters.
Immediately E 326s showed a so bad attitude with the railway equipment that they were nicknamed "breaktracks", so after a little their maximum speed was lowered and the locos downgraded to local passenger services. Assigned to Bologna depot, from the end of WW2 they quietly worked from there to Padova, Piacenza and Rimini until the first 80s when their life expired.
The only preserved unit is exibited at the national railway museum in Pietrarsa (Naples)

E 326.002 waiting the working time at Ravenna in 1974. Photo W. Hardmeier E 326.006 with a local train in Rimini station in 1973. Photo W. Hardmeier The two photos courtesy of Photorail, probably the best Italian site for railway photography.

Ciao

Excellent, informative posts, Benny, along with those magical Italian place names such as Rimini, Piacenza, Padova, Ravenna, etc.

I still say "he who fights and runs away lives to fight another day."

For clarity, where I come from the word "motor" referrs to an electric locomotive.

Well, I always referred to an electrically feeded movement generator as an electric motor or, in case of a locomotive, as a traction motor. If the USA railroad slang use another word let me know this one and I will be happy with it.

Ciao

There are different terms in different parts of the world. In South Africa an electric locomotive is called a unit. I think In South Africa and in Britain motor often refers to powered cars in a DMU or EMU, as well, of course, to the actual electric motor on the driving axles of a locomotive or multiple unit. In several countries I think rail motor refers to a single powered passenger-carrying vehicle, sometimes including powered trolleys used by track gangs. I don't think I have ever heard the word motor refer to a locomotive.