Unlike the E.323s, the E.324s were locomotives lacking the driver's cab and pantograph and were used in double traction with multiple control with the former to double their performance.
They constituted the sequel to the FS E.321 and E.322 classes, of which they resumed the design of the electrical part, updated on the basis of experience in operation and technological advances, while the mechanical part was designed from scratch.[1]
In the early 1970s, as part of a collaboration between the FS and the Faculty of Engineering of the University of Rome "La Sapienza," it was decided to use a unit from the E.323 class to develop the design and testing of an electronic converter suitable for powering a three-phase traction motor, an idea later abandoned as a result of developments in power electronics related to the design of the E.402 locomotives. This would have been the world's first application of a three-phase traction motor to a 3 kV DC locomotive.
History
Project
In the second half of the 1960s, the good operating results achieved by the E.321 and E.322 prompted the FS to extend the use of electric locomotives in shunting service. In developing the project, it was decided to keep the electrical part of their progenitors while it was decided to build from scratch the mechanical part (carriage, running gear and brake steering) following the design of the unified 245 locomotives (245.1001-1020, 2001-2020, 6010-6124). This solution, keeping the same GLM 2405 engine as the E.321 and E.322, made it possible to use a transmission with universal joints and telescopic shafts and to arrange the gearbox assembly with two gear ratios: the first to have a speed of 32km/h (20mph) suitable for shunting and the second to achieve a speed of 64km/h (40mph) suitable for hauling traction[2] and for full line movements. The design, as with the E.321 and E.322, was developed by the FS with the collaboration of the Tecnomasio Italiano Brown Boveri (TIBB).[3]
Construction
The construction of the electrical and mechanical parts was entrusted to Tecnomasio Italiano Brown Boveri. As with E.321, "motor trailers" controlled by E.323 and classified as E.324 were also designed and ordered, identical to the same E.323 but without a driver's cab (for this feature they were called "dogs" like E.322). Subclasses E.323.001-010 and 011-020 (delivered in 1966 and 1970–71), E.323.101-105 (delivered 1966-1967), E.323.201-205 (delivered 1971), E.324.101-105 (delivered 1966-1967) and E.324.201-205 (delivered 1971) were built.[3][4]
Given the previous experience with E.321.200 and E.322.200, E.323.200 was designed and built with the ability to remote control two E.324.200s.[3][5]
Between April and October 1967 the E.323.105, along with other locomotives, passenger railroad cars and wagons was exhibited in major Italian stations to present to the general public the renewal of the rolling stock underway as a result of the FS's Ten-Year Modernization Plan (1962-1972).[6][7]
Maintenance
Engine trailer E.324.105 and locomotive E.323.105 in the Apulia Railway Museum on March 1, 2018.
Locomotives E.323 and E.324 were subjected to a major repair every 40000 hours of service. In the middle of the interval an "R III" repair was interspersed, which did not involve complete disassembly of the car.[8][9]
Operation
Services
The E.323 and E.324 were always employed in shunting service, gradually going to replace the last steam shunting locomotives in the process of being phased out, flanking the Diesel locomotives and their direct progenitors E.321 and E.322, which had demonstrated full responsiveness to the onerous continuous duties on the launching saddles of the large marshalling yards.[10]
In addition to services on the sidings of the station they were employed continuously in marshalling yards and in ferry boarding of trains to and from Sicily at Messina Marittima and Villa San Giovanni stations.[11][12]
Because of their characteristics, they were only occasionally used for traction of the troop trains[2][13] and in the middle of the line.[14]
Performance in shunting service
The performance in shunting service of the E.323 and E.324 locomotives is shown in the following table, taken from the General Preface to the Timetable of Service (PGOS)[15] of the State Railways, which expresses the load in tons that can be hauled by the locomotives in shunting service, depending on the track gradient.
Tonnage performance of railcars and shunting locomotives in shunting service
Class
Gradient ‰
Power
HP
3
6
10
15
20
25
E.321 E.322 (1)
740
550
400
300
240
190
260
E.323 E.324 (1)
1050
770
560
420
340
260
260
(1) For the pairs E.321 + E.322 and E.323 + E.324, the performance is twice as much as shown in the table.
Performance on the line
The performance in traction and full-line service of E.323 and E.324 locomotives is shown in the following table, taken from the General Preface to the Timetable of Service (PGOS)[14] of the State Railways, which expresses the load in tons that can be hauled by locomotives in full-line service as a function of performance grade.[16]
CLASS E.321 — E.322 — E.323 — E.324 — (1)
Speed
Performance grades of the lines
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
50km/h
65
60
55
50
45
40
35
30
25
25
—
—
—
—
—
—
—
—
—
—
—
—
—
—
40km/h
145
135
125
120
110
110
95
90
80
75
65
60
55
50
45
40
35
30
25
20
—
—
—
—
35km/h
210
200
185
175
165
160
145
135
125
115
105
95
85
80
75
70
60
55
50
45
40
40
35
30
30km/h
310
290
270
255
240
225
210
200
180
165
150
140
130
120
110
105
95
90
80
75
70
65
60
55
25km/h
440
410
385
360
340
320
300
280
260
240
220
200
190
180
170
160
145
130
120
110
105
100
95
90
20km/h
620
570
535
500
475
450
425
400
370
340
315
290
270
250
235
220
205
190
180
170
160
150
140
130
(1) For the pairs E.321 + E.322 and E.323 + E.324, the performance is twice as much as shown in the table.
Depots
In January 1985, units of the E.323 and E.324 groups were distributed to the following depots:[17]
locomotives E.323.001-020, not apt to drive E.324s, were assigned to Torino Smistamento (1), Alessandria (2), Genova Brignole (3), Savona (1), Verona (2), Fortezza (1), Udine (1), Bologna (3), Florence (1), Pisa (1), Livorno (1), Ancona (1), Bari (1), Foggia (1);
locomotives E.323 of the 100 and 200 series, suitable for driving E.324, were assigned to Alessandria (1), Milano Smistamento (2), Verona (1), Udine (1), Reggio Calabria (5);
E.324 motor trailers normally followed E.323s of equal numbering, but the FS did not use to indicate their quantities at individual depots.
On December 31, 1991, all units of the E.323 and E.324 classes were still in service distributed in the following depots:[18]
locomotives E.323.001-020 were assigned to Alessandria (3), Genoa Rivarolo (3), Savona (1), Verona (2), Udine (1), Bologna (3), Pisa (3), Ancona (1), Rome San Lorenzo (1), Foggia (1), Reggio Calabria (1);
E.323+E.324 complexes of the 100 and 200 series were assigned to Alessandria (3), Milano Smistamento (2), Verona (1), Udine (1), Foggia (1), Reggio Calabria (2).
According to Haydock[19] in 1995 all units of both groups still existed and were assigned as follows:
E.323.001-020 to Alessandria (3), Ancona (1), Bologna Centrale (1), Foggia (1), Genoa Rivarolo (3), Pisa Sant'Ermete (3), Reggio di Calabria (1), Rome San Lorenzo (1), Savona (1), Udine (1), Verona (4);
the E.323,100 in Alessandria (2), Reggio di Calabria (3);
the E.323.200 at Alessandria (1), Milano Smistamento (1), Udine (1), Verona (2);
the E.324,100 at Alessandria (2), Reggio di Calabria (3);
the E.324,200 at Alessandria (1), Milano Smistamento (1), Udine (1), Verona (2).
Shelving and decommissioning
As of January 30, 2000, all units were in service, namely, thirty E.323s, assigned to the FS Regional (16), Passenger (3) and Cargo (11) Divisions and ten E.324s, assigned to the FS Regional (2), Passenger (2) and Cargo (6) Divisions.[20][21]
They were shelved starting in 2002[22] and decommissioned between October 2002 and June 2009.[23]
To this day, locomotive E.323.010 still remains shelved for years at the Rimini Locomotive Depot in rather poor condition.[24]
Museum preservation
There still exists the E.323.105+E.324.105 complex in consignment to the amateur association AISAF based in Lecce.[25]
Features
On the basis of the favorable operating results of the E.321 and E.322 locomotives, which resulted in appreciable savings compared to the cost of Diesel traction units, the FS decided to purchase an additional batch of similar units, for which, however, a completely new mechanical part was developed to meet all the requirements of shunting service.[26]
For the same reasons mentioned about the E.321 the Ward Leonard type scheme was retained[27] using the same electrical machinery: 260kW (350hp) double-commutator primary engine powered at 3 kV, main generator[28] of TIBB-CGE construction of 210kW (280hp) power at 1,250 rpm, at 460 V voltage and traction motor developing at continuous speed a power of 190kW (250hp) as well as at hourly speed a power of 210kW (280hp). The only variation introduced was the adoption of field weakening[29] on the traction motor.[30]
Significantly, without modifying the electrical machinery, the adoption of the two-speed gearbox assembly and the introduction of field weakening resulted in a significant increase in performance over the E.321 and E.322 locomotives, as can be seen from the extract from Table 45 of the PGOS given in the Services section.[30]
Mechanical part
Despite the excellent operating results mentioned above, the E.321 and E.322 locomotives suffered from the limitations imposed by an outdated mechanical part design, which was penalized by the connecting rod transmission and internal bushings with plain bearings.[31]
In the design of E.323 and E.324 it was decided to overcome these drawbacks by adopting the same mechanical part developed for the new "unified" Diesel locomotives[32] of class 245, characterized by:[31][33]
three wheelsets equipped with bushings outside the wheels, fitted with roller bearings and conformed to allow transverse displacement of the axles so as to allow inscription in curves with a minimum radius of 70m (230ft);
suspension consisting of leaf springs superimposed on the bushings and connected to the chassis by adjustable hangers;
a pair of rocker arms connected between the first two wheelsets;
a mechanical device for automatic lubrication of the wheel flanges (De Limon type);
a two-gear reduction unit (Hurt HSN 1200/2 type)[34] positioned between the second and third wheelset, which allowed selection of maximum speeds of 32 or 64km/h (slow or fast gear).
The gearbox unit was connected to the traction motor by means of a coupling with rubber spring elements and activated the drive decks[35] (Hurt type HSK 19)[34] mounted on each locomotive wheelset[30][33] with universal joints.
In shunting, the slow gear was normally used, which allowed the highest tractive efforts to be generated up to the speed of 32km/h (20mph); in isolated locomotive trips or with limited load, the fast gear was used, which allowed up to 64km/h (40mph) with the tractive effort halved.[30][36]
Switching between the two speed ranges could take place only when the locomotive was stationary by means of an electropneumatic device,[31] which also allowed the speed reducer to be set in the "neutral" position, severing the mechanical connection with the traction motor when the locomotive had to be pulled by another vehicle.[30]
Electrical part
The electrical part replicated the one of E.321 and E.322, with some modifications suggested to the designers by the experience of operation with the progenitors.[37]
As with E.321 and E.322, the electric machines, with the exception of the wagon-mounted traction motor, were arranged on the front of the locomotive bed, inside the forebody.[38]
The electrical equipment included a primary motor fed from the 3 kV DC overhead line and flanged on the main generator's armature shaft so as to form a one-piece unit with it. This unit drove by means of pulleys and V-belts another monoblock unit consisting of two DC generators, the first of which supplied the auxiliary circuits and recharged the batteries, while the second provided separate excitation to the primary motor. The same genset was used to drive the centrifugal fan that cooled the traction motor, while on the opposite side of the main unit the compressor was driven to power the pneumatic system and the brake circuit.[39]
Traction circuit
The five external features of the main generator selectable with the shunting combiner.Simplified diagram of the traction circuit of E.323 and E.324 locomotives.
Conventional electrical equipment with a DC motor powered at constant voltage would have created serious limitations on a shunting service locomotive, both because of the rapid decrease in torque with increasing motor speed and because of the heavy energy dissipation on the starting rheostat.[40] Moreover, the latter, being intended to run continuously engaged for frequent starts, would have had to take up a considerable amount of space. At the same time, the modest power required to perform this type of service made it almost obligatory to resort to a single traction motor, making impractical the technique, adopted on locomotives for line services, of obtaining speed regulation by connecting the motors in series and in parallel.[26][41]
As in the case of the earlier E.321 and E.322 units, therefore, an equipment similar to that of the Diesel-electric locomotives was opted for, in which the Diesel engine would be replaced by an electric primary motor, thus obtaining a system similar to the Ward Leonard unit used in industrial drives,[27] suitably adapted for railway needs.[26][39]
Thus, the same structure made for the E.321/322 was confirmed, with minimal variations, consisting of a primary motor fed directly from the catenary at 3 kV mechanically coupled with a main generator,[28] which in turn fed the traction motor with an adjustable voltage within wide limits, suitably varying its speed without resorting to the series rheostat.[26]
Running adjustment was carried out by the driver by inserting a series of resistors into the excitation circuit of the main generator, obtaining for each position of the shunting combiner one of five curves, called "external characteristics," shown in red on the voltage-current graph shown in the figure.[42]
The external characteristics obtained in this way exhibited strong voltage variations as the load current varied, which enabled the main generator to limit the traction motor's inrush current and automatically adjust its voltage during the acceleration phase, realizing without energy dissipation the same function as the starting rheostat of conventional locomotives.[43]
The only variant introduced in the traction circuit compared with the locomotives of the earlier E.321 and E.322 classes was the adoption of field weakening on the traction motor, which entailed the addition of an electropneumatic contactor (see diagram) and the upgrading of the control circuit.[30]
Control circuitry
The addition of traction motor field weakening and speed selector (32 or 64km/h (20 or 40mph)) entailed the inclusion of the respective controls in addition to those on the E.321 shunting bench and the implementation of an interlocking circuit between the E.323 locomotive and the E.324 motor trailers to synchronize the position of the speed reducers on the coupled units.[30][31]
Electric heating circuit
The system for electric heating of coaches was not installed on any of the E.323 and E.324 units.[34]
Auxiliary circuits
As with E.321/322, power for the auxiliary circuits was produced by a belt-driven DC generator from the primary engine, to the terminals of which was connected a voltage regulator that supplied the control, lighting and battery charging circuits.[44]
Pneumatic part
Compressed air for the pneumatic controls and the brake circuit was produced by a Westinghouse 241-P type compressor[34] mechanically driven by the primary engine, a solution that made it possible to eliminate expensive 3 kV motors for the motor compressors.[39][42]
An electric compressor powered by the auxiliary generator or battery produced the air needed to raise the pantograph.[44]
Compared with the electropneumatic circuit of the E.321/322[44] were added:[30][31]
the solenoid valve of the field weakening contactor.
Economic considerations
Performance curve of electric locomotive E.323 compared with that of Diesel locomotive 245.Tractive effort is expressed in kilograms-force rather than in Newtons, as was in use at the time.
Comparison with the Diesel-hydraulic 245 locomotives, with primary engine calibration power of 368kW versus 260kW of the E.323, resulted in slightly lower performance for the latter, as evidenced by the graph showing the tractive effort curves in the speed range between 0 and 32km/h (0 and 20mph); for speeds up to 64km/h (40mph) the tractive efforts are halved, but the operating conditions of the two types of locomotives remain practically unchanged.[30]
Since no official data had been published, the economic evaluation was carried out by extrapolating the "hourly operating costs without the cost of train crews" related to the comparison of electric E.321 locomotives and Diesel 235 locomotives published in 1963, from which a 27% lower hourly cost between the former and the latter emerged (1 105 vs. 1 530 Lit/h).[45][46][47]
Considering that the operating cost of the E.323s should not have varied from the E.321s, the machines being entirely similar, while the 245s should have entailed a greater expense for fuel because of the greater power of the Diesel engine compared to the 235s, it was estimated that at equal performance the operating cost of the Diesel locomotive was at least 40% higher than that of the electric locomotive.[47]
Faced with such a considerable difference in costs and counting on the fact that no practical changes were necessary in the organization of services and facilities for electric shunting operation, the technicians of the Tecnomasio Italiano Brown Boveri (TIBB) prospected the State Railways (FS) to reflect on the convenience of augmenting its fleet with more electric shunting equipment, providing where possible to complete the electrification of the yards at an expense that would be offset by the service economies and longer service life of an electric shunting vehicle compared to a Diesel traction vehicle.[47]
On the other hand, the TIBB also recalled in its analysis the considerations against convenience, such as the need to have a certain number of fully autonomous locomotives (Diesel) available for ready intervention in case of accidents affecting the power supply network or for its maintenance, as well as safety constraints that required a certain number of non-electrified tracks to be present on the yards.[47]
For their part, the FS decided not to go beyond the planned orders and, in order to avoid the recurrence of accidents that dragged with them lengthy court cases, they later undertook the de-electrification of many of the yards' sidings.[48]
Studies and experiments
In 1972, in a series of talks between representatives of the FS and the Institute of Automation of the Faculty of Engineering of the University of Rome "La Sapienza," it was agreed to experimentally transform a locomotive of the E.323 class by replacing the rotary converter and the DC traction motor with an electronic converter suitable for powering a three-phase traction motor.[49]
This was an important experiment because it constituted the world's first application of a three-phase traction motor to a 3 kV DC locomotive, the main critical issues of which were related to the state of the art of power thyristors, which were then suitable for relatively low working voltages and were extremely sensitive to overvoltages, which in 3,000 V DC electrification systems could reach peak values of up to 12,000 V due to line inductance.[50]
Although a shunting locomotive allowed only partial use of the advantages offered by the three-phase motor, the decision to carry out the experimentation on E.323s, which were equipped with a single motor of relatively low power that would make it possible to minimize the difficulties and expense of transformation, was considered a very convenient tradeoff.[49]
The division of tasks called for the Institute of Automatics to carry out the feasibility study, choose the traction motor, design and build a laboratory prototype of the converter, and build the control circuits for the converter. On the other hand, the FS was responsible for purchasing the traction motor, making the final converter and auxiliary equipment, reassembling the locomotive, and financing the entire work.[51]
It was also agreed to precede the assembly on the E.323 with an experimental application on the ground, carried out at the premises of the electrical substation in Rome Magliana by the State Railways Experimental Institute.[50]
The conversion work initially involved only the replacement of the electrical traction equipment, but the subsequent choice of a 4-pole three-phase motor, more advantageous in terms of mass and footprint than the 6-pole motor initially planned, required the transmission ratio to be changed to compensate for its higher rotational speed.[50]
a filter with the dual purpose of protecting the electronic components from line surges and reducing the introduction of harmonics into the traction current to acceptable limits;
a thyristorinverter to convert the 3 kV direct voltage to a three-phase alternating voltage with amplitude and frequency varying continuously from 0 to 2.4 kV and from 0.5 to 130Hz;
a control circuit, with automatic control, of the converter;
a 4-pole, 3-phase asynchronous traction motor with a cage rotor and rated power of 280kW (380hp).
A constant tractive force capability, i.e., with power increasing linearly with speed, of about 79kN (18,000lbf) in the speed range between 0 and 13km/h (0.0 and 8.1mph) and with slightly decreasing power, from a maximum of about 276kW (370hp), from 13km/h (8.1mph) to maximum speed was planned for the new locomotive.[52]
Electric braking was planned without in-line recovery, with energy dissipation on a resistor.[53]
In 1973 funding was allocated by the FS and studies began, leading to the submission of the feasibility report in December 1974 with a favorable outcome.[53]
By mid-1977, the progress of work was as follows:[53]
the construction of the laboratory prototype of the electronic converter had been successfully completed;
the control circuit of the converter had already received substantial refinement;
the premises of the Magliana electrical substation had been chosen, where the installation of the final electronic converter was imminent.
After the realization and ground testing by the FS Experimental Institute of the electronic equipment devised by the Institute of Automatics at the University of Rome, developments in power electronics related to the E.402 locomotive project caused interest in the E.323 inverter to wane, and the project was abandoned.[54]
Nicknames
As was the case with E.322, the E.324 engine trailer was nicknamed "dog" or "doggie" because it appeared to be walking on the leash of its master, E.323.[55]
Chronological summary
On the subject of the historical data of any class of railroad rolling stock, two points in the introduction by engineer Fabio Cherubini, former manager of the FS Material and Traction Service and railroad popularizer, to one of his publications are noteworthy:
The greatest care has been taken to identify the builders and years of construction of individual units based on FS documents, but errors or imperfections of various origins cannot be ruled out. Even the builders' license plates[56] do not give absolute certainty [...]
The British Railways Class D3/7 is a class of 0-6-0 diesel electric shunting locomotives built as LMS Nos. 7080–7119. The class were built from May 1939 through to July 1942 by the London, Midland and Scottish Railway at their Derby Works using a diesel electric transmission supplied by English Electric.
The FS E.625 and E.626 are two classes of Italian electric locomotives produced for the Ferrovie dello Stato. They were introduced in the course of the 1920s and remained in service until the 1990s. The E.626 was the first locomotive fed by 3,000 V DC overhead line in Italy.
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FS Class E.321 was a class of 17 third-rail electric locomotives, built for the Italian State Railways (FS) for operation on the Varese line and on the underground line in Naples.
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The FS Class E.620 was a class of third-rail electric locomotives built by Officine Meccaniche Reggiane for the Italian State Railways (FS). They were built in 1925 using motors and electrical equipment from Class E.10 railcars which had been withdrawn in 1923. After World War II they were converted to 3,000 volt DC operation and became FS Class E.621.
The FS Class E.621 was a class of five electric locomotives of the Italian State Railways (FS). They were rebuilt in 1947 from FS Class E.620, which was originally built in 1925. The main change was conversion from 650 V DC third rail to 3,000 V DC overhead line power supply.
The DB Class E 410 locomotive of the German Federal Railroad (DB), also known as DB Class 184, was one of the first four-current electric locomotives provided for international services from Germany to France, Belgium, Luxembourg and the Netherlands.
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1 2 "Troop trains" are defined in railway regulations as the dispatch of wagons or carriages from one facility to another in a complex junction. Such trains, driven by drivers called "TMs" ("Tradotte e Manovre"), could exceed a mass of 1,000 tons in the early 1960s. Cf Cantini, Marco (2007). "Locomotive Diesel D.141". I Treni (299): 14.
↑ Patelli, Stefano (2000). "Il comando multiplo nelle FS". Tutto Treno (131): 20–29.
↑ Nascimbene, Angelo (2012). "1967: rotabili FS in esposizione". Tutto Treno & Storia (27): 32–39.
↑ As of January 1, 1968, the FS electric locomotive fleet included 1669 3 kV direct current machines and 167 3.4 kV 16.7 Hz alternating current machines. Cf Giuseppe Vicuna (1968). Organizzazione e tecnica ferroviaria. Roma: Collegio Ingegneri Ferroviari Italiani. p.402.
↑ Giuseppe Vicuna (1986). Organizzazione e tecnica ferroviaria (2ed.). Roma: Collegio Ingegneri Ferroviari Italiani. pp.698–699.
↑ By the end of the 1960s, when the experimental phase of Diesel and electric shunting locomotive operation was considered over, the FS Material and Traction Service had unified the respective preventive maintenance cycles by providing that Major Repairs, involving the disassembly and restoration of every part of the machine to a new state, would be interspersed with an "R III" repair involving only the general repair of the primary engines (thermal or electric depending on the type of locomotive) and the rearrangement of the electrical part. Cf Giuseppe Vicuna, Organizzazione e tecnica ferroviaria, Roma, Collegio Ingegneri Ferroviari Italiani, 1968, p. 544.
↑ In the mechanics of railway locomotion, a line is defined as any extension of track connecting two points. A line consists of several sections of any given gradient and curve. Straight level tracks are defined as pairs of curves of infinite radius. Yard tracks are generally flat and straight, with the exception of diverted branches of switches.
↑ As of June 2000, the Regional Transport Division had 11 E.323.000s, assigned to Alessandria (3), Bolzano (2), Foggia (1), Genoa Rivarolo (2), and Pisa (3), one E.323.200 assigned to Verona, and one E.324.200 assigned to Verona. Cf Pautasso, Sergio (2001). "Materiale motore Trasporto Regionale FS Trenitalia". Tutto Treno (138): 29.
1 2 The Ward Leonard system was used in particular industrial applications (e.g., hoisting plants, rolling mills, winding reels, and paper machines), which required DC motors with outstanding performance, such as starting without a rheostat, considerable possibility of overloading, regenerative braking, a remarkably wide and easily adjustable speed range, and the possibility of reversing the direction of travel without stopping the machine. The unit consisted of a three-phase primary motor that drove in rotation a dynamo with separate excitation and adjustable voltage, by means of which the final motor, also with separate excitation, was driven. Cfr Mario Pezzi, Macchine elettriche, Bologna, Zanichelli, 1967, pp. 211-214. The railway version adopted by the FS differed in replacing the three-phase primary motor with a DC motor and using a traction motor with series excitation, which was more suitable for railway needs.
1 2 The term "main generator" is used to distinguish the dynamo that powers the traction motor from the dynamos, called "auxiliary generators," which are used to power the excitation circuits of other electrical machines and the locomotive's control and lighting circuits.
↑ The speed of the DC motor is directly proportional to the voltage applied to its terminals and inversely proportional to the magnetic field produced by the excitation circuit. Reducing the excitation current thus causes a weakening of the magnetic field, which makes it possible to increase, within certain limits, the speed of rotation of the motor beyond the value corresponding to the maximum supply voltage.
↑ The so-called "rheostatic starting" is done by inserting a set of limiting resistors (rheostat) in series with the DC motor, which are progressively excluded as the motor speed increases.
1 2 3 4 5 6 Arrivi e partenze, in I treni, 24 (2003), n. 248, pp. 32-33.
1 2 3 4 5 6 7 8 9 10 11 The unit was reported to be in service as of January 30, 2000 (cf Cherubini, Materiale, p.52)), but the date of cancellation is not available in the specialized literature.
1 2 Arrivi e partenze, in I treni, 25 (2004), n. 263, p. 32.
1 2 3 4 5 6 Arrivi e partenze, in I treni, 24 (2003), n. 246, pp. 12-13.
1 2 Arrivi e partenze, in I treni, 25 (2004), n. 259, p. 33.
1 2 3 Arrivi e partenze, in I treni, 24 (2003), n. 253, pp. 32-33.
1 2 Arrivi e partenze, in I treni, 25 (2004), n. 256, p. 31.
1 2 On consignment to the amateur association AISAF.
1 2 3 Arrivi e partenze, in I treni, 30 (2009), n. 319, p. 35.
↑ Arrivi e partenze, in I treni, 25 (2004), n. 255, p. 34.
↑ Arrivi e partenze, in I treni, 30 (2009), n. 321, p. 35.
↑ Arrivi e partenze, in I treni, 31 (2010), n. 330, p. 34.
Bibliography
Printed sources
Tomaso Zattoni; Giuseppe Maffei (February 1960). "Le locomotive elettriche di manovra a 3000 V c.c. Gr. 321 per la rete elettrificata delle F.S.". Ingegneria Ferroviaria. anno 15 (2): 105–110.
Giancarlo Marzocchi (April 1962). "Locomotive elettriche da manovra Gr. E.321 delle Ferrovie dello Stato". Rassegna Tecnica TIBB. anno 23 (2): 25–32.
Fernando Barenghi (1965). "Nuove locomotive elettriche da manovra per le Ferrovie dello Stato". Associazione Elettrotecnica ed Elettronica Italiana, Elettrotecnica ed elettronica nei trasporti terrestri. Rendiconti della LXVI Riunione annuale. Montecatini 1965. Vol.fasc. 2. Memorie. Milano: Associazione Elettrotecnica ed Elettronica Italiana. pp.58/1–58/6.
Ministero dei Trasporti e dell'Aviazione Civile – Ferrovie dello Stato (1970). Prefazione Generale all'Orario di Servizio (edizione 1963, ristampa 1970 aggiornata con O.S. nº 1/1965 – 14/1965 – 18/1965 – 26/1967 – 56/1967 – 87/1967 – 17/1968 - 34/1968 – 35/1968 - 43/1969 – 51/1969 – 65/1969 – 109/1969 – 16/1970 – 24/1970 – 38/1970ed.). Roma: Ferrovie dello Stato.
Historiography and complements
Erminio Mascherpa (July 1977). "Il motore trifase nel futuro della ferrovia (quinta parte)". Italmodel Ferrovie. anno 27 (206): 441–446.
Renzo Marini (1983). "Le locomotive E.323–E.324". Le locomotive elettriche delle FS. Vol.collana Quaderni FS, nuova serie n. 3. Roma: Ufficio Relazioni Aziendali FS. pp.85–87.
Giuseppe Sergi (November 1985). "Tra Scilla e Cariddi". Voies ferrées edizione italiana. anno 4 (24): 22–25. ISSN0392-9817.
Roberto Rolle (January 1986). "Le E.321-322, approfondimento a corredo dell'articolo "OGR Verona"". Voies ferrées edizione italiana. anno 5 (25): 11. ISSN0392-9817.
Angelo Nascimbene (January 1986). "Dove e quante". Voies ferrées edizione italiana. anno 5 (25): 92–93. ISSN0392-9817.
Giovanni Cornolò (1994). Locomotive elettriche FS. Parma: Ermanno Albertelli. pp.291–293.
David Haydock (1995). Italian Railways. Locomotives and multiple units. Sheffield: Platform 5. pp.23–24.
Ettore Caliri (January 1997). "Treni sulle navi". I Treni. anno 18 (178): 23–27. ISSN0392-4602.
Tiziano Croce (July 1997). "E 321 – E 323, manovre col "cane"". Tutto Treno. anno 10 (100): 48–53. ISSN1124-4232.
Stefano Patelli (May 2000). "Il comando multiplo nelle FS". Tutto Treno. anno 13 (131): 20–29. ISSN1124-4232.
Fabio Cherubini (2000). Materiale motore FS 2000. Salò: Editrice Trasporti su Rotaie. pp.7, 12, 24–25, 52.
Luigi Voltan, Angelo Nascimbene, con la collaborazione di Sergio Pautasso (February 2006). "80 anni di locomotive elettriche FS a corrente continua". Tutto Treno Tema. anno 18 (21): 48–49. ISSN1124-4232.{{cite journal}}: CS1 maint: multiple names: authors list (link)
Giovanni Cornolò (2008). Dall'E.626 all'Eurostar. 1928-2008: ottant'anni di locomotive elettriche FS. Parma: Ermanno Albertelli. pp.296–302.
Luca Vanni (2011). Materiale di trazione elettrico. Albino: Sandit. pp.304–315.
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