Blog- Railway, Abruzzese Style ? for the Italian moments in life - Chestnut and Isabelline Behemoth: FS class E.428 from Rivarossi

[RSS Fetcher]

Like many pieces of railway stock to have been developed in Europe during the 1920s and 1930s, the E.428 is closely tied to the political developments of the inter-war period, when in Italy, the National Fascist Party led by Benito Mussolini left its mark on wide areas of both society as a whole and on various fields of the economy.

Not unlike what would happen in Germany during the 1930s, the Fascist government strongly promoted a modernisation of the Italian railways, with particular attention being paid to electrification. As I outlined in my background posting about the Italian three-phase system, Ferrovie dello Stato had, by the second half of the 1920s, begun evaluating direct current for future electrification projects, owing mainly to greater simplicity of catenary design and motive power control. The Bologna-Florence corridor was given priority for DC electrification, and from a political point of view, thus ideally suited for demonstrating engineering prowess.

To handle the increasingly longer trains, which in addition were composed of a growing number of modern, all-metal coaching stock, FS required suitably powerful DC locomotives to match. Led by capable and inventive engineer Giuseppe Bianchi, FS therefore embarked on developing what would become the class E.428 locomotives. Generally similar to the smaller, 2’Co2’ (4-6-4) configured class E.326 passenger locomotives for light express and building on experience gathered from the class E.626 mixed traffic locomotives presented in 1927, these (2’Bo’)(Bo’2’) or 4-4-4-4 configured locomotives were intended to work the heavier part of the operating spectrum of the time.

The E.428 was only the third type of DC electric locomotives for overhead power supply to have been designed in Italy, and like the E.326, demonstrated close relationship to the construction principles observed by steam locomotives on one hand, and by the three-phase electric locomotives which had been developed only a few years prior. Intended to work express passenger services, the class had characteristically large driving wheels, and four-wheel carrying bogies for good curve running abilities and a minimum of roadbed wear.

First rolled out in 1934, the class was built in four batches till 1943. The companies involved in building these locomotives were Ansaldo, Breda, Fiat, Marelli, Reggiane and TIBB.

Interestingly, these batches were quite dissimilar to each other externally: While the 1st and 2nd batch locomotives followed the outline that was known as the "Bianchi Line" and were thus characterised by boxy, three-part bodies with a large central section for the cabs and engine room and two noses for auxiliary equipment and impact protection, the 3rd batch was built with a semi-streamlined body, and the 4th batch with an even more strongly streamlined, evolved body. At the same time, the later batches were outfitted with various technical improvements over the 1st batch. The four batches were built and divided as follows:

• 1st batch: E.428.001-096, built 1934 till 1937
• 2nd batch: E.428.097-122, built 1937/38
• 3rd batch: E.428.123-203, built 1938 till 1940
• 4th batch: E.428.204-242, built 1940 till 1943

Some sources, including several by FS proper, divide the class into three batches only, combining the lot of 428.001 through 122 as the first batch, and consequently referring to 428.123 through 203 as the second, and the remaining locomotives as the third. Both views are commonly regarded as being correct, given that the 1st and 2nd batch locomotives are almost identical technically.

While operational practice demonstrated the locomotives to have various idiosyncrasies which in spite of modifications were never completely overcome, the E.428 basically was a solid and effective locomotive which remained in revenue service till 1991. Due to insufficient chassis vibration dampening, numerous E.428s had to be restricted to a maximum speed of 105 kph (65 mph) in 1938, and were marked with one white star the body. Those locomotives not so affected and certified for 120 kph (75 mph) were marked with two stars. In 1940, all locomotives were refitted with hydraulic vibration dampers, freeing them from the speed restriction.

While the E.428 was, technically, capable of 130 kph (81 mph) as the standard maximum speed and designed to operate safely at up to 150 kph (93 mph), Italian railway regulations of the time did, up until the mid-1950s, not permit running speeds higher than 120 kph for locomotive-hauled services.

In the 1950s, coaching stock suitable for 140 kph (87 mph) became sufficiently widely spread that the 3rd and 4th batch E.428s in particular travelled at their maximum design speed of 130 kph with increasing regularity. This caused concerns with the FS Engineering Division that the carrying bogies with their riveted frames in particular could be overstressed, possibly leading to primary suspension and axlebox failures and to excessive tread wear. To that end, a new bogie type, designated AP-1110, was developed for these two batches, utilising roller bearings and a fully welded rather than riveted frame. Furthermore, E.428.220 was equipped with an experimental rubber block dampened power transmission in lieu of the metal spring dampened variant as provided from the factory. However, not all locomotives were actually thus rebuilt, considering that the newly developed class E.646 electrics were beginning to enter service by 1958. In the following years, the E.428s were increasingly relegated to less prominent services, including local, semi-fast, international and seasonal services. Also, E.428s appeared on light freight services, though they had not been explicitly designed for this role.

In 1972, the E.428s were eventually restricted to 100 kph (62 mph) but continued working second-tier passenger and light freight services. However, by the 1980s FS considered outfitting a number of later-batch locomotives with push-pull control equipment. E.428.226 was chosen to be the testbed for this project, and was equipped with the then-standard 78-pole control package and pneumatic door locking circuitry, as well as rectangular cab side windows in order to offer better crew emergency escape options. This locomotive was also painted in the then-modern "Navetta" livery with black chassis, anthracite rooftop, and light tan body with orange and violet trim. Often dubbed "Pirata," this locomotive was eventually designated to be one of Trenitalia’s heritage engines and repainted in the classic "castano-isabella" livery but retaining the modified cab windows.

Aside from this locomotive, E.428.174 was also rebuilt with push-pull controls. No additional E.428s were thus refitted, however.

Originally, the first twenty E.428s were painted in a livery of a light stone grey ("grigio pietra") for the body, chestnut brown ("castano") for the chassis and red for the bufferbeams; and were also decorated with cast bronze frontside plaques representing the fasces logo of the Italian Fascist Party. These plaques were removed from all surviving locomotives until 1946. The stone grey but was replaced by isabelline ("isabella") one year later, eventually becoming the new standard paint for locomotive and coach bodies in Italy and resulting in the livery commonly called "castano-isabella."

Seven locomotives were preserved: E.428.014 and 058 from the first batch; E.428.202 from the third batch, and E.428.226 from the fourth batch, mentioned in some detail above, remain in operating condition; and E.428.131, 174, 208 and 209 in non-operating condition.

 

Technical description

Mechanically, the E.428 followed the established standards of the time, with a riveted body and running frame. As previously indicated, the E.428’s appearance changed markedly during production. The first two batches followed the general layout already established for the DC powered E.326, E.626, and the three-phase classes E.431 and E.432, with a large main body section containing the cabs, and two noses which housed various auxiliary systems. On the first two batches, the cab doors were in the right hand corners of the central body section and accessed by way of ladders and the footplate surrounding the body noses. It is interesting to note that a protective metal screen was provided on the body noses right ahead of the cab doors, intended to prevent any accidental contact with the pantographs which extended beyond the roof edge when lowered.

However, drivers complained of poor route visibility on these locomotives, owing to the fairly small windscreens. As a remedy to this issue and to improve overall efficiency, the 3rd batch was therefore given a redesigned body later often referred to as "semi-aerodinamico" without the noses but with integrated cabs set further towards the bufferbeams and larger windscreens. This body style was further improved on for the 4th batch, creating a fully aerodynamic variant with an even more strongly smoothed cab outline. Except for the cab layout and the relocation of that auxiliary equipment originally located inside the body noses, the general internal configuration on the 3rd and 4th batch locomotives remained identical.

The E.428’s chassis was essentially a four-part design. Below the cabs, on the outer ends, two four-wheel carrying bogies were provided to improve the locomotive’s running capabilities. However, operational experience gathered from the E.326 with its rigid set of three driving wheelsets and correspondingly long fixed wheelbase led to the adoption of a four-bogie configuration on the E.428. In other words, the locomotive was built with two pairs of driving wheelsets set in one motor bogie each, with each wheelset being powered by a pair of 350 kW DC motors. Gear ratios varied across the four batches as follows, but were also modified repeatedly during their careers. As built, the following ratios were installed:

• 29/103 for steep gradient operation for second half of 1st batch and complete 2nd batch
• 31/101 for medium gradients for first half of 1st batch and part of 3rd batch
• 34/98 for low gradients and high speed operation for E.428.225-242

The wheelsets – carrying and driving – were held in outside axleboxes, in turn suspended by way of leaf springs. The driving wheels were quite tall for electric locomotives, with a diameter of 1,880 mm or 74”. Power transmission was provided by a two-sided quill drive, with transversally oriented metal spring pots serving as elastic transmission elements from the quill to the driving wheels proper.

Double-sided tread brakes were provided on all driving and carrying wheels. Brake controllers comprised an indirect and a direct shunting brake controller.

Electrically, the E.428 utilised the then-standard configuration of an electromechanically controlled, segmented starting rheostat for power regulation, augmented by variable connection of the eight traction motors in series, series-parallel and full parallel. Power was collected by way of a pair of Type 32 diamond pantographs.

Due to only eleven rheostatic power notches being available through the Series range, no electric shunt setting on the 1st batch locomotives and only one field weakening step being available for transition from Series to Series-Parallel and Full Parallel, the E.428 initially proved to be very easily affected by wheelslip as a result of insufficiently gradual power control. As a remedy, the locomotives were equipped with a total of sixteen sanding tubes for optimal coverage of all driving wheels. Furthermore, locomotives 225 through 242 were factory-fitted with a pneumatic weight distribution adjustment device, providing significantly increased adhesive weight for the Series range through putting more weight onto the driving wheels by unloading the carrying bogies. As this device proved to be very effective, all earlier E.428s were thus refitted till 1947.

 

Technical specifications

Length, width and height – 19, 2.98 and 4.39 m (62.3, 9.7 and 14.4 ft)

Service weight – 131 t for E.428.001-096 originally; 135 t after refurbishments (128.9 and 132.9 long tons)

One-hour power output – 2,600 kW/3,487 hp

Initial tractive effort – 177 kN for 34:98 gear ratio, 196 kN for 31:101, 216 kN for 29:103

Maximum speed – 130 kph (81 mph) as built

 

The model

With Rivarossi having long specialised in Italian motive power, the E.428 had been part of the company’s range well prior to their bankruptcy. As such, this locomotive was, naturally, among the models to be refurbished and put back in production following their resurrection.

Rivarossi are offering models of all four batches, observing the different body styles as well as other differences in equipment. After some consideration, and in order to keep my options open for an E.326 which Rivarossi offer also, I opted for a 4th batch locomotive as I appreciated the unique mix of the typically brutish appearance of pre-WW2 Italian electrics with the smooth, aerodynamic cab faces, lending the locomotive a similarly extravagant appearance as found on so many Italian cars.

The model we’ll be looking at now was marketed with reference #HR2177, representing E.428.225 – one of the very last E.428s to have been built. For my purposes, I will, of course, simply claim that this locomotive was among those preserved as heritage stock, and is still seeing charter and special service.

 

 

 

A rather stately appearance with its long body, extravagant combination of streamlined cab faces and tall driving wheels, the E.428 is well represented by the Rivarossi model. The model depicts 428.225 as equipped with AP-1110 all-welded carrying bogies.

 

 

 

 

 

?I do, however, think that whoever designed the detailing parts for this model should be sent back to the drawing board as the bufferbeam parts in particular are a real challenge to be fitted without breaking anything. –

?Out of the 4th batch E.428s, 428.226, described in some further detail in the above text, was unique in having been equipped with bufferbeam valances.

 

 

 

 

In my opinion, the cab outline of the 4th batch E.428s is not all that far off from the "Taurus" series of our time, creating a somewhat incongruous fusion of traditional bodyshell and chassis design and modern aerodynamics. That is also the reason why I preferred to pick a 4th batch locomotive for my model inventory.

The model of E.428.225 represents the locomotive with the original, semi-arched cab side windows which on the push-pull capable 428.226 had been replaced by rectangular windows

 

Note the transmission spring pots in between the spokes on the driving wheels, as well as the numerous rivets and the air scoops on the body flanks.

 

 

 

 

It was, and still is, common practice in Italy for the gear ratio to be written on a locomotive's exterior. For 428.225, the ratio indicated is 31/101.

 

 

 

 

The add-on bag for this model also includes a pair of scale pantograph heads (seen in this photo) to replace the factory-fitted overscale heads. To exchange the heads, you need to unbend a pair of retaining tabs which go through a pair of holes in the upper cross brace to remove the overscale heads. The scale heads obviously have the same tabs which after putting them on the cross brace you need to bend aside to fix the new heads in place.

 

Aside from the pantographs, the E.428's roof is unusually empty as almost all relevant electrical equipment is actually inside the body.

 

 

And as the last item for this article, I heartily recommend this video which was filmed at the Verona depot during the final stages of revision work on 428.226, also showing the locomotive leaving the depot for her acceptance check. Towards the end, you will also see why I compared this locomotive's appearance to that of the ÖBB's Taurus series!

 

 

 

View the full article