FIAT Ferroviaria

FIAT Ferroviaria was a company of the Italian group FIAT S.P.A. specialized in the railway field and tramviaire which was sold with the French group Alstom in 2000.

Division FIAT Ferroviaria is famous in the world in particular to have conceived and have carried out the famous pendular trains Pendolino, whose one 440 specimens are in service in 12 countries in the world and in Italy.

The principal site of construction is located at Savigliano (Cuneo) in the south of Turin.

History of FIAT Ferroviaria

FIAT Ferroviaria east creates in December 1917. The company inhabitant of Turin FIAT (at the time one did not speak yet about group for a company with multiple sectors like FIAT), was already very occupied manufacturing trucks, planes and engines to provide for the needs for the Italian and allied armies in war at the time of the first world war, when during the extraordinary assembly of December 7th, 1917, it decided to acquire the Diatto company in order to increase her production capacity and to prepare the exit of the conflict with new products. The proposal already had been defended by Giovanni Agnelli at the time of the preceding board of directors of October 25th, 1917, and was justified by the simple fact that the train had proven to be a very effective strategic weapon, knowing that the park rolling stock of FS lately created was definitely insufficient. (NDL: the unification of Italy went up only with 1860, in theory and the FS had been created with the whole beginning of the century to gather the various independent companies.)

Diatto was a small firm of quasi artisanal size, specialized in the construction of urban vehicles tramviaires and suburbs. The company was solid, with products with before guard and an important capital of 200 million liras of the time. She sought the occasion to enrich her range in electric railway construction in collaboration with division motorization by FIAT and the support of the Agnelli family since 1905.

Giovanni Agnelli (the founder of FIAT) , large father of the Avvocato of the years 1990, had observed a coach been driven by a petrol engine builds by the brothers Diatto and presented to the Fair of Liege, very promising on the level of the effectiveness of transport. It had then obtained from its board of directors, on August 8th, 1905, the authorization to resolve a financing of 100 000 liras to finance a research campaign and tests commune at the two companies. It obtained moreover the concession of two railway control lines, the Turin - Pino- Chieri and one in the Exhibition site of Milan for the International exhibition of the following year.

The objective was clearly posted: to carry out an innovation and to deposit the Patent S of them, in such manner to constitute a strong foundation to exploit the results and to develop a future industry of them.

Diatto was especially a company of body which did not have the leading-edge technology to create the Bogie S for these new products.

The repurchase of the company by FIAT in 1917 intervened in one critical period; the company was requisitioned by the army, and it could certainly not have taken again its activity former at the end of the conflict, and thus, could never have maintained its advance technological in its speciality. Railway construction evolving/moving quickly with the use of steel cases.

FIAT, with this acquisition, obtained also the patents of the bogie Brill, a bogie with the point of the technique of the years 1904 to 1927. Moreover, FIAT finished the development of a bogie mono-axle. The Diatto company had patented various types of trams with normal and broad spacing (1,525 mm), of the coaches with strong capacity (100 passengers), of the colonial cars for the hot areas (with a very good thermo isolation).

After war - FIAT Sezione Materiale Ferroviario

After having acquired Diatto, the Section steel-works of FIAT finally could contribute to its development thanks to its know-how. It took an active part in the creation of the standard bogie the Commonwealth, especially intended for the intensive use of the news Locomotive S and motorized, but which, in practice, was especially used on the coaches and the trams, of which some are still in service. The Section large engines FIAT in record time developed a technology of mixed traction thermics-electric which was operational as of 1923, to equip with the railcars diesel. These machines appeared much more effective and practices that those with vapor. ( what seems obvious today, but there is almost a century that concerned imagination for much!) This invention quickly found a first application in the settling of an engine of 1 300 cv in 1925.

It is FIAT Division ferroviaria which invented this type of propulsion and which, the first in the world, equipped a series with it with engines of new generation for FS.

Diesel-electric system FIAT appeared quite higher than that of its direct Italian competitor, the system OM with vapor. FIAT was confronted with the use of the electric drive and the complexity of the apparatuses necessary for a mechanical gear box. This is why it was decided, and that was not easy to make accept, to associate another Italian large company, TIBB, specialized in electrical engineering. In 1925, FIAT developed a diesel-electric locomotive of 1 300 Cv. Little reliable information is still available, but it is certain that it is it (or one of all) first (S) project (S) which was carried out in collaboration with the engineering services of FS-Ferrovie dello Stato (Italian railroads) . What is certain, on the other hand, it is that thanks to this project the technicians of FIAT have to acquire necessary competences to develop the engine which will be the floret of the FS, famous E.626.

In 1926, FIAT Ferroviaria Division developed a very particular bogie with axles swivelling for a use on the suburban lines and local, which made it possible to reduce radii of curvature and used much less the rails.

FIAT also specialized in diesel traction and in particular in the design of railcars and Autorail S diesel. The first applications immediately found an outlet in the urban transport and the Italian colonies in Africa, especially the Somalia.

Technicians FIAT never were really satisfied of the use of the electric drive. Since 1924, a large effort in research and development was authorized in order to develop a bogie for railcars with a mechanical drive. The generators became increasingly more impressive with the increase in the powers, so that as from 1926, they started to mount the engines on the case and more on the bogie. For FIAT MT 150, a version of bogie with mechanical drive was especially developed, but one year later, FIAT developped at the point a system with bevel gear and rods which will be installed on a prototype of MT 150.

It Treno Reale - the Royal train

Recall: Italy is made up in 1860 with Garibaldi, but remained a kingdom until 1945

In 1925 the royal family of Italy launched an invitation to tender for the realization of a special train of great luxury intended for the official trips of the king. FIAT took part naturally and preceded the majors in this field, who are the Ansaldo companies, Piaggio and Breda. FIAT could count on the great experiment of Diatto in the luxury cars. The artistic design was entrusted to Giulio Casanova, artist and holder of one pulpit to the Albertina Academy until in 1940.

The result was remarkable, rich in symbols and typical reasons for the old palates in which Italy abounds. Delivered on March 14th 1929, the train made the admiration of all the courses of Europe for its quality and its luxury. Composed of three cars, for the Queen, a dining room and a car for the King, this new train came to assist the precedent built by company SNOS of Savigliano, in the south of Turin, and intended to the princes and for notable of kingdom.

The invention of the rail-car - Littorina FIAT

During this time, road transport had advanced with step of giant, even within FIAT, with its division FIAT V.I. The less cumbersome engines and with a better output, the mechanical drives, the bogies equipped with suspensions had also made it possible to improve the railway material significantly.

Between 1931 and 1933, FIAT deposited a very significant number of patents, on the mechanical part and the guidance systems and of indication. Patents were even deposited on the use of electromagnetic systems for the safety of the lines. A mechanical gear box with 4 reports/ratios and Cardan joints for a speed of 130 km/h was even patented.

Thanks to its aeronautical division, FIAT used light alloys very early. These new materials made their appearance in the coatings of the steel cars.

Thus railcar ALb 48, or AU4 appeared according to name FS or FIAT and ALb 80. The latter was used for an international round of presentation in Russia, with Moscow, Leningrad and Soci, or it gained all the speed records while dividing straightforwardly by two times of the courses between these cities. The orders flowed to FIAT Ferroviaria Division.

In 1933, ALb 48 was brought into active service on the network of the FS, between Turin, Santhià and Biella.

FIAT Sezione Materiale Ferroviario from now on had entered the circle very closed of the large world manufacturers in very little time, with more than 250 materials of traction in service on the Italian domestic network. ALn 40 effective startups in 1938 ensured the fast connection between Turin and Milan in 1:24 min without stop, with points to 130 km/h.

The need of more than higher power and of transported capacities pushed FIAT to direct its efforts, temporarily, towards the rail-cars rather than towards the railcars. It is into 1934 that oar ATR 100 (016 according to nomenclature FIAT), was revealed, oar made up of three cars out of four bogies, driven by two engines of 600 cv and being able to reach 160 km/h. This oar had the characteristic to inaugurate a new assembly of oar while making put back two cars on only one bogie, principle which will be taken again by TGV of Alstom 40 years later. These new oars which were delivered in 9 specimens to the FS in 1936, were intended for the long ways with a car restoring, were never brought into service because of the bursting of the second world war. The oars were slowly cut up, initially to recover the engines intended for the military machines, then the cars of four oars were destroyed by the German army. After the end of the war, the FS could recover five oars ATR 100 which were used on some lines of the north of Italy.

It is in 1938 that FIAT revealed ALn 56 and the 556, the first baptized rail-cars in the world " Littorine" by Italian.

In 1937, FIAT created the technical office experimental railway railcars - Ufficio Tecnico Automotrici Ferroviarie Sperimentali : UTAFS - which studied two new railcars, one single-engined aircraft, L101, with the former bogie motorized and two axles engine, the other twin-engines, L102, with a driving axle on each bogie, both been driven by engines placed in the case. This project led FIAT to design a bogie of new generation. It is in 1944 - 1945 that L103 was dawning, logical evolution of L102.

Of a 25 meters length, L101 having 64 places, and L102 of 72, with monopiece steel cases, it were equipped with an aerodynamic front face of very innovative design. L101 had an engine of 440 cv, FIAT Tipo 352 to 12 opposed cylinders, mechanical gear box with six reports/ratios, bogies of 3,5 m with an high speed to 140 km/h. L102 had two engines FIAT Tipo 700 000, 6 cylinders developing 370 cv, and a speed exceeding 120 km/h and a synchronized box.

Unfortunately L101, most innovative, was destroyed during the Second world war during the bombardment of the station of Torazza, like all the documents of study and the results of the tests. One has today only one photographs taken in 1939 or 1940. This loss was very critical for the industrial development of the company, waited until L101 was to be the first of a great line of machines developed for the rebuilding of the country at the end of the conflict. L103, similar to L102 but with a simple sheet case, was brought into service on the line Brescia - Iseo - Edolo. L102 was refitted and was used as presidential train for the Republic of Bosnia-Herzégovine, before the marshal Tito does not link the Yugoslavia.

In 1938, FIAT repurchased company OM - Officine Meccaniche - of Milan, one of the large manufacturers Italian of railway material, trucks and cars. With the research departments of OM, FIAT produced the prototype of the new rail-car ALn 72, in diesel version been driven by an engine OM, and vapor. Starting from the diesel version, many other materials were created: ALn 772, ALn 990 and ALn 668, but also FOR THE THIRD TIME and TAF for the Spanish Renfe.

Release

The railroad companies of all the countries, implied or not in the conflict, were found bloodless. Majority with a material park completion in ruin or having only some rare machines still in operating condition. Spare parts having become an extremely rare food product during the years of war. The lines as well as possible were very damaged if not to rebuild, the unusable electrification so that the only lines still able to let circulate of the trains received convoys whose traction was entrusted to the old steam engines. The material park of the FS had very seriously suffered from the bombardments, more than 80% of the coaches was unusable and 67% of the engines were immobilized: in five years, FIAT due to provide 5 850 goods trucks and 455 cars passengers, and was seen entrusting the handing-over in a state of 130 railcars in order to make start again the minimum service on the rail network of the FS.

These same FS decided at the same time to rebuild their travelling park by supporting the diesel motorization, with the development of the railcars with strong capacity been driven by flat engines posed on the cases. The first result was the success met of ALn 990, which drove many orders from abroad. At this same time, FIAT was leader on the worldwide market and equipped the Argentinian railroads , Spanish, Indian], [[OSE|Greek]], [[Ferrocarriles Nacionales of Cuba|Cuban]], [[Caminhos ferro portugueses|portuguais]], [[Egyptian Railroads|Egyptian]]. For the market of the FS in Italy, FIAT developed ALn 60 in [[1949]] and ALn 64 in [[1955]]. Almost all the railway orders related to railcars, to which came to be added the orders of trams for the big cities like [[Rome]], [[Florence]], Turin, and abroad for [[Madrid]] in particular. After having passed this course of industrial overheating, from [[1950]], FIAT could take again the development of new products and innovators by presenting a new concept of momentary coaches as the cars reads Tipo P, luxury cars of complex manufacture, with bogies of the type '' Schlieren '', then well quickly replaced by a product FIAT of the 3 {{E}} generation which will only be selected for the seven invitations to tender of [[the Company of the sleeping cars|International company of the sleeping cars]]. The FS did not order less than 174 cars FIAT of this type. In [[1951]], FIAT gained the contest for the design and the manufacture of the train of King d' Egypte. It is into 1954 that known FIAT the greatest success of its railway history with ALn 668. This oar rail-car was an enormous success near all the companies of railroad of the world. After having gained the invitation to tender of the FS to create three prototypes of this new type of rail-car for regional lines, orders FIAT 094, FIAT proposed ALn 668.1401-1403. FIAT did not know, at this time there, that it had the first specimens of the greatest series of rail-cars which would be never manufactured in the world. These oars manufactured to several thousands of specimens, in many countries where FIAT Ferroviaria is installed, are still in service. During the years of the rebuilding of the European countries having undergone the Second world war, FIAT could develop because he was recognized like the best world manufacturer of diesel rolling stock. Competences of FIAT in the motorizations and the know-how of its subsidiary company OM enabled him to develop not less than 12 prototypes of diesel-electric locomotives in only 8 years, between 1946 and 1954, by showing an industrial capacity and a vitality unsuspected at the time. The prototypes were used to explore various combinations of traction of the type “'' [[Co-Co#Les_CC_et_CoCo|Coconut]] ''”; “'' [[Co-Co#Les other types|Ao1Ao-Ao1Ao]] ''”. Other experiments were led on the various configurations of diesel engines rapids and slow, flat or vertical, with different borings and a variable number of cylinders. Various solutions were implemented in [[Argentinian]] where FIAT received ordering of a series of 280 units assembled locally by Consorzio GAIA, which also implied OM. In Italy, FIAT manufactured the twenty prototypes of the D341 series, in 4 different configurations, to test various suppliers of engines but a unified electromechanical part. The result was very positive for FIAT which obtained high the hand the ordering of the complete series of the 85 engines equipped with Grown engine FIAT Motori 2312SF. For a certain number of foreign orders, FIAT was useful as of [[1958]] of its subsidiary company in Argentina, FIAT Concord, whose production center was located at [[Córdoba (Argentina)|Córdoba]], where the other units of FIAT like FIAT Car and FIAT V.I had also installed their own factories. Two years only after the installation of the first stone of this new factory, FIAT Concord delivered already its first engine. Between [[1962]] and [[1975]], FIAT Concord manufactured 1 500 cars as well as many cars Great Comfort TEE and Eurofima. From now on classified among the giants of the sector, FIAT Ferroviaria decided to defy the American manufacturers on their own market, with the realization of a light but very powerful diesel-electric locomotive specifically for the US market. Thus in 1961 FIAT Ferroviaria revealed the E 10011, with the participation of Alsthom for the electric part. Mechanics derived directly from the E 341 with the technical evolutions. This engine never arrived at the USA following painful external factors. The prototype was registered by the FS D.461 and was used on the line of [[the Collar of Brenner|Brenner]] until its radiation in [[1978]]. It is also starting from this first, that a collaboration between FIAT Ferroviaria and Alsthom is established in a durable way. It started with the manufacture of engines intended for [[Poland]] and derived from famous D.461. Successively FIAT Ferroviaria designed several models for the '' [[Railroad General Manual Belgrano|General Ferrocarril Belgrano]] '' in Argentina, of which a motor coach of 1 000 cv and one of 2 000 cv which was to have an adherence with the particularly important way. FIAT obtained the ordering of the new engines D.343 and D.443, two similar versions but of different powers: 1 000 cv and 1 500 Cv. To satisfy this order of [[1964]], FIAT developed the transmission with floating ring, small jewel of technology which was included thereafter in many other projects. == the Seventies == The world of railway construction made extraordinary projections, and since 1965, FIAT felt the need for making progress its technology in the field of the bogies whose Tipo 27 dating from years 1956/57 could not maintain its superiority any more very a long time. [[FIAT]] launched a great research program and development and presented successively several models, Tipo 24 for the cars passengers and Tipo 1040-920 for the electric engines. November 24th, the “Calculation programme for a new bogie for railcars” is launched. First tests at high speed, 331 km/h, showed that a traditional bogie damages the rails seriously and that the contact with the way is delicate at this speed. The project leads naturally to the development of the 3 {{E}} generation of bogies. That represented a very important technological jump, but FIAT had acquired the capacity to answer the schedules of conditions of the trains TEE - [[Trans-Europ-Express train]] of great comfort. FIAT proposed two different types, the 7195CS, and Tipo F71. F71 answered perfectly the schedule of conditions TEE, and was used then on all the European cars Grand Comfort. Tipo F71 was an enormous success, which allowed FIAT to maintain its advance on its competitors. The bogie exceeded of more than 50% the minimal criteria imposed for vertical comfort and of 350% for transverse comfort. Success was such as the FS ordered 212 additional cars equipped with F71. Bogie FIAT F71 became the standard '' de facto '' for all the fast convoys of 200 km/h. The technical precision necessary during its construction implemented expensive installations of before guard such as no competitor could manufacture these bogies under license. In [[1972]], the bogie F71 FIAT was chooses by the grouping [[Eurofima]] to equip all the European cars travellers and became the standard. After F71 of [[1970]], FIAT Ferroviaria made evolve its bogie to Y32 in 1976. Like its elder, it was certified by the international companies and became the standard since 1977. Starting from these models [[FIAT]] revealed the bogies of traction which equipped the electric engines but also Ale 644 and 724 (Tipo 7219). It is always starting from F71 that FIAT developed the bogies of [[ETR 500]]. It is also from 1970 that FIAT Ferroviaria capitalized its knowledge to make to launch the first design engineering of the first train in the world with active pendulation of the cases. From these studies will be born famous and fabulous one [[Pendolino]]. A first prototype model, which will be put in commercial exploitation because the project was succeeded perfectly but the FS could not engage their order at that time, will be it [[ETR 401]]. It is into 1979 that FIAT taken again Ferroviaria the development of heavy and powerful engines electric. Starting from the experiences gained with E444 FIAT developed the E633 news, engines for goods trains to footing runs and controls electronic. {{Multi stringcourse|Gate undertaken|Gate ferrovipédia}} {{FIAT}} {{multi stringcourse|gate undertaken|gate Ferrovipédia}} [[Category: Railway manufacturer of material]] [[Category: FIAT]] [[in: FIAT Ferroviaria]] [[it: FIAT Ferroviaria

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