The E.323 and E.324 were two classes of 3,000 V direct current electric locomotives operated by the Italian State Railways (FS), primarily used for shunting duties in large rail yards. The E.324 class lacked both a driver's cab and a pantograph, and was designed to operate in multiple unit control with the E.323 class, effectively doubling the latter's performance.

These locomotives were a development of the FS E.321 and E.322 classes. They retained the electrical systems of their predecessors, updated based on operational experience and technological advancements, while the mechanical components were newly designed..

In the early 1970s, as part of a collaboration between FS and the Faculty of Engineering at the University of Rome "La Sapienza," an E.323 unit was selected for the development and testing of an electronic converter intended to power a three-phase traction motor. This project, which would have marked the first application of a three-phase traction motor in a 3 kV DC locomotive, was eventually abandoned due to advancements in power electronics associated with the development of the E.402 class locomotives.

History

Project In the second half of the 1960s, the positive operational results of the E.321 and E.322 classes prompted the Italian State Railways (FS) to expand the use of electric locomotives for shunting services. In the development of the new project, it was decided to retain the electrical components of the earlier models, while the mechanical parts—such as the carriage, running gear, and brake system—were newly designed. The design followed that of the standardised Class 245 locomotives (units 245.1001–1020, 2001–2020, and 6010–6124). This configuration, using the same GLM 2405 motor as in the E.321 and E.322, allowed for a transmission system employing universal joints and telescopic shafts. It also enabled the use of a gearbox with two gear ratios: one providing a maximum speed of 32 km/h (20 mph) for shunting, and another allowing speeds up to 64 km/h (40 mph) for mainline movements and light freight haulage. As with the E.321 and E.322, the project was developed by FS in collaboration with Tecnomasio Italiano Brown Boveri (TIBB).."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

Construction The construction of both the electrical and mechanical components was entrusted to Tecnomasio Italiano Brown Boveri. As with the E.321 class, non-cab units known as "motor trailers" were developed to operate under the control of the cab-equipped E.323 units. These were classified as E.324 and were mechanically identical to the E.323 but without a driver's cab. Due to this configuration, similar to the E.322 class, they were colloquially referred to as "dogs" (cani). The following subclasses were built:For the anomalous classification in classes E.323 and E.324, which descends from that of E.321 and E.322, cf Maurizio Grassi, Classificazione e dintorni delle locomotive F.S. a 3000 V c.c..

E.323.001–010 and 011–020 (delivered in 1966 and 1970–71); E.323.101–105 (delivered in 1966–1967); E.323.201–205 (delivered in 1971); E.324.101–105 (delivered in 1966–1967); E.324.201–205 (delivered in 1971);

Based on prior experience with units E.321.200 and E.322.200, locomotive E.323.200 was specially designed and built with the capability to remotely control two E.324.200 units.

Between April and October 1967, locomotive E.323.105 was included in a national exhibition of rolling stock, alongside other locomotives, passenger coaches, and freight wagons. The exhibition took place in major Italian railway stations and aimed to present to the public the ongoing renewal of the FS fleet as part of the Ten-Year Modernization Plan (1962–1972).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

Maintenance Locomotives of the E.323 and E.324 classes underwent major overhauls every 40,000 hours of operation. Midway through this interval, an intermediate "R III" overhaul was carried out, which did not require the complete disassembly of the locomotive body.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.

Operation

Services The E.323 and E.324 locomotives were exclusively employed in shunting operations. They gradually replaced the last remaining steam shunting locomotives, which were being phased out, and also displaced diesel locomotives and their immediate predecessors, the E.321 and E.322 classes. The latter had already demonstrated strong performance under the demanding, continuous workloads typical of hump yards in large marshalling stations..

In addition to performing shunting duties on station sidings, the E.323 and E.324 were regularly used in major marshalling yards and for ferry operations involving the boarding and disembarkation of trains to and from Sicily, specifically at Messina Marittima and Villa San Giovanni stations...

Due to their design characteristics, these locomotives were only occasionally used for mainline operations or for hauling troop trains..

Performance in shunting service The shunting performance of the E.323 and E.324 locomotives is detailed in the following table, sourced from the General Preface to the Timetable of Service (Prefazione Generale all'Orario di Servizio, PGOS). of the Italian State Railways. The table specifies the maximum loads, expressed in tonnes, that the locomotives were capable of hauling in shunting service, depending on track gradient. + Tonnage performance of railcars and shunting locomotives in shunting service Class Gradient ‰ Power HP 3 6 10 15 20 25E.321E.322 (1) 740 550 400 300 240 190 260E.323E.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 of the E.323 and E.324 locomotives in traction and full-line service is presented in the following table, sourced from the General Preface to the Timetable of Service (Prefazione Generale all'Orario di Servizio, PGOS) of the Italian State Railways. The table indicates the load, in tonnes, that the locomotives were capable of hauling in full-line service, depending on the performance classification of the line.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. + 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 50 km/h 65 60 55 50 45 40 35 30 25 25 — — — — — — — — — — — — — — 40 km/h 145 135 125 120 110 110 95 90 80 75 65 60 55 50 45 40 35 30 25 20 — — — — 35 km/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 30 km/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 25 km/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 20 km/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 As of January 1985, units of the E.323 and E.324 classes were distributed across the following depots:.

E.323.001–020, not equipped for multiple-unit operation with 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); E.323 locomotives of the 100 and 200 series, equipped for multiple-unit operation with E.324s, were assigned to: Alessandria (1), Milano Smistamento (2), Verona (1), Udine (1), Reggio Calabria (5); E.324 motor trailers generally followed the assignment of E.323 units with matching numbering. However, FS did not typically report their quantities per individual depot.

As of 31 December 1991, all E.323 and E.324 units remained in service and were distributed as follows:.

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 pairs 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 (1995),. all units of both classes were still in existence and distributed as follows:

E.323.001–020: 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); E.323.100 series: Alessandria (2), Reggio di Calabria (3); E.323.200 series: Alessandria (1), Milano Smistamento (1), Udine (1), Verona (2); E.324.100 series: Alessandria (2), Reggio di Calabria (3); E.324.200 series: Alessandria (1), Milano Smistamento (1), Udine (1), Verona (2).

Shelving and decommissioning As of 30 January 2000, all units remained in service:

Thirty E.323 units were assigned as follows: FS Regional Division (16), FS Passenger Division (3), FS Cargo Division (11) Ten E.324 units were assigned as follows: FS Regional Division (2), FS Passenger Division (2), FS Cargo Division (6)..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

Withdrawal began in 2002,. and all units were decommissioned between October 2002 and June 2009.

As of today, locomotive E.323.010 remains stored in deteriorated condition at the Rimini Locomotive Depot.

Museum preservation The E.323.105 + E.324.105 locomotive pair has been preserved and is on loan to the amateur railway association AISAF, based in Lecce.

Features Following the favorable operational results of the E.321 and E.322 locomotives—whose use led to notable savings compared to diesel traction—the Italian State Railways (FS) decided to acquire an additional batch of similar locomotives. However, for these new units, a completely redesigned mechanical section was developed to meet all the requirements of shunting service..