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| ALn 668 | |
|---|---|
| Name | ALn 668 |
| Powertype | Diesel |
| Builder | Fiat Ferroviaria |
| Builddate | 1954–1981 |
| Totalproduction | 787 |
| UICclass | 1A'A1' |
| Enginetype | Diesel |
| Maxspeed | 130 km/h |
| Operator | Ferrovie dello Stato Italiane |
ALn 668 The ALn 668 is an Italian diesel multiple unit railcar family built by Fiat Ferroviaria for Ferrovie dello Stato Italiane and other operators during the mid-20th century. It served regional, commuter and secondary services across Italy, seeing widespread use on lines connecting cities such as Rome, Milan, Naples, and Turin. The type influenced subsequent DMU designs and played roles in postwar Italian transport modernization, interacting with institutions like Ministry of Transport (Italy), manufacturers including OM and Breda, and workshops at Foligno and Ancona.
The ALn 668 arose from requirements set by Ferrovie dello Stato Italiane and specifications debated by engineers at FIAT boards and designers with experience from projects for Trenitalia predecessors. Early design meetings referenced existing multiple unit concepts from Great Western Railway imports and lessons from SNCF and Deutsche Bundesbahn operations. Collaborations involved component suppliers such as MTU successor firms and coachbuilders linked to Fiat Group. Prototype work was inspected at plants in Savigliano and validated against standards influenced by European committees including representatives from UIC and tests at the Festa del Treno exhibitions. The body used lightweight steel and aluminium techniques similar to those used on E444 electric locomotives and adopted bogie layouts inspired by FS Class D.345 experience. Operational policy debates in the Italian Parliament and fare restructuring by Ferrovie dello Stato shaped production runs.
The standard ALn 668 employed twin diesel engines driving mechanical gearboxes with performance influenced by generator sets originally from AEM suppliers and controls analogous to units used by Officine Meccaniche. The chassis and suspension incorporated proven designs from Breda and Ansaldo practices used in regional stock for Lombardy and Sicily. Typical power output, tractive effort, fuel capacity, braking systems and top speed were specified to meet requirements tested on lines such as Ferrovia Genova–Casella and trialed against endurance runs reaching hubs like Bari and Palermo Centrale. Passenger accommodation followed ergonomic studies similar to seating introduced on Etr 220 and featured heating and ventilation systems compatible with standards promoted by Ministry of Transport (Italy). Safety equipment mirrored signaling interfaces used on corridors between Venice and Trieste and complied with technical circulars issued by FS engineering departments.
Production took place across decades at Fiat Ferroviaria plants with subcontracting by Breda and OM under contracts negotiated with Ferrovie dello Stato Italiane and regional authorities in Lazio, Campania, and Sicily. The units entered revenue service on commuter routes around Milan and Intercity regional links to Florence and Bologna and later spread to secondary lines in Calabria and Apulia. Overhauls were performed at depots in Rome Termini divisions and workshops in Naples. The ALn 668 operated alongside rolling stock including E656 and multiple units from DART derivatives and was phased alongside modernization plans promoted during terms of ministers such as Giulio Andreotti and transport policy initiatives influenced by European Economic Community funding. Withdrawals began as electrification programs expanded and as Trenitalia introduced newer DMUs and Pendolino services for higher-speed corridors.
Multiple subseries were produced to meet regional needs, with variants adapted for metre-gauge and narrow-gauge operations and special modifications for mountain routes such as conversions inspired by equipment used on Bernina Railway operations. Some units received upgraded engines from firms linked to MTU Friedrichshafen and gearbox modifications akin to those in Renfe multiple units. Refits included interior reconfigurations for increased standing space used in services connecting Prato and Pisa, installation of advanced braking systems paralleling developments in DBAG practice, and experimental hybridizations reflecting research partnerships with Politecnico di Milano and Istituto Nazionale di Ricerca Metrologica. Export adaptations were discussed with operators like SFER-type companies in Tunisia and workshop collaborations with Talgo-linked engineers.
Primary operator was Ferrovie dello Stato Italiane, with regional use by entities in Sicily Region, Sardinia, Lazio Region transport authorities and suburban networks around Naples. Some cars were leased or sold to private operators and heritage groups including societies associated with Museo Nazionale Ferroviario di Pietrarsa and local tourist railways in Abruzzo. International interest brought trials with companies from Portugal and North African administrations influenced by procurement officers linked to Ministry of Foreign Affairs (Italy) trade missions.
Several units have been preserved by museums and heritage railways such as the Museo Nazionale Ferroviario di Pietrarsa and private groups operating vintage services for tourism in Tuscany and Umbria. The ALn 668 appears in photographic archives alongside exhibits about postwar reconstruction displayed at events with participation from Fondazione FS Italiane and features in studies by transport historians at Università di Pisa and Università La Sapienza. Its role in regional mobility influenced cultural representations in Italian cinema and literature alongside depictions of rail travel in works by authors associated with Neorealism circles and documentaries showcased at festivals like the Venice Film Festival.
Category:Fiat Ferroviaria multiple units Category:Diesel multiple units of Italy