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| FS Class D.345 | |
|---|---|
| Name | D.345 |
| Powertype | Diesel-electric |
| Builder | Fiat Ferroviaria |
| Builddate | 1970–1989 |
| Totalproduction | 150 |
| Bogies | Bo'Bo' |
| Length | 14.8 m |
| Locoweight | 68 t |
| Enginetype | V12 diesel |
| Maxspeed | 120 km/h |
| Poweroutput | 1,500 kW |
FS Class D.345
The FS Class D.345 is an Italian diesel-electric locomotive introduced by Ferrovie dello Stato in the 1970s, built by Fiat Ferroviaria and related manufacturers, for mixed traffic duties on secondary lines and regional services. Designed during a period of modernization alongside projects involving Trenitalia, Ansaldo, Alstom, and European standardization efforts, the class combined a compact V12 prime mover with Bo′Bo′ bogies to balance performance, reliability, and route availability.
Development originated within the context of postwar Italian railway renewal influenced by entities such as Ferrovie dello Stato Italiane, Fiat, Gio. Ansaldo & C., OMC, and technical input from research institutions like Politecnico di Torino and Istituto Motori. The program addressed requirements set by regional administrations including Regione Lombardia, Regione Piemonte, and Regione Veneto for versatile traction on non-electrified lines serving nodes like Torino Porta Nuova, Milano Centrale, Venezia Santa Lucia, and Bologna Centrale. Design teams referenced contemporaneous projects at British Rail, Deutsche Bundesbahn, and SNCF while integrating manufacturing practices from workshops in Savigliano, Naples, and Pistoia. Prototype testing occurred at test circuits associated with Servizio Materiale e Trazione and facilities linked to ENEL and CNR instrumentation labs.
The D.345 utilized a Fiat-built V12 diesel engine paired to an electrical generator and four traction motors on a Bo′Bo′ wheel arrangement, yielding approximately 1,500 kW and a top speed near 120 km/h suitable for regional expresses terminating at stations such as Genova Piazza Principe and Ancona Centrale. Bogie design was influenced by standards adopted by UIC and components supplied by manufacturers connected to SKF and Fiat Ferroviaria subcontractors in Bari and Modena. Braking systems combined pneumatic controls with rheostatic elements influenced by suppliers linked to Westinghouse Air Brake Company and control electronics modeled after circuits in use at Alstom and Siemens. Cab ergonomics reflected consultation with trade unions like CGIL and operational feedback from depot managers at Firenze Santa Maria Novella and Roma Termini.
Commissioning aligned with timetable changes driven by ministries such as the Ministero dei Trasporti and coordination with operators including Ferrovie dello Stato and later Trenitalia. Initial allocations placed units on regional corridors connecting hubs like Bologna Centrale–Bari Centrale and Torino Porta Nuova–Savona, with subsequent redeployments to secondary routes in Calabria, Sicilia, and Sardegna. The class played roles in periods of industrial action involving UIL and infrastructure upgrades overseen by Rete Ferroviaria Italiana. Upgrades and reallocations reflected broader European trends documented in publications associated with Union Internationale des Chemins de fer and case studies by European Commission transport panels.
Variants emerged through factory and depot-level modifications by firms and workshops such as Fiat Ferroviaria, Ansaldo Trasporti, and regional depots in Vicenza, Pisa, and Palermo. Modifications included improved cab heating for cold-climate service relevant to routes near Cortina d'Ampezzo, enhanced cooling for southern operations around Reggio Calabria, and retrofits for push-pull compatibility responding to demands from operators like Ferrovie Emilia Romagna and provincial administrations. Some units received modernization packages drawing on technology from Alstom and electronics by Siemens to meet evolving safety standards promulgated by bodies like Commissione Tecnica Centrale.
Operational deployment balanced passenger duties on regional and intercity links with light freight movements serving industrial districts including Terni steelworks, Piombino port, and agricultural freight nodes around Foggia. Crewing and rostering practices intersected with training centers affiliated to Scuola Tecnica Ferrovie dello Stato and certifications overseen by the Ministero dei Trasporti regulatory framework. During seasonal timetable changes, D.345s were observed on tourist-oriented services to destinations like Rimini, Cinque Terre, and historical routes approaching Napoli. Coordination with signalling entities such as RFI and collaboration with municipal authorities—examples include Comune di Venezia and Comune di Palermo—shaped route approvals and depot siting.
Several preserved examples reside in museums and heritage fleets managed by organizations including Museo Nazionale Ferroviario di Pietrarsa, Associazione Ferrovie in Calabria, and volunteer groups associated with Fondazione FS Italiane and local cultural institutions in Sora and Fano. Preservation efforts involve restoration workshops in locations like Savigliano and partnerships with academic labs at Università degli Studi di Napoli Federico II. The class experienced incidents ranging from minor derailments on rural branch lines to collisions cataloged in reports handled by Polizia Ferroviaria and investigated under directives from the Ministero dell'Interno; notable event case files influenced subsequent safety reviews by ANSF and infrastructure remediation by Rete Ferroviaria Italiana.
Category:Italian diesel locomotives