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| FS Class E656 | |
|---|---|
| Name | FS Class E656 |
| Powertype | Electric |
| Builder | Ansaldo, Toshiba Corporation, Hitachi, Ferrovie dello Stato Italiane |
| Builddate | 1975–1989 |
| Totalproduction | 321 |
| Aarwheels | Bo′Bo′+Bo′Bo′ |
| Gauge | 1435 mm (Standard gauge) |
| Electricsystem | 3 kV DC (Italian railway electrification) |
| Maxspeed | 160 km/h |
| Poweroutput | 4600 kW |
| Operator | Ferrovie dello Stato Italiane, Trenitalia, Ferrovie Emilia Romagna |
FS Class E656 is an Italian electric locomotive family introduced in the mid-1970s for heavy passenger and freight duties on the Ferrovie dello Stato Italiane network. Designed during an era of rapid modernization alongside projects such as Direttissima (Florence–Rome railway), the class served with Trenitalia and regional operators, becoming emblematic of Italian electrified traction. The locomotives operated across major corridors including routes through Bologna, Naples, Milan, and Venice.
Developed by a consortium of manufacturers including Ansaldo and Toshiba Corporation, the fleet addressed the need to replace ageing classes like the FS Class E646 and complement units such as the FS Class E444. Commissioned under directives linked to the Italian State Railways modernization, the locomotives were built for the 3 kV DC network serving lines radiating from hubs like Rome Termini and Milano Centrale. The E656 family featured a distinctive articulated Bo′Bo′+Bo′Bo′ layout to balance axle load for lines including the Direttissima (Florence–Rome railway) and routes crossing the Apennine Mountains.
The traction system employed DC traction motors supplied through rheostatic control and later retrofitted with electronic components from firms such as SEMI and Hitachi. The mechanical arrangement combined two four-axle sections connected by a central corridor, derived conceptually from designs used by Deutsche Bundesbahn and influenced by rolling stock standards from SNCF procurement. Braking comprised air brakes with rheostatic dynamic braking and multiple-unit control compatible with ETR units and certain FS Class ETR 300 stock in rescue scenarios. The cab ergonomics referenced Italian regulatory standards enforced at Stazione di Bologna Centrale and incorporated signaling interfaces interoperable with systems running on corridors toward Trieste and Venice Santa Lucia.
Key dimensions and performance characteristics included maximum speed suited for services on the Linea Adriatica and Milano–Venezia railway, power output adequate for heavy regional trains traversing the Apennines, and an axle load compliant with infrastructure constraints managed by agencies like Rete Ferroviaria Italiana. Electrical equipment suppliers included Toshiba Corporation and domestic industry partners such as Ansaldo Trasporti.
Production runs led to subseries with progressive enhancements inspired by operational feedback from depots at Torino Porta Nuova, Napoli Centrale, and Roma Termini. Modifications encompassed upgraded control electronics by Siemens affiliates, traction motor rewinds performed in workshops like Officine Grandi Riparazioni, and conversions to improve compatibility with Trenitalia regional timetables. Some units received liveries reflecting corporate changes involving Ferrovie dello Stato Italiane and Trenitalia branding updates aligned with national initiatives seen during events hosted in Milan and Turin.
Later refits targeted energy efficiency influenced by projects funded by the Ministry of Transport (Italy) and cooperative programs with universities such as the Politecnico di Milano studying rolling stock life-cycle. Certain units were experimentally equipped with enhanced train protection equipment tested near Lecco and along the Como–Chiasso railway.
E656 locomotives entered service on principal corridors connecting metropolitan centers including Rome, Milan, Bologna, Venice, and Naples. They hauled express regional services, freight workings on routes toward Trieste and Genoa, and international movements where compatible with neighboring networks like SBB operations near the Swiss–Italian border. The class remained active through restructurings of Ferrovie dello Stato Italiane into transport groups and into the era of Trenitalia operations, participating in peak traffic during cultural events in Florence and infrastructure renewals coordinated with Rete Ferroviaria Italiana.
Operational deployment saw allocation shifts among depots such as Bologna Centrale, Padova, and Verona Porta Nuova according to demand, and the fleet supported contingency services during disruptions on high-speed lines including TAV (Treno Alta Velocità) construction phases.
Over its service life, a number of locomotives were involved in incidents investigated by agencies like the Polizia Stradale and transport safety bodies tied to the Ministero delle Infrastrutture e dei Trasporti. Notable events included collisions and derailments on routes near Lecce and Reggio Emilia, with inquiries referencing interoperability with signaling systems used on the Linea Adriatica and cross-border operations toward Chiasso. Investigations prompted technical reviews at facilities such as the Officine Ferroviarie and adjustments to operational procedures influenced by reports submitted to Ferrovie dello Stato Italiane management and regulatory recommendations emanating from parliamentary oversight.
Several units were withdrawn and preserved by railway museums and heritage groups including organizations operating at the Museo Nazionale Ferroviario di Pietrarsa and preservation societies based in Piacenza and Torino. Preserved locomotives appear in heritage events alongside historic stock like the FS Class E444 and FS Class E646 exhibits, illustrating developments in Italian traction technology. The E656's role influenced subsequent designs within Ferrovie dello Stato Italiane procurement and remains documented in archives held by institutions such as the European Railway Agency and national transport libraries.
Category:Electric locomotives of Italy Category:Ferrovie dello Stato Italiane rolling stock