The Diesel-Electric Railcars of FCL
The idea for an article on these particular trains
is been born from the recent encounter drawn near with three of them, still
existing in various states of conservation. I already knew this group of
railcars, from the winning aestetic and from the mechanical conception remained
unique among all private italian railways and not even resumed from the FS, but
I had not still had way to observe them so near. Let's learn a bit of their
history: in 1934 on the lines of the future FCL (still managed by Società
Italiana Strade Ferrate del Mediterraneo) were experienced first dmus with
internal combustion, in the attempt of fighting the then newborn automotive
competition. The speeds and the flexibility of the diesel traction was still
unknowned and the first steps in the field came just here, made with the famous
diesel locomotive TIBB of the '20. But the first units of 1934 were not other
that buses on track, monodirectional, with little seats, little power and with
mechanical transmission. The average of units directly derived from Littorine FS
was excluded, preferring - and here it is the exceptional particularitity - the
diesel electric traction. An order of 10 railcars on trucks was placed, then
framed in the group M2 50. The construction was entrusted to the TIBB for the
trucks and the electrical part, to the Piaggio for the body and to the
Mechanical workshop of Brescia for the motors. The units came formally delivered
to the Society the 21 April 1937, after some months of tests. Another innovation
for those times resides in the construction of the body; the Piaggio was by then
in fact the only licensed builder for the Budd Factory in Philadelphia, that was
specialized in the construction of railway vehicles with knit body in stainless
steel, with a particular procedure. Thanks to the particular metal the paint
could also be avoided, with savings in maintenance of the body, and with that so
unique silver appearance of the trains constructed with this technique (in Italy
some coaches for the FS, two emu trains for the FNM, trains M+R of the FCV then
ended on the LFI and other railcars for the FCL). The body was supported by
Brill trucks with ears-ring to seams, constructed with a boxed structure of much
content weight. On every truck find place the electricity-generating group, the
radiator and a motor of traction. The motors - type OM Saurer - are regulated
through the electrical control and can distribute a maximum power of 127hp
concurring also with good speed to the march on climbs until the 60 for
thousands. The maximum speed of the railcars is of 80km/h even if it was fixed
in 70km/h for problems to the trackage of the covered lines. The radiators are
placed on the trucks and are ventilate through air holes on the heads from the
characteristic shape. The electric motors which start the diesel group also are
used for the braking electrical work with recharge of the edge batteries. The
emergency equipment allowed - in case of damage of one of the diesel motors -
the prosecution of the trip with all the motors feeds in series from a single
diesel group; moreover the guide with
a single machinist was rendered sure from the mechanism "uomo morto". In 1950
during the rebuilding works the original OM motors were replaced with Breda AEC
of 120cv. At that time the units assigned then to Catanzaro came - already in
1949 - re-equipped for the diesel mechanical traction, with the motors Breda AEC
and a Vulcan-Sinclair joined with the classic Wilson change. In 1964 the braking
equipment was modified and in 1970 also the inside accomodation, with the
abolition of the dividing wall between 1^ and 3^ class and the creation of a
single room for the 2^ class. To the Bari direction were assigned the M2DE.53 to
58 , to Catanzaro the M2DE.51-52 and 59-60. The last services along the lines
are in 1974, exclusively on the Matera-Ferrandina branch, closed with the
rebuilding under the ground of the station of Matera. The units of
Catanzaro/Cosenza have done still some train in turn with the other morerecent
Breda on the main line, but never on the branch equipped with rack trackage. The
unit 51 was still stored in 1993 in Celano-Rovito, with the 60. In the same year
the 52 was in Pedace. First to being demolished have been 53 and 56 in 1973,
even if l'automotrice 58 already had been scrapped in 1943 after a fire burned
up from the German troops leaving Italy. Unit 54 instead has been object in the
'80 of one negotiation for museum conservation from the manifacturing company
Piaggio. After a first moment of uncertainty, the dmu was recovered from the
Simet di Bari, restored in skillful way and is now exposed in the Piaggio museum
in Pontedera. The M2DE.55 with the 57 were sold in March 1983 for the then
borning Museum "La Selva di Paliano", where they would have had to find regulate
operation. The plan of the museum failed and our two stand outside in conditions
more or less degraded... quite the 57 has been covered with panels so it can be
used like an advertising support towards the motorists of the near state road
... Finally the 59 is remained set aside in the station of Cosenza for very many
years - making hope for an ulterior conservation - until being stupidly
demolished in 1999 with an other unique piece of the same age (see).
