Low floor brief distance travel coaches
The low roof coaches, one of the most common types known of the peninsula, are the first modern coaches designed to be exclusively used for high frequency service, therefore destined for transport in large metropolitan locations.
These were produced in three different series, each designed to improve comfort for passengers from the previous design.
The coaches were developed for use in uniform and non style of train pulled or pushed principally by locomotives series E646 or E633/632, without forgetting the E424 and the new E464; exactly for this reason, all the coaches are equipped with cable channelling at 78 poles and it was built also the control pilot cab version, identical to the intermediate coaches but with the only difference being that the space next to the control cab is used for baggage storage space.
The vehicle is divided in three sections: the centre section lowered to the same level as the vestibules, with the remaining two sections being higher, accessible via three steps; the coaches are characterised by an accessibility at only 601 mm from the track and approximately 350 mm from the railway station platform; these are equipped with two large vestibules, measuring 1300 mm, which are central and so rationally positioned inside the coach, with automatic sliding doors; together with the optimum capacity, in the intermediate 2nd class coach there are 100 seated posts with relatively good comfort, above all if you consider that compared to the coaches used for the same service at that time, Centoporte and Corbellini, its success was immediate.
These vehicles are found throughout all the peninsula and their introduction to the train service allowed the substitution of aging coaches in FS fleet, then followed by middle distance coaches MDVC & MDVE.
The low floor coaches main characteristics are:
| Overall length | 26,4 |
m |
| Maximum width | 2,855 |
m |
| Maximum height | 3,705 |
m |
| Floor height from the track | 0,6 / 1,18 |
m |
| Weight (empty coach) | 37 / 38 |
t |
| Bogie wheelbase | 2,40 |
m |
| Wheel diameter (new) | 0,94 |
m |
| Maximum speed | 140 |
km/h |
First series Type 65
The low floor coaches of the first series were built in the 60s (1965-66). These were built in 176 off intermediate units type nB and 20 off units in the control pilot cab version type npBD. At the delivery time, these coaches were used as first class in the central lowered floor and second class at the extremities, later unified as only second class.
Initial main characteristics:
- Electric heated radiator system (as for the first UIC-X coaches)
- Battery charger automatically recharged by means of a dynamo generator type 1961 installed on the bogie
- Bogie type 24V with 2400 mm wheelbase
- Single cast axle wheel block assembly
- High performance block type brakes
- Forced ventilation by means of suction fan on the roof
- Glass fibre sliding doors internal to coach shell
- Seats without arm rests or head supports
The control cab pilot coaches series npBD distinguish themselves from other intermediate coaches by the presence of (at the hand-brake side) a large baggage compartment next to the conductors side; the conductor’s cabin is equipped with a control panel complete with all the necessary controls for the train commands, for signal repetition, for loud speakers, for audio link, also for the dipped lights, for acoustic signals and for top light.
In this series of coaches, there have been many changes carried out throughout the years to accommodate the same to latest models, changes in material from glass fibre to light alloys for access doors, substitution of seats with new ones complete with head support and arm rests and illumination commands; the control cab pilot coaches were subjected to a radical change that included complete drivers coach set-up with the elimination of the intercommunicating passage.
Control cab pilot coach type npBD
Intermediate coach
Second series coach type 73
The low floor coaches of the second series, ordered in 1972, were built in 1972-75 and were put into service during 76-77. From an aesthetic and dimensional point of view they are almost identical to the previous series (the roof is externally reinforced by means of blind channelling and the chassis that now extrudes in respect of shell). Obviously, this is due to a natural evolution that improved the coach, such as the UIC-X of the second series, with higher functionality and comfort: The heating system was changed from radiator system into air blown one, assuring regular air circulation hence giving a better air flow and temperature control, guaranteeing ventilation even during hot periods of the year, the system now recharges from a static converter type CB 3000/24 V DC which replaces the mechanical dynamo generator type 1961 situated on the coaches axis, this simplified the type of preventive maintenance that had to be carried out on rotational equipment, windows became double glazed, replacing single glazed ones, seats padded with head supports and arm rests, fluorescent lighting system complete with remote control, same bogie type 24 as the previous series but complete with disc brakes instead of block ones and anti-slip system, all characteristics which allow the increase of the maximum velocity up to 160 Km/h.
The principal characteristics can be reassumed as:
- High performance sound proofing
- Double glazed windows whose external one is adiactinic
- Seats padded with head supports and arm rests
- Light alloy sliding doors in line with coach shell
- Heating system with blown air with possibility of ventilation during summer times
- 4,5 kVA 3000V/24V dc static battery charger
- Remote control lighting system
- Bogie type 24FD
- Disk brakes
Some control cab coaches during the years have been equipped with cabins especially prepared for handicapped passengers with wheel chairs, next to the vestibule, and due to this reason given with special loading ramp to facilitate the entry of the disabled customers (series nbBDH).
Coaches belonging to this series were little changed aesthetically wise, the most important being during the late 80s changing the entry door’s from in line with the coach shell to internal of the coach itself, in order not to exceed the clearance gauge with the doors in open position. The colour scheme was under constant changes from the dark slate grey sides with silver roof, through to the 80s “chromatic explosion” with the “NAVETTA” livery, with beige background and orange/violet streaks and anthracite grey roof, to the present day with the XMPR livery.
Control cab pilot coach type npBD
Intermediate coach
Third series
The low floor coaches belonging to the series were ordered in 1979 and were put into service during 1980-82. This series was the same as the previous series except for small improvements developed from previous experiences. The shell and the chassis are now constructed with copper steel sheets and section bars, thus guaranteeing a higher strength, the chassis is reinforced next to coach floor with stainless steel sheets and the heads are anti-collision damage designed. Air suction fun motors for the blown heating system are now AC type due to a higher reliability and to reduce maintenance costs; consequently the relevant static converter gives out 220 V AV in place of 24 V DC. The color scheme was immediately eye-catching with the ivory back-ground with orange/violet streaks, exactly the same as the MD coaches. Toward the end of 1996 some of these coaches were subject to a restyling that gave improvements aesthetically as well as in comfort: new painting scheme in accordance with the new Corporate Identity, the floorreplacement, the sound proofing improvements and the new conception moulded seat guaranteeing higher comfort and safety made from flame retardant material recyclable.
Control cab pilot coach equipped for handicapped passengers
Intermediate coach
PICTURES
Pictures courtesy of Benedetto Sabatini and Tutto Treno magazine
For further details:
Various publications of Tutto Treno, Mondo Ferroviario, I treni and La tecnica professionale
Tutto Treno Modellismo no 5, page 22 and following
“Organizzazione e Tecnica Ferroviaria”, author Giuseppe Vicuna, CIFI – page 615
“Le Carrozze Italiane”, author Evaristo Principe, Editoriale del Garda – page 95