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FS Class 851

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Adapted from the English Wikipedia article FS Class 851, available under CC BY-SA 4.0Updated 29 November 202549 sources
Italian State Railways (FS)
Company typeState-owned company
IndustryRail transport
PredecessorAdriatic Network (RA)
Founded1905
Headquarters
Italy
Area served
Italy
ProductsRailway locomotives

FS 851 Locomotive Class

The 851 class comprised steam locomotives operated by the Italian State Railways (FS).

Originally developed and constructed by the Adriatic Network (RA) for line service duties, these locomotives were among those that FS decided to continue ordering in 1905. This decision included other classes such as FS 290, 600, and the ex-RA 870 series, pending the finalization of new locomotive designs capable of meeting the increasing demands of passenger and freight transport following nationalization.[note 1]

Following the introduction of Class 940 locomotives, the role of the 851s shifted primarily to shunting operations. Their deployment complemented that of the class 835 locomotives geographically. These noteworthy engines[1] remained in service until steam traction was phased out in Italy during the 1970s.

Background

By the close of the 1800s, the completion of the Sulmona-Isernia and Candela-Potenza railways, coupled with an increase in both train consist sizes and passenger car weights, led the management of the Adriatic Network to commission a new series of steam locomotives. These were designed to provide additional tractive effort[note 2] by being positioned at either the front or rear of trains, particularly to assist mainline engines on steep gradients. Consequently, engineers focused on developing tank locomotives[2] that combined strong adhesive weight, adequate power and speed, and sufficient operational range tailored for these demanding routes.[3][4][5][6][note 3]

These requirements culminated in the development of the RA 270 class, with an initial batch of 18 units delivered in 1898. These locomotives were assigned primarily to the Sulmona-Isernia and Candela-Potenza routes as well as the Terni-Ancona segment of the Rome-Ancona line and the Pescara-Avezzano section of the Rome-Pescara line.[3][4][5][6][7]

Encouraged by favorable performance results, a second production phase was initiated comprising two separate orders totaling 42 additional units—18 delivered between 1900 and 1901 and another 24 arriving in 1904.[3][8][9][10]

Following its establishment in 1905 as successor to various private rail companies, Ferrovie dello Stato (FS) faced an urgent need to devise strategies for fleet expansion and modernization.[note 4] While FS’s Traction Service’s Study and Testing Office worked on designing new locomotive types while revisiting earlier concepts, they also opted to produce additional units of existing models incorporating improvements derived from operational experience. This included classes such as 290, 320, 600, 630, 670, 750, 830, 851, 870, 904 and 910. Moreover, FS sought to evaluate American manufacturing techniques by commissioning twenty locomotives from classes 666 and 720.[11][12] Among these choices were former RA 270 models which were incorporated into FS’s class 851.[note 5][9][13] Production continued until 1911, culminating in a total output of 207 locomotives which were renumbered between 1917 as units 851.001 through to .207.[3][10][14][15]

Project

The RA 270 locomotive was designed by the Florence Study Office of the Adriatic Network, exhibiting certain design elements reminiscent of the contemporary 350 bis RA series, which was later classified as FS 290.

Characteristic of the "Florentine school," the design emphasized straightforwardness, particularly in the engine and valve gear components. This approach resulted in operational cost savings and was highly valued by both engine crews and maintenance staff.

Engineer Bruno Bonazzelli regarded the RA 270, subsequently designated as FS 851, as an enhanced iteration of the RA 250 class, later known as FS 827 locomotives. This viewpoint is also supported by Giovanni Cornolò and Gian Guido Turchi, who highlight their shared role in reinforcement duties at either end of trains on the steepest sections of trans-Apennine routes.

Features

Designed for mountainous routes with gradients reaching up to 28 per thousand and many tracks laid with rails weighing 27 kilograms per metre (54 lb/yd), the locomotives employed a UIC C wheel arrangement. They featured driving wheels measuring 1,510 mm (59 in) in diameter, spaced 4,000 mm (13 ft) apart between the outer axles, with all weight resting on these wheels. The axle load was kept relatively low, ranging from 14.3 and 14.4 t [14.1 and 14.2 long tons; 15.8 and 15.9 short tons] in the initial subgroup to 14.6 and 14.7 t [14.4 and 14.5 long tons; 16.1 and 16.2 short tons] in the subsequent one.

For locomotives in the second batch, anticipating frequent refueling stops led to a reduction in water capacity from 5,700 to 5,000 L (1,300 to 1,100 imp gal; 1,500 to 1,300 US gal) and coal reserves from 1.4 to 1.2 t (1.4 to 1.2 long tons; 1.5 to 1.3 short tons); however, an overall weight increase occurred due to reinforcement of the chassis.

The steam generator conformed to standard types prevalent during its design period. The firebox grate measured 1.53 m2 (16.5 sq ft) in surface area. The cylindrical boiler body extended 4.41 m (14.5 ft) including the smokebox and contained 213 kettle tubes each 3.2 m (10 ft) long, situated between the furnace and smokebox plates.

Holding 2.9 m3 (640 imp gal; 770 US gal) of water, the boiler offered a heating surface of 94.16 m2 (1,013.5 sq ft), comprising 87.8 m2 (945 sq ft) from kettle tubes and 6.36 m2 (68.5 sq ft) from the furnace crown sheet above the grate. It produced saturated steam at a rate of 4,700 kg (10,400 lb) per hour.

The locomotive was equipped with a simple-expansion steam engine featuring two external cylinders with a bore of 430 mm (17 in) and a piston stroke of 580 mm (23 in), operated by Walschaerts valve gear and slide valves.

Similar to FS 290 models, all units were fitted with a "pear"-type variable draft regulator, enabling adjustment of forced draft according to operating conditions—a feature suited for locomotives serving routes with challenging profiles.

Their nominal power output was 294 kW (394 hp) at a speed of 30 km/h (19 mph), which explains their later use in shunting roles since steam traction power peaks within mid-range speeds.

Initially, units in the first subgroup were equipped with vacuum brakes; however, following regulatory mandates, newly manufactured locomotives and subsequently existing ones were retrofitted with Westinghouse automatic and proportional air brakes, featuring a single-stage compressor mounted on the right side.

All locomotives were outfitted to supply steam heating to passenger coaches.

The earliest deliveries featured an open rear cab design; this was later enclosed with a wall containing three large windows, including a central window that could be opened for ventilation purposes.

The paint schemes applied followed those traditionally used by both RA and later FS administrations. Some units were temporarily painted gray specifically for photographic documentation related to manufacturing activities.

Performance

The FS Material and Traction Service established identical performance standards for both classes 851 and 981, as detailed in the General Preface to the Service Schedule (PGOS):

Speed categories Line performance levels
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
I Special - - - - - - - - 120 120 110 110 110 110 100 100 90 80 80 70 70 70 70 70 60 60 60 50 50 50 50
I - - - 140 140 140 140 140 130 130 120 120 120 120 120 110 110 100 90 80 80 80 80 80 70 60 60 50 50 50 50
II - - - 150 150 150 150 150 140 140 130 130 130 130 130 120 120 110 100 90 90 90 90 90 80 70 70 60 60 60 60
III 230 210 200 180 180 170 170 170 160 160 150 150 150 150 140 130 130 120 110 100 100 100 100 100 90 80 80 70 70 70 60
IV 260 250 250 230 220 210 200 190 180 180 170 160 160 160 150 140 140 130 120 110 110 110 110 110 100 90 80 70 70 70 60
V 330 310 290 260 250 230 230 220 210 200 190 180 180 170 160 150 150 140 140 130 120 120 120 120 110 100 90 80 80|70|60
390|380|360|330|290|270|260|250|240|230|210|200|190|190|180|170|160|150|140|130|120|120|120|120|110|100|90|80|80|70|60
490 |440 |410 |380 |350 |320 |300 |290 |280 |270 |240 |220 |210 |200 |200 |190 |170 |160 |150 |140 |140 |140 |130 |130 |120 |110 |100 |90 |80 |70 |60
530 |500 |450 |420 |390 |360 |340 |330 |310 |290 |280 |260 |230 |220 |210 |200 |190 |180 |170 |150 |150 |150 |150 |140 |130 |120 |110 |100 |90 |80 |70
IX 620 590 540 500 460 440 400 390 360 330 310 300 280 260 250 240 220 200 190 180 170 160 160 150 140 130 120 110 100 90 80
X 750 680 630 590 550 510 480 450 420 380 360 340 320 300 270 260 240 220 200 200 190 170 160 150 140 130 120 110 100

The table displays the maximum allowable train loads, in tons, categorized by speed class and corresponding line performance grades.

Construction

Between 1898 and 1911, a total of 207 locomotives were produced. Initially, they were numbered RA 2701-2760, later reclassified as FS 8511-8699 and 85290-86307. From 1917 onward, they adopted the definitive FS numbering system as 851.001-207, which was effectively implemented in 1919. Specifically, the former RA units 2732-2755 became FS 851.001-024, while RA 2701-2712, 2718-2731, 2713–2717, and 2756-2760 were reassigned as FS 851.079-114 according to their delivery sequence.

In 1924, Ansaldo constructed four additional locomotives matching the 851 class specifications for the Siena-Buonconvento-Monte Antico railway, which was reacquired by FS in 1956. Of these, three units were incorporated into FS service (unit 02 had been damaged during World War II and subsequently scrapped in 1947). These engines retained their numbers—851.01 and 03-04—until their withdrawal between 1958 and 1961. It has been suggested by Peter Michael Kalla-Bishop that they might have been renumbered as FS 851.208-210, but this did not occur.

The Società Anonima Strade Ferrate Sovvenzionate (SFS), which operated the Caudina Valley Railway (Benevento-Cancello line), possessed six locomotives identical to the FS 851 class, manufactured by Officine Meccaniche in 1911.

FS classified its fleet of 851 locomotives into two subcategories: the first group encompassed those built in 1898, renumbered in 1917 as 851.079-090 and 105-109; the second group included all remaining units.

The following table details the distribution of units among manufacturers along with their respective numbering sequences. Former RA numbers from 2701 to 2772 were retained by the re-established Società per le Strade Ferrate Meridionali (SFM), which managed the Adriatic Network from 1903 until its nationalization in 1906.

RA Serial Numbers FS Serial Numbers (1905) FS Serial Numbers (1919) Manufacturers Delivery dates
2732–2734 8511–8513 851.001–003 Ansaldo 1901
2735–2740 8514–8519 851.004–009 Costruzioni Meccaniche di Saronno 1904
2741–2750 8520–8529 851.010–019 Breda 1904
2751–2755 8530–8534 851.020–024 Breda 1904
2761–2772, SFM same numbers. 8535–8546 851.025–036 Officine Meccaniche, Milan 1905
8547–8572 851.037–062 Officine Meccaniche, Milan 1907
8573–8588 851.063–078 Maffei 1906
2701–2712, SFM same numbers 8589–8600 851.079–090 Breda 1898
2713–2718, SFM same numbers 8601–8606 851.091–096 Ansaldo 1898
2719–2730, SFM same numbers 8607–8618 851.097–108 Ansaldo 1900
2731, SFM same number 8619 851.109 Ansaldo 1901
2756–2760, SFM same numbers 8620–8624 851.110–114 Breda 1904
8625–8648 851.025–036 Costruzioni Meccaniche di Saronno 1908
8649–8668 851.139–158 Officine Meccaniche, Naples 1909
8669–8698 851.159–188 Costruzioni Meccaniche di Saronno 1908
8699,85290–85307 851.189–207 Costruzioni Meccaniche di Saronno 1910

Units numbered from FS 851.139 to FS .158 were manufactured at Officine Meccaniche’s Naples facility.

According to Briano’s account from around that period, there were seventy-two locomotives of this type active within the FS fleet out of a total of four hundred and nine tank engines in service by the year 1906. Contrastingly, Gian Guido Turchi reports that eighty-eight units were operational in that year with an additional twenty-six under construction.

Modifications

The FS 851.186 locomotive exhibited in the Como public gardens, August 2006. To the right, positioned before the water tank, the single-stage air brake supply compressor (Westinghouse) can be seen.

Distinct from other rolling stock C configuration locomotives acquired by FS during 1905-1906,[note 6][16] the class851 units were engineered for reinforcement duties on mountainous routes but demonstrated sufficient power, speed and adaptability to undertake mainline passenger services as well. Consequently, FS mandated that during extensive overhauls their boilers be substituted with those from class875 — a design introduced in1911 intended for freight and passenger trains on lightly trafficked secondary lines.[5][7][10][17][18]

The installation of a class870 boiler on locomotive851.181 at the Officina Grandi Riparazioni in Pietrarsa during March1930 likely arose from immediate operational requirements rather than an experimental initiative.[19]

Among the most significant upgrades applied to several851 locomotives—beyond replacing vacuum brakes with air brakes and boiler swaps—was the adaptation for dual-fuel combustion (using both naphtha and coal). This modification drew inspiration from the operational method of class736 engines left in Italy by the United States Transportation Corps, which utilized naphtha fuel. The aim was to lower coal usage[note 7], with naphtha employed during normal running and coal reserved for ignition and maintaining fire. Between1947 and1948 at least122 locomotives across various classes (including835,R.302,[20] plus27 units of class851)[note 8] underwent such conversions performed by OGR in Verona Porta Vescovo and the Officina Grandi Riparazioni in Rimini. These modified engines primarily served classification yards in Naples,Bologna (San Donato test circuit), Reggio di Calabria,Bari,Rome and Parma; nearly all retained this feature until their withdrawal.[21][note 9]

Services

The 851 class locomotives fulfilled their intended roles through the 1920s. With the rise in train lengths and the introduction of more metal boxcars, alongside the deployment of class 940 engines at the Sulmona and Campobasso depots, the 851s were gradually phased out from numerous line duties. In some routes, they were required to operate in double or triple traction due to heavier loads. Consequently, they were reassigned primarily to shunting tasks, particularly across central and southern Italy. In this capacity, their robust power output and high maximum speeds were well-utilized; thanks to their fully driven wheels, they delivered superior performance compared to the 835 class, even under typical shunting conditions.

One of the final regular line assignments for these locomotives was hauling local passenger services on the Rovigo-Chioggia route until approximately 1969.

Locomotives numbered 851.011, 040, and 121 were leased to the Ministry of the Navy starting in 1939 for an unspecified duration.

Some units were sold off: 851.006 transferred to the Ministry of the Navy in 1935; 037 was sold to Breda in 1939; and both 181 and 187 went to the Italian Company for Southern Railways in 1930. Additionally, Gian Guido Turchi noted that unit 150 was sold to Railway Connections of Marghera in 1943.

Deposits

  • In 1906, distribution included: Antrodoco (11), Avellino (13), Salerno (4), Sulmona (22), and Tivoli (35). Three units were undergoing major or specialized repairs, while twenty-six remained under construction.
  • By 1910, allocations expanded to: Antrodoco (15), Avellino (38), Benevento (1), Catanzaro (16), Cosenza (10), Foggia (12), Roma Tuscolana (2), Salerno (9), Sulmona (49), and Tivoli (39); fourteen were in workshops and one was still being built.
  • In 1918, the fleet was assigned as follows: Brescia (19), Catanzaro (17), Cosenza (9), Foggia (16), Livorno (2), Rome San Lorenzo (15), Salerno (14), Sulmona (33), Taranto (11), Terni (24), and Tivoli (29). Nineteen locomotives were under repair.
  • The year 1929 saw assignments at: Ancona (1), Bari (7), Barletta (4), Cassino (4), Catania (14), Catanzaro (5), Civitavecchia (9), Crotone (2), Fabriano (2), Foggia (41), Foligno (3), Lecce (3), Messina (11), Mestre (1), Orte (4), Palermo (12), Paola (6), Pescara (5), Reggio Calabria (7), Rimini (6), Siena (4), Sulmona (41), Taranto (6) and Terni (5).
  • In 1934, locomotives were stationed at: Ancona (7), Bari (18), Bologna (8), Cassino (18), Catania (6), Catanzaro (3), Civitavecchia (3), Cosenza (2), Fabriano (1), Florence(1), Foggia(20), Foligno(6), La Spezia(2), Lecco(1), Livorno(1), Messina(7), Mestre(23), Milano Centrale(13) and Milano Smistamento(2). Other locations included Orte(4) Palermo(13) Paola(3) Pescara(1) Reggio di Calabria(7) Sulmona(20) Taranto(9).
  • By 1940, distribution covered: Ancona(12) Bari(15) Bologna(25) Cagliari(3) Caltanissetta(1) Catania(4) Catanzaro(2) Civitavecchia(1) Cosenza(1) Florence(8) Foggia(10) Foligno(7) Lecco(8) Livorno(5) Mantua(2) Messina(7) Mestre(7) Milano Centrale(1) Naples(8) Palermo(7) Paola(1) Pescara(6) Pisa(7) Reggio di Calabria(6) Rimini(3) Sassari(3) Savona(7) Sulmona(14) Taranto(1) Trieste(1) Udine(9) Venice(2) Verona(5).
  • In 1951, allocations included: Ancona(12) Bari(17) Bologna Centrale(22) Brescia(4) Cagliari(2) Caltanissetta(5) Castelvetrano(2) Catanzaro(4) Catania(1) Fabriano(2) Foggia(12) Foligno(6) Mestre(7) Naples(10) Padua(13) Palermo(13) Paola(5) Pescara(5) Pistoia(4) Reggio di Calabria(7) Sassari(4) Savona(3) Udine(7) Verona(1) Voghera(1).
  • By 1959, locomotives were found at: Ancona(8); Bologna San Donato test circuit site with sixteen units; Caltanissetta had seven; Castelvetrano three; Catanzaro three; Cosenza four; Foligno ten; Padua ten; Palermo eleven; Paola five; Pescara three; Reggio di Calabria eight; Rimini four; Siracusa three. The total inventory in 1958 was recorded as 131 units.
  • In 1969, only Bologna housed six units while Padua had one.
  • By 1971, remaining assignments included: Alessandria with one unit shelved; Bologna Centrale with one shelved; Bologna San Donato holding three units with one shelved; Caltanissetta with one unit; Genoa Rivarolo with one shelved unit; Lecco with one shelved unit; Paola with one shelved unit; Verona with one shelved unit.

Museum conservation

FS locomotive 851.110 exhibited at the Pietrarsa National Railway Museum, August 2, 2012

The class's extended service life, attributed to its dependable characteristics,[note 10] encouraged efforts to preserve several of its locomotives.

Locomotive 851.110, refurbished by the Bologna Centrale depot workshop, is currently housed at the Pietrarsa National Railway Museum.[22] Additional units remain in private collections or are displayed in public parks.

As of 1992, the distribution was:[23]

851.043 was entrusted to the Centro per la storia delle ferrovie e tramvie in Bologna; 057 located in Osnago; 066 at Impresa Furlanis in Fossalta di Portogruaro; 074 owned by the Associazione Treni Storici Emilia-Romagna-Adriavapore in Rimini; 103 exhibited at the Bersano Museum in Nizza Monferrato; 105 situated in Faenza; 112 with the Gruppo Fermodellistico Mestrino in Mestre; 113 located in Bitonto; 130 displayed in Rapallo; 186 preserved in Como; and 203 held at Bologna Centrale awaiting relocation to Guastalla for monument installation.[note 11]

By 2013, the status was:[24]

851.036 preserved at Laghi di Sibari; 043 under ownership of the Associazione Amici della Ferrovia Suzzara-Ferrara in San Benedetto Po; 057 managed by the Associazione Gruppo ALe 883 in Tirano;[note 12] 066 retained by Impresa Furlanis at Fossalta di Portogruaro; 074 held by the Associazione Treni Storici Emilia-Romagna-Adriavapore in Rimini; 097 positioned at Ponton di Domegliara; 103 exhibited in Nizza Monferrato; 105 located in Faenza; 112 stationed in Mestre; 113 present in Palagianello; 130 kept at Rapallo; 186 preserved at Como; and unit 203 housed in Novafeltria.

In the year 2016, this arrangement remained stable except for unit 036, which was dismantled early that year, and unit 203, which was relocated to Perticara.[25]

Railway modelling

Several specialized manufacturers have produced scale models of the FS class 851 locomotives, including Rivarossi, which began production in 1964.[26][27] In 2016, new models were introduced on the market in H0 scale by manufacturers such as LE Models,[28][29][30][31] alongside Hornby Railways (under the Lima brand)[32][33][34] and OsKar.[35][36][37]

See also

Notes

  1. ↑ Between 1885 and 1905, during the "second Conventions" period, passenger volumes on the railways that later formed FS rose from 1,782,000 to 4,575,000 passenger-kilometers. Freight traffic similarly grew from 1,695,000 to 4,997,000 tonne-kilometers. By 1915, passenger traffic reached 5,028,000 pkm and freight traffic climbed to 8,874,000 tkm. Cf. Gennaro Trotta, Alcuni elementi statistici di attività ferroviaria italiana, in Ingegneria ferroviaria, 16 (1961), n. 7-8, p. 775.
  2. ↑ Tractive effort refers to the force exerted at the circumference of the driving wheels or at the coupling hook, which, along with other factors, determines the maximum load a locomotive can pull.
  3. ↑ For less busy secondary lines, tank locomotives with a C wheel arrangement were widely preferred by railway engineers across Europe. See Renzo Pocaterra, Treni, Novara, De Agostini Libri, 2011, p. 72.
  4. ↑ “It must be recognized that after two decades of operation, when the Conventions ended, the three major private networks returned to state control organizations undergoing active renewal but with limited resources and technically inadequate for the evolving traffic demands.” See Corbellini, p. 341).
  5. ↑ By 1906 FS possessed a total of 287 tank locomotives with a C wheel configuration; some units (FS Class 815) dated back to construction years between 1853 and 1854. Except for locomotive number 898, all were intended for line service. See Briano, p. 138).
  6. ↑ In 1906, there were 1,257 locomotives with separate C arrangement tenders (including classes 185, 190, 200, 206, 215, 255, 260, 265, 268, 269, 270, 290, 310, 320, 380, 390, 391, 394, 395, 396, and 397 built between 1857 and 1913 [deliveries after this date were completed]) and 287 tank locomotives with C arrangement (classes such as 812, 813, 815, 816, 817, 821 [twice], 825, 827, 828, 829, 830, 848, 849, 850, 851, 870, 885, 898 and 899 built from 1853 to 1922 [deliveries after this date were completed]). By the year 1915 only certain separate C arrangement tender classes constructed before 1906 remained in service: specifically classes numbered from120 through to391 as listed. Tank locomotives with C arrangement built prior to1885 were being phased out. Cf. Briano, pp. 137–138).
  7. ↑ Following World War II devastation of hydroelectric facilities and electrical infrastructure caused a critical energy shortage impacting railway operations. Cf. Nascimbene e Riccardi,1995, p. 14).
  8. ↑ Another source cites thirty units modified. Cf. Turchi, p. 25).
  9. ↑ By the late1950s,the expense of reconversion was deemed unjustified as dieselization had already begun phasing out these classes from shunting roles. Cf. Riccardi,2008, p. 31).
  10. ↑ Confirmed by various documents and firsthand accounts, which describe them as "highly reliable" in operational use. Cf. Riccardi, 2008, p. 29).
  11. ↑ A 1986 inventory published in Sulle locomotive monumento, I treni oggi, No. 59, pp. 28-29, also listed units 851.013 (formerly displayed in Palermo’s public garden but later demolished due to vandalism and neglect), 036 at Fossalta di Portogruaro, and 097 at Ponton di Domegliara.
  12. ↑ Since 1997. Cf. Luca Catasta, I treni dell'ALe 883, in I treni, vol. 25 (2004), no. 256, pp. 22-28.

References

  1. ↑ Greggio, p. 138).
  2. ↑ Abate, pp. 718–731).
  3. ↑ 3.0 3.1 3.2 3.3 Cornolò, p. 489).
  4. ↑ 4.0 4.1 Riccardi, 2008, p. 27).
  5. ↑ 5.0 5.1 5.2 Turchi, p. 18).
  6. ↑ 6.0 6.1 Pedrazzini, p. 54).
  7. ↑ 7.0 7.1 Ferrovie dello Stato. Direzione generale. Servizio Trazione, Album, cit., tav. 158.
  8. ↑ Riccardi, 2008, pp. 27–28).
  9. ↑ 9.0 9.1 Turchi, p. 19).
  10. ↑ 10.0 10.1 10.2 Ferrovie dello Stato. Direzione generale. Servizio Trazione, Album, cit., tav. 157.
  11. ↑ Cornolò, pp. 38–44).
  12. ↑ Nascimbene e Riccardi, 2005, pp. 6–13).
  13. ↑ Pedrazzini, pp. 54–56).
  14. ↑ Riccardi, 2008, pp. 28–29).
  15. ↑ Turchi, pp. 18–19).
  16. ↑ Cornolò, pp. 33–34).
  17. ↑ Ferrovie dello Stato. Direzione generale. Servizio Materiale e Trazione, Album, cit., prospetti124 e125.
  18. ↑ Cornolò, p. 499).
  19. ↑ Stefano Patelli, Patrizio Mezzetti, I rotabili delle Ferrovie dello Stato italiane dalle origini al2000, Firenze, Stefano Patelli,2000,p.66.
  20. ↑ Nascimbene e Riccardi,1995, p. 14).
  21. ↑ Aldo Riccardi,Locomotive FS a combustione mista, in Tutto treno,15(2004),n.176,pages16-21.
  22. ↑ Ferrovie dello Stato, Museo, pp. 62–63).
  23. ↑ Castiglioni, Franco (1992). Vapore 1992. Torino: Gulliver. pp. 87–88. ISBN 88-85361-39-9.{{cite book}}: CS1 maint: ignored ISBN errors (link)
  24. ↑ Marini, p. 5).
  25. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Turchi2016/25
  26. ↑ Catalogo generale di vendita 1963-64, Como, Rivarossi, 1963, p.12.
  27. ↑ Rivarossi memory, Locomotiva a Vapore 0-3-0 Gr.851.
  28. ↑ Prove, pp. 42–45).
  29. ↑ HME, p. 49).
  30. ↑ Hobby, pp. 15, 34–36).
  31. ↑ La 851.124, pp. 60–62).
  32. ↑ Hobby, pp. 50–51).
  33. ↑ Hobby, p. 48).
  34. ↑ Hobby, pp. 15, 38–39).
  35. ↑ Hobby, p. 53).
  36. ↑ HME, p. 50).
  37. ↑ Hobby, p. 15).

Printed sources

  • Abate, Carlo. La locomotiva a vapore. Milan: Hoepli, 1924.
  • Accomazzi, Pietro. Nozioni elementari sulla locomotiva delle strade ferrate. Turin-Genoa: Lattes, 1923.
  • Corbellini, Guido. "Il cinquantenario delle Ferrovie dello Stato." Ingegneria Ferroviaria, no. 5–6, 1955, pp. 333–528, vol. 10.
  • Diegoli, Manlio. "La trazione a vapore." Ingegneria Ferroviaria, no. 7–8, 1961, pp. 671–680, vol. 16.
  • Ferrovie dello Stato. Servizio centrale X Trazione e materiale. Ufficio studi e collaudi. Tipi del materiale rotabile in costruzione nel 1905-1906. Florence: Ferrovie dello Stato, 1906, tavola 17.
  • Ferrovie dello Stato. Direzione generale. Servizio Trazione. Album dei tipi delle locomotive ed automotrici. Florence: Ferrovie dello Stato, 1915, tavole 157 and 158.
  • Ferrovie dello Stato. Direzione generale. Servizio Materiale e Trazione. Album dei tipi delle locomotive ed automotrici. Aggiornato al 31 dicembre 1922, Appendice II. Florence: Ferrovie dello Stato, 1923, prospetti 124 and 125.
  • Ferrovie dello Stato. Divisione autonoma Relazioni Aziendali. Museo Nazionale Ferroviario di Napoli Pietrarsa. Riuso musealistico delle antiche officine borboniche. Rome: Ferrovie dello Stato, 1982, pp. 62–63.
  • Ministero delle Comunicazioni. Ferrovie dello Stato. Scuole Aiuto macchinisti. Nozioni di cultura professionale, vol. 2, part 1, La locomotiva a vapore. Florence: Società anonima stabilimento tipografico già G. Civelli, 1940.
  • Ministero dei Trasporti e dell'Aviazione Civile; Ferrovie dello Stato. Prefazione generale all'orario di servizio. Rome: 1963.
  • Vicuna, Giuseppe. Organizzazione e tecnica ferroviaria. Rome: Collegio Ingegneri Ferroviari Italiani, 1968, pp. 348, 350.

Historiography and complements

  • "Prove e misure. Locomotiva FS 851. Le Models H0." I Treni, no. 397, 2016, pp. 42–45, vol. 37.
  • "Hobby Model Expo 40ª edizione." I Treni, no. 397, 2016, pp. 46–60, vol. 37.
  • "Hobby Model Expo 2016." Mondo Ferroviario, no. 348, 2016, pp. 12–52, vol. 30.
  • "La 851.124 di LE Models." Mondo Ferroviario, no. 348, 2016, pp. 60–62, vol. 30.
  • "HME 2016 Talk Show." Tutto Treno, no. 312, 2016, pp. 45–66, vol. 28.
  • Briano, Italo. Storia delle ferrovie in Italia, vol. 2° La tecnica 1. Milan: Cavallotti,1977, pp.96–97,104,138,181.
  • Carpignano, Augusto. La locomotiva a vapore. Viaggio tra tecnica e condotta di un mezzo di ieri. Savigliano: L'artistica editrice,2008.
  • Cornolò, Giovanni.Locomotive a vapore FS. Parma: Ermanno Albertelli,1998,pages489–491.
  • Damen, Alcide; Naglieri, Valerio; Pirani, Plinio.Treni di tutto il mondo. Italia.Locomotive a vapore. Parma: Ermanno Albertelli,1971,pages75–76.
  • Greggio, Luciano.Le locomotive a vapore.Modelli di tutto il mondo dalle origini ad oggi con dati tecnici. Milan: Mondadori,1997,pages138,240–241.
  • Kalla-Bishop, Peter Michael.Italian State Railways steam locomotives. Abingdon:R.Tourret Books Ltd.,1986,pages86–87.
  • Marini, Paolo."Locomotive a vapore oggi."I Treni, no.365(2013),pp1–8,inserto centrale.vol34.
  • Molino,Domenico."Le locomotive che diventarono da manovra." Italmodel Ferrovie,no179(1975),pp21–25.vol27.
  • Nascimbene Angelo; Riccardi Aldo.FS anni '50, prima parte Trazione a vapore e Diesel. Albignasego: Duegi Editrice;1995.
  • Nascimbene Angelo; Riccardi Aldo.1905-2005.Cento anni di locomotive a vapore delle Ferrovie dello Stato. Albignasego: Duegi Editrice;2005.
  • Pedrazzini Claudio."Ricordo delle locomotive F.S.Gruppo851.Prima parte."Mondo Ferroviario,no348(2016),pp54–59.vol30.
  • Piro Giancarlo; Vicuna Giuseppe.Il materiale rotabile motore. Rome: Collegio Ingegneri Ferroviari Italiani;2000.pp25–31.
  • Riccardi Aldo."Locomotive FS a combustione mista,"Tutto treno,15(2004),no176.pp16–21.
  • Riccardi Aldo.Il crepuscolo degli dei, in Ferrovie italiane anni sessanta, Albignasego: Duegi Editrice;2000.pp22–34.
  • Riccardi Aldo."Le eclettiche Gruppo851."Tutto Treno,no217(2008),pp26–39.vol21.
  • Riccardi Aldo; Sartori Marco; Grillo Marcello.Locomotive a vapore in Italia.Dalle tre reti alle FS1885-1905. Florence:Pegaso Edizioni;2011.pp285–289.
  • Riccardi Aldo; Sartori Marco; Grillo Marcello.Locomotive a vapore in Italia.Ferrovie dello Stato1905-1906. Florence:Pegaso Edizioni;2013.pp324–342.
  • Turchi Gian Guido."Gruppo851 FS: non solo manovre."I Treni,no397(2016),pp18–25.vol37.

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