185:'InteroperabilitĂ ' (interoperability): all the technical components of the locomotives should be simplified in their planning-stages (in favor of reliability) and of a single standardized design to make finding spare parts easier. These guidelines represented a philosophy whose concept was very close to that of the 1950s, spread amongst industry in general under the names "Design for maintenance" and "Reliable system design".
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In 1920 Bianchi was transferred to the office for locomotive research within the
Servizio materiale e trazione (Rolling Stock and Locomotive Service) at Florence (where it still resides, under a different name). Although Bianchi distinguished himself through projects involving steam locomotives for
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Bianchi proposed the creation of four different roles for locomotives in order to specialize maintenance services more than had previously been possible. This strategy of specialization was not entirely new, but at that time the depot-system was very heterogeneous: inherited from the different
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Bianchi fully understood the necessity of a high standard of service and maintenance for the railcars under his jurisdiction, which were then still highly prone to mechanical breakdowns due to the newness of the technologies used. To meet this requirement, in 1928 he introduced the theory of
120:'s partial takeover of power may have contributed to defeating internal resistance within Ferrovie dello Stato to using direct current. Nevertheless, Bianchi refused to subscribe to the fascist party, and was always troublesome if not explicitly opposed to the regime.
196:. His locomotives were composed of a heavy rigid chassis, a central box and two small projections, one for each side. These projections, though reduced, they continued to characterize new Italian engines until the introduction of the
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of 3 kV (as did some railways in the United States), Bianchi concentrated on this system of electrification. Already during the first part of his career he had contributed to improve electric locomotives run on three-phase
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railroad administrations left over after the 1905 birth of the national railway system, it had many different engines carrying out the same task, making management and maintenance burdensome.
131:, where he ran the complete electrification of the network and stayed on until retirement, except for a brief stint working again with the FS, from 1945 to 1946.
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As the limitations of using three phase alternating current electrification became evident, and after examining the possibilities offered by
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The main articles by
Bianchi on his resolution of problems of electric traction are cited in the books of Mario Loria and Erminio Mascherpa.
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Locomotive for light trains, except for powerful and costly high-altitude routes. He saw only the (predecessor of the 1943)
53:, the operator of the Italian rail network, he was first assigned to the select committee for the electrification of Rome.
109:. The E424 was not built; but Bianchi's successor built this class of the same name starting in 1943 based on the class
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allowed his political and industrial opponents to get him dismissed from the assignment in 1937. He was transferred to
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The initial failure of his attempts to reach high speeds with his locomotives and with the electric trains
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Mainstream historiography holds that the change of the heads of the
Railroads of the State after
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85:(3.6 kV, 16.7 Hz), and subsequently directed the planning of new locomotive types, the
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279:. Vol. 21. Leo-Malb. Roma, Istituto della Enciclopedia italiana, 1934, pp. 364–373.
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29:(26 August 1888 – Milan, 20 July 1969) was an Italian railway engineer on the
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for this task, which later proved ill-suited for these high speeds.
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45:, Bianchi graduated in electrical mechanical engineering at the
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These design choices were carried over to the characteristic "
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mainline services (like the three variations of the planned
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Locomotive for heavy trains, for which he designated the
69:), his work was central to the transition from steam to
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Locomotive "multiruolo" (multi-role), assigned to the
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Storia della trazione elettrica ferroviaria in Italia
93:. His office also directed the development of the
192:" inspired by the locomotives and systems already
238:Salò : Editrice Trasporti su Rotaie, 1993,
222:Locomotive da battaglia: storia del Gruppo E.626
285:(Novara: Istituto Geografico De Agostini, 1954)
155:Locomotive for swift trains. He designated the
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236:Locomotive da corsa: storia del Gruppo E.326
224:Salò, Editrice Trasporti su Rotaie, 1989,
61:for Ferrovie dello Stato, as well as the
19:For other people with the same name, see
252:Rovereto : Nicolodi editore, 2005,
151:The four roles Bianchi proposed were:
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21:Giuseppe Bianchi (disambiguation)
321:Italian people in rail transport
283:Ferrovie Nord Milano, 1879-1954
326:20th-century Italian engineers
1:
217:Firenze, Giunti-Barbèra, 1971
316:Italian mechanical engineers
16:Italian engineer (1888–1969)
272:"Locomotiva elettrica", in
65:obtained by rebuilding the
49:in 1912. Offered a job by
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277:di scienze, lettere e arti
250:E.471: locomotive di sogno
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33:between 1913 and 1946.
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275:Enciclopedia Italiana
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129:Ferrovie Nord Milano
51:Ferrovie dello Stato
31:Ferrovie dello Stato
248:Erminio Mascherpa,
234:Erminio Mascherpa,
220:Erminio Mascherpa,
194:used in Switzerland
143:An E626 locomotive.
83:alternating current
47:University of Turin
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311:People from Imola
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27:Giuseppe Bianchi
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190:Bianchi Line
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180:as suitable.
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306:1969 deaths
301:1888 births
295:Categories
89:(FS) and
67:Class 690
63:Class 691
59:Class 695
71:electric
41:Born at
208:Sources
125:ETR 200
118:Fascism
73:power.
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105:, and
135:Works
43:Imola
254:ISBN
240:ISBN
226:ISBN
202:E636
198:E424
178:E424
171:E626
164:E428
157:E326
111:E636
107:E424
103:E428
99:E626
95:E326
91:E554
87:E432
37:Life
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