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Specifications
Specifications
Configuration:;
• AAR	1-D-1
• UIC	1′D1′
Gauge	1,435 mm (4 ft 8+1⁄2 in) standard gauge
Wheel diameter	1,630 mm (64.17 in)
Length	13.5 m (44 ft 3+1⁄2 in)
Adhesive weight	58 tonnes (57 long tons; 64 short tons)
Loco weight	92 tonnes (91 long tons; 101 short tons)
Electric system/s	AC, 3.6 kV, 16.7 Hz or; 10 kV, 45 Hz
Current pickup(s)	overhead line
Traction motors	2

Type and origin
Type and origin
Power type	Electric
Builder	CEMSA
Build date	1928
Total produced	1

FS Class E.471
FS Class E.471
Power type
Type and origin
Power type	Electric
Builder	CEMSA
Build date	1928
Total produced	1
Configuration:;
Specifications
Configuration:;
• AAR	1-D-1
• UIC	1′D1′
Gauge	1,435 mm (4 ft 8+1⁄2 in) standard gauge
Wheel diameter	1,630 mm (64.17 in)
Length	13.5 m (44 ft 3+1⁄2 in)
Adhesive weight	58 tonnes (57 long tons; 64 short tons)
Loco weight	92 tonnes (91 long tons; 101 short tons)
Electric system/s	AC, 3.6 kV, 16.7 Hz or; 10 kV, 45 Hz
Current pickup(s)	overhead line
Traction motors	2
Maximum speed
Performance figures
Maximum speed	75 km/h (47 mph) (16.7 Hz); 100 km/h (62 mph) (45 Hz)
Power output	1,630 kW (2,190 hp) (16.7 Hz); 3,270 kW (4,390 hp) (45 Hz)
Operators
Career
Operators	FS

The FS Class E.471 locomotives were prototype three-phase AC electric locomotives designed for the Italian State Railways (FS). They constituted the first Italian experiment in using a phase converter. The final goal was to power them with single-phase alternating current, constituting the first case of a European locomotive of this type designed according to modern criteria. However, the difficulty of the development, and political interference, led to the abandonment of the project.

History

In 1928, following the experience acquired in the three-phase high-voltage (10 kV) AC operation with FS Class E.470, a new locomotive of 3,270 kilowatts (4,390 hp) was built, which was supposed to represent the ultimate development of three-phase traction. It was called E.471, and it had the same 1′D1′ wheel arrangement as E.470, but it was technically different. Designed by the famous engineer Kálmán Kandó and built in the plant of Construzioni Elettro Meccaniche di Saronno (CEMSA), it was aimed at the future development of three-phase traction. According to the research of the engineer Erminio Mascherpa [it]^[1] the project was not developed by the FS but autonomously by CEMSA thanks to the collaboration it had established with Kandó.

According to some oral testimonies, after management changes at the Material and Traction Service of FS due to the advent of Fascism in Italy, the project was judged "an error of the engineer Donati" and the test results were held to be unsatisfactory. Ten locomotives had been ordered but the project was terminated early and only one was actually built. On the other hand, Mascherpa provided an impressive documentation from which it seems that, at the end of the test runs, a tractive effort corresponding to that envisaged was achieved. Rather, the real reason for the termination was the hostility of the new FS leadership to the engineer Alfredo Donati (former director of the Special Electrification Unit of the General Directorate of FS) who was deported following the appointment of the extraordinary commissioner Edoardo Torre [it].

The success of direct current experiments, favoured by the new railway management, meant that the E.471 remained at the prototype stage and never entered regular service.

Technical details

These were rotary converter locomotives and the long-term aim was to run them from a single-phase supply. For the tests, they were run from a three-phase supply at either 3.6 kV, 16.7 Hz or 10 kV 45 Hz.^[2]

Current collection was made by a pair of twin-collector bow collectors. Mechanical drive from the two frame-mounted traction motors to the wheels was by means of a Kandó triangle drive and coupling rods.

References

^ Mascherpa, Erminio (2005). E.471 Locomotive di sogno. Rovereto: Nicolodi. ISBN 88-8447-199-0.
^ "Locomotiva elettrica trifase 10 kV CA 45 Hz E.471.001". leferrovie.it. Archived from the original on 23 April 2016. Retrieved 24 February 2018.

Pietro Verole, La grande trazione elettrica, Milano, Hoepli, 1926
Giuseppe Bianchi, Dati relativi alla costruzione e all'esercizio delle locomotive elettriche trifasi e a corrente continua, in Rendiconti della XXXIII Riunione annuale dell'AEI, 1928
Attilio Giaquinto, Un nuovo tipo di locomotiva per la trazione elettrica monopolifase, in Rendiconti della XXXIII Riunione annuale dell'AEI, 1928, memoria n. 46, pp. 426–437
Uberto Bajocchi, Il sistema Kandó. La elettrificazione della ferrovia meridionale Budapest-Vienna, in Rivista tecnica delle ferrovie italiane, a. 23, 45 (1934), n. 3, pp. 123–173 e tav. VII f. t.
Uberto Bajocchi, Stato attuale dell'elettrificazione ferroviaria in Italia, in L'energia elettrica, 1937-1940
Mario Loria, Storia della trazione elettrica ferroviaria in Italia, Firenze, Giunti-barbera, 1971
Giovanni Cornolò, Locomotive elettriche FS, Parma, Ermanno Albertelli, 1994
Giovanni Cornolò, Martin Gut, Ferrovie trifasi nel mondo. 1895-2000, Parma, Ermanno Albertelli, 1999
Salvo Bordonaro, Le locomotive di Nicola Romeo, in Tutto treno & storia, (2012), n. 27, pp. 60–69
Claudio Pedrazzini, Storia dell'elettrificazione e dei locomotori trifasi F.S., Brescia, Club Fermodellistico Bresciano, 2017, ISBN 978-88-942040-7-0.