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The Ae 4/7 was a universal locomotive of the Swiss Federal Railways, employing the so-called Buchli drive.
Because of this drive construction, invented by Jakob Buchli, it was one of the longest-lasting Swiss locomotives. It was in regular use for 70 years, from the 1920s into the 1990s, hauling freight and passenger trains all over Switzerland.
In the 1920s stronger locomotives were needed for the Swiss plateau (which has grades up to 12‰). The existing locomotives with three driven axles were a bit weak for their services. Because the Buchli drive already proved to be reliable on the Ae 3/6 I , two prototypes of the Ae 4/7 were ordered in 1925. Subsequently, in total 127 were built between 1927 and 1934.
While the mechanical part was built by the Swiss Locomotive and Machine Works, the electrical equipment was built in three varieties, because these parts were built by three different manufacturers, Brown, Boveri & Cie. (BBC) (10901–10916, 10932–10938, 10952–10972, 11003–11008 and 11018–11027), Maschinenfabrik Oerlikon (MFO) (10917–10918 and 10973–11002) as well as Société Anonyme des Ateliers de Sécheron (SAAS) (10939–10951 and 11109–11017). The locomotives 10919–10931 were built by MFO but with BBC equipment.
The locomotive consists of four driving and three running axles. Each of the driving axles has its own motor. The power is sent to the axles using the Buchli drive. This gives them the characteristic asymmetrical look, because on the drive side the wheels are completely covered, while they are freely visible on the apparatus side.
At the end of driver's cab I a running axle bogie was mounted, while the other side got a single running axle. The four driving axles are fixed, but the two in the middle can move sideways for better running characteristics in curves.
The locomotives had the same green livery (SBB green) throughout their life. The Ae 4/7 look similar to the older Ae 3/6 I and the mechanical construction is quite similar as well, but this does not hold for many details of the electrical parts.
There were three varieties of locomotive. The MFO types got a very fast hopper controller to choose the running notches. The SAAS type hopper controller could not be switched arbitrarily fast as the MFO variety could be, due to a constraining device which limited the rate at which the running notches could be switched upwards. The BBC locomotives, in contrast, had a flat switch with a contact slide.
The second batch of the MFO locomotives have electrical brakes. The SAAS types where equipped with Multiple-unit train control starting 1963, but none of the others were ever equipped.
When they were delivered, the Ae 4/7 were used for fast trains all over Switzerland. Starting in 1930, they also ran the fast trains on the Gotthardbahn. Being universally usable, they could be seen in operation everywhere.
In the 1940s, they were partially replaced by the Re 4/4 I on flat lines. At the end of the 1950s, the prestigious services on the Gotthard line were more and more run by Ae 6/6. In 1960, four Ae 4/7 (10948–10951) got a wider pantograph compatible to ÖBB standards, so that they could run international trains from St. Margrethen via Bregenz to Lindau.
At the end of the 1960s, their fast train duties were taken over by the new Re 4/4 II. Some being equipped with multiple-unit train control, they could now be used for heavy freight trains.
Ae 4/7 that could not be run in multiple mostly ran commuter trains and light freight trains. In 1993, 66 years after their first delivery, they were still used for commuter trains mostly in eastern Switzerland, and in front of a few light freight trains. With the prospect of staying in use over the millennium, they even got new UIC numbers Ae 497 000 – 497 027 and 497 901 – 497 999.
The first Ae 4/7 was withdrawn due to its bad condition in 1983. In 1990, 100 of the originally delivered 127 were still in operation. On January 1, 1995, 72 locomotives remained. The actual withdrawal started 1995, which was slightly surprising, since a few years earlier the SBB stated that they will stay in use until after the year 2000. However, due to the delivery of the new Re 460 the SBB had more locomotives than needed, which made the Ae 4/7 superfluous.
One year later most were retired and many scrapped. The last regular train run by an Ae 4/7 for the Swiss Federal Railways was a freight train in 1996. The Ae 4/7 were used by the SBB from 1927 to 1996, in total 69 years. This is only exceeded by their predecessors, the Ae 3/6 I, which were in use from 1921 to 1994, in total 73 years.
The two locomotives 10905 (Depot Rorschach) and 10976 (Depot Lausanne) remained operational as historic stock and now belong to Stiftung Historisches Erbe der SBB (SBB Historic). About 18 locomotives with all three types of electrical equipment made it to private owners, which form the Swisstrain association. Most of these locomotives are not operational.
In January and February 2007 two Ae 4/7, 10950 (built in 1931) and 11010 (built in 1932), were reactivated and got the admittance to run on the Swiss rail network, which required the installation of the current train protection system ZUB 121. They are hauling commercial trains for Rail4Chem since February 28, 2008. [1] However, only one single commercial train run appears to have happened to date. [2]
Locomotive 10997 is owned by Club del San Gottardo. The 10987, owned by the association Swisstrain SA Based in Le Locle, was transferred on loan to use the Association Verbano Express Luino (Va). The latter has done some work for the throw-in running order and the installation of the ETM-S and Vigilant, and now the machine is used for several trips with historic trains.
Crocodile electric locomotives are so called because they have long "noses" at each end, reminiscent of the snout of a crocodile. These contain the motors and drive axles, and are connected by an articulated center section. The center section usually contains the crew compartments, pantographs and transformer.
The Ae 6/6 is a heavy electric locomotive used by the Swiss Federal Railways (SBB-CFF-FFS). It is sometimes also referred to as canton locomotive ("Kantonslokomotive"), because the first 25 locomotives were named after the cantons, and carried the canton's coat of arms on the side and chrome embellishments, and the Swiss coat of arms on the front, between the chrome stripes. These adornments made them internationally famous. The other 95 locomotives received the names of capital cities of Swiss cantons, and other towns and cities, but without the chrome embellishments. The namings were held as ceremonies in the respective cities. A less flattering moniker is Schienenwolf as the three axle bogie construction stresses the tracks heavily.
The Re 620, Re 6/6 in the old numbering scheme, are six-axle, electric locomotives of the SBB-CFF-FFS, which were acquired as a replacement for the Ae 6/6 for heavy services on the Gotthardbahn. They are the most modern of the so-called "Gotthard locomotives".
The Buchli drive is a transmission system used in electric locomotives. It was named after its inventor, Swiss engineer Jakob Buchli. The drive is a fully spring-loaded drive, in which each floating axle has an individual motor, that is placed in the spring mounted locomotive frame. The weight of the driving motors is completely disconnected from the driving wheels, which are exposed to movement of the rails.
For more than a century, the Swiss locomotive, multiple unit, motor coach and railcar classification system, in either its original or updated forms, has been used to name and classify the rolling stock operated on the railways of Switzerland. It started out as a uniform system for the classification and naming of all rolling stock, powered and unpowered, but had been replaced and amended by the UIC classification of goods wagons.
The DBAG Class 145 and DBAG Class 146 are Bo′Bo′ mainline electric locomotives built by Adtranz primarily for the Deutsche Bahn at the end of the 1990s. The Class 145 is the freight version for DB Cargo; the Class 146 is the passenger version for DB Regio. Additional freight machines were built for the former Swiss railway Mittelthurgaubahn as well as for various private operators and leasing companies.
The Ae 4/8 was a prototype locomotive of the Schweizerischen Bundesbahnen (SBB) for the testing of electrical operation. The locomotive was equipped with two different drives, therefore acquiring the nickname Bastard. Because of its three-part locomotive body it also acquired the nickname Tatzelwurm.
The Be 3/5 11201 was one of four test locomotives ordered by the Schweizerischen Bundesbahnen (SBB) in June 1917. Intended to provide experience with electric traction, the locomotive was intended, along with Be 4/6 12301, Be 4/6 12302 and Ce 6/8I14201, to be used on services on the Gotthardbahn. The Be 3/5 was something of a stopgap offered by Maschinenfabrik Oerlikon (MFO) because they felt that the requirements required for the Gotthard Railway could not be fulfilled at the time. As the MFO did not feel that it could produce a freight locomotive with six drive-axles, a smaller version of the BLS Be 5/7 was offered. This meant that the locomotive did not fulfil the SBB specifications for the Gotthard line; it was too weak and, compared with the A 3/5 steam locomotives, too slow. However, due to a lack of available stock, the railway still took delivery of the locomotive. After a long operational life it was scrapped in 1973.
The Be 4/6 12301 was one of four test locomotives ordered by the Schweizerische Bundesbahnen (SBB) in June 1917. For gaining experience for ordering electrical locomotives this locomotive should – as her three sisters Be 3/5 12201, Be 4/6 12302 and Ce 6/8I14201 – have been used for services on the Gotthardbahn. The Be 4/6 12301 was the alternative design of MFO for a fast train locomotive for the Gotthard railway line. She was designed and built according to the requirement specifications of the SBB. But – except for occasional trips to the maintenance shop of Bellinzona – did not appear on the Gotthard railway line. The design was intrinsically reliable. The locomotive operated for 44 years in very various services. The locomotive drivers liked the locomotive because her driving behaviour was very smooth even at top speed. But technically the locomotive was much more complicated than their sisters Be 4/6 12302 and Be 4/6 12303-12342.
The Be 4/6 12302 was one of four test locomotives ordered by the Schweizerische Bundesbahnen (SBB) in June 1917, along with the Be 3/5 12201, Be 4/6 12301 and Ce 6/8I14201. It was intended to be used on the Gotthardbahn, in order to gain experience in ordering and operating electric locomotives, However, the Be 4/6 12302 was never used for scheduled services on the Gotthard, because at its introduction it was already outperformed by the successor class Be 4/6 12303-12342.
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The Be 4/6 was a bogie locomotive operated by the Schweizerischen Bundesbahnen (SBB) on the Gotthard Railway along with the Be 3/5, The design was based on the prototype Be 4/6 12302.
The Swiss locomotive class Ae 4/6 was a class of electric locomotives. They were intended as a powerful locomotive for the steep gradients of the Gotthard Railway, but smaller than the huge 'double locomotives' which had previously been tested there. They were built from 1941, during World War II, and although Switzerland remained neutral through this, material shortages led to some quality problems with these locomotives.
Midi E 3301 was a prototype electric locomotive of Class E 3300 designed for the Chemins de fer du Midi, France. Because of poor performance, it was refused by the Compagnie du Midi and was re-deployed to Swiss railways. On 1 May 1919, it was classified Fb 2/5 11001 and, in 1920, it became experimental locomotive Be 2/5 11001 of the Swiss Federal Railways (SBB).
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