This article needs additional citations for verification .(August 2016) |
Ae 6/6 | |||||||||||||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
![]() Ae 6/6 11419 "Appenzell Innerrhoden" in Sierre | |||||||||||||||||||||
| |||||||||||||||||||||
| |||||||||||||||||||||
| |||||||||||||||||||||
|
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 (a single raised stripe on each side and three raised stripes on each end), 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 appealing moniker is Schienenwolf ("railroad plough") as the three axle bogie construction stresses the tracks heavily.
Originally designed for heavy services on the Gotthard route, as many Swiss locomotives were, the Ae 6/6 was one of the classic Gotthard locomotives.
All locomotives were originally painted in the SBB CFF FFS green livery, with the number, and either SBB CFF, or SBB FFS on each side, all raised numerals in chrome. Nowadays about half are painted red, and a proportion of the fleet have been repainted in SBB Cargo livery, with all raised chrome embellishments removed apart from the Swiss coat of arms on each end. These locomotives have been renumbered (as class 610) in line with the current Swiss numbering scheme
Before the advent of the Ae 6/6, trains on the Gotthard route were hauled mainly by Ae 4/6, Ae 4/7 and Be 6/8 ("crocodile"), which were underpowered by contemporary standards. This led to many trains needing bank engines on the Gotthard ramps, and adding them was a tedious, uneconomical and impractical procedure.
SBB needed a more powerful locomotive. The specification, created in 1949, included that the locomotive to be developed must be able the pull a 600 tonne train over the 26‰ gradients of the Gotthard line at 75 km/h. The first prototype with the number 11401 was scheduled for delivery in 1952.
Intense trial runs were made with the prototypes. They had bogies with fixed axles, which led to heavy rail and wheel flange abrasion. Despite some early technical issues, the SBB-CFF-FFS were convinced they were on the right path with the development of the Ae 6/6. After introducing side-elastic wheelsets and making the wheel flanges of the middle axles smaller, the series production started in 1954, resulting in the first series locomotives delivered in 1955.
In its heyday, the 1950s and 1960s, the Ae 6/6 was the Gotthard locomotive par excellence, both for passenger and freight traffic. They were also used on the route through the Simplon tunnel. They were used in turns to ensure regular servicing in the main maintenance facility at Bellinzona. In the late 1960s, the two prototypes were retired from service on the Gotthard line; gradually followed by the rest of the class, although occasional workings continue to this day. After the introduction of the Re 6/6 locomotives, most Ae6/6 were reallocated to services in the Swiss plateau. Since this time, they have been mostly used for freight trains, because they are too slow for the faster passenger services. An exception were those units hired by the BLS, which were sometimes used to haul relief and intercity trains over the Lötschberg route.
The locomotive 11401 was delivered in 1952, and put on test runs. 11402 was completed in 1953. They were tested in a two-day programme on the Gotthard route, where they ran up to 900 km in one day. Temporarily, however, there were one or two of the six motors broken, which were replaced by ballast to keep the correct weight. The locomotives with broken motors where then used in services normally run by the less powerful Ae 4/7.
The series locomotives 11403-11520 were delivered from 1955 to 1966. They first replaced the Ae 4/7 and later the newer Ae 4/6.
For about 20 years, practically all heavy freight and passenger trains on the Gotthard route were hauled by this locomotive.
Locomotive namings were a feature introduced to Switzerland with the Ae 6/6, a custom adopted from Britain. All Ae 6/6 were decorated with a coat of arms of cantons or communes. They were grand events at the time, and every canton was proud to get its "own" Ae 6/6. Locomotives 11426 to 11520 got coats of arms of communes.
The names for the Ae 6/6 are:
Names of Cantons | ||
---|---|---|
Preservation By SBB Historic, unless stated | ||
11401 | Ticino | Eisenbahnmuseum in Horb, Germany. |
11402 | Uri | Erstfeld |
11403 | Schwyz | |
11404 | Luzern | Elektrizitätsmuseum, Elektra Birseck Münchenstein |
11405 | Nidwalden | |
11406 | Obwalden | Only the cabin survives, preserved by DESM |
11407 | Aargau | Brugg AG. On loan to the association Mikado. |
11408 | Solothurn | |
11409 | Baselland | |
11410 | Basel-Stad | |
11411 | Zug | Erstfeld |
11412 | Zürich | |
11413 | Schaffhausen | Swiss Museum of Transport in Lucerne |
11414 | Bern | Used as a source of spare parts |
11415 | Thurgau FD | |
11416 | Glarus FD | |
11417 | Fribourg | |
11418 | St. Gallen | Galliker Transport AG, Altishofen |
11419 | Appenzell I.Rh. | Privately owned, Biasca |
11420 | Appenzell A.Rh. | Museum in Sissach |
11421 | Graubünden | On loan to the 'Erhalt Lok Ae 6/6' association, Steinen |
11422 | Vaud | |
11423 | Valais | |
11424 | Neuchâtel | Swiss Train association |
11425 | Genève | Olten |
Names of Capitals | ||
---|---|---|
Preservation By SBB Historic, unless stated | ||
11426 | Stadt Zürich | |
11427 | Stadt Bern | |
11428 | Stadt Luzern | |
11429 | Altdorf | |
11430 | Gemeinde Schwyz | |
11431 | Sarnen | |
11432 | Stans | |
11433 | Glarus | |
11434 | Stadt Zug | |
11435 | Ville de Fribourg | |
11436 | Stadt Solothurn | |
11437 | Stadt Basel | |
11438 | Liestal | |
11439 | Stadt Schaffhausen | |
11440 | Herisau | |
11441 | Gemeinde Appenzell | |
11442 | Stadt St.Gallen | |
11443 | Chur | |
11444 | Aarau | |
11445 | Frauenfeld | |
11446 | Bellinzona | |
11447 | Lausanne | |
11448 | Sion | |
11449 | Ville de Neuchâtel | |
11450 | Ville de Genève | |
11451 | Winterthur | |
11452 | Baden | |
11453 | Aarth-Goldau | |
11454 | Yverdon | |
11455 | Biel | |
11456 | Olten | Used for spare parts, Olten |
11457 | Romanshorn | |
11458 | Rorschach | |
11459 | Chiasso | |
11460 | Lugano | |
11461 | Locarno | |
11462 | Biasca | |
11463 | Göschenen | |
11464 | Erstfeld | |
11465 | Oerlikon | |
11466 | Sursee | |
11467 | Zofingen | |
11468 | Lenzburg | |
11469 | Thalwil | |
11470 | Brugg | |
11471 | Pratteln | |
11472 | Brig | |
11473 | St.-Maurice | |
11474 | Vevey | |
11475 | Vallorbe | |
11476 | Les Verrières | |
11477 | Martigny | |
11478 | Sierre | |
11479 | Visp | |
11480 | Montreuy | |
11481 | La Chaux-de-Fonds | Cab only, as a driving simulator at the Kaeserberg Model Railway in Granges-Paccot. |
11482 | Delémont | |
11483 | Porrentruy (later renamed Jura) | |
11484 | Romont | |
11485 | Thun | |
11486 | Burgdorf | |
11487 | Langenthal | |
11488 | Mendrisio | |
11489 | Airolo | |
11490 | Rotkreuz | |
11491 | Wohlen AG | |
11492 | Emmen | |
11493 | Sissach | |
11494 | Schlieren | |
11495 | Bülach | |
11496 | Stadt Wil | |
11497 | St.Margrethen | |
11498 | Buchs SG | |
11499 | Sargans | |
11500 | Landquart | |
11501 | Renens | Swiss Train association. |
11502 | Nyon | |
11503 | Payerne | |
11504 | Le Locle | |
11505 | Lyss | |
11506 | Grenchen | |
11507 | Wildegg | |
11508 | Wettingen | |
11509 | Gossau SG | |
11510 | Rheinfelden | |
11511 | Dietikon | |
11512 | Horgen | |
11513 | Wallisellen | |
11514 | Weinfelden | |
11515 | Kreuzlingen | |
11516 | Baar | |
11517 | Brunnen | |
11518 | Flüelen | |
11519 | Giubiasco | |
11520 | Langnau i.E. |
When the new Canton of Jura (the 26th Swiss Canton) was created in 1979, following decades of separatist demands, a locomotive had to be found to carry the new Canton's name in keeping with the history of the Ae6/6 as 'Kantonsloks'. Instead of the logical 11426 (the next number after the rest of the Canton named locomotives), 11483, named after a Jura canton commune, was chosen to receive the name 'Jura'. Its previous name Porrentruy was transferred to Re4/4II 11239
In the 1970s, the two prototypes 11401 and 11402 were further developed, but never reached the quality of the series locomotives. In 1971, the first 'challenge' to the dominance of the Ae 6/6 came in the form of the new Re 4/4III on the Gotthard line. The first real competition, however, was the Re 6/6 introduced in 1975, which was designed to be the successor of the Ae 6/6 and is nearly twice as powerful.
The former star of the Gotthard was thus displaced to 'lesser' services and has since mostly used in the Swiss plateau and Jura mountains.
The series locomotives 11403-11520 were built in 'modular' style, with each separate section easily replaced. Some were involved in serious accidents, and could be fixed in short time thanks to this system.
On 12 April 1989, 11401 «Ticino» collided with an Re 4/4II at Winterthur. One third of the locomotive body was damaged, and the locomotive division of the main workshop Bellinzona wanted to scrap it. However, railfans stood up for the preservation of this very first Ae 6/6 locomotive, so it got a second chance. It was a most elaborate and expensive rebuild and took two years.
In 1999, all 120 locomotives were assigned to the SBB-CFF-FFS cargo division (SBB Cargo) following the internal reorganisation of the SBB-CFF-FFS. The Ae 6/6 is still a very reliable locomotive for freight traffic.
Because the Ae 6/6 have three-axle bogies, they are deemed "rail killers" because of the higher rail abrasion compared to engines with two-axle bogies. This was especially considered an issue for freight runs on the Chemin de fer du Jura route Porrentruy-Bonfol.
One of the biggest disadvantages of the Ae 6/6 is said to be the lack of multiple unit train control, which makes operating two engines together impractical. At one time, retrofitting this feature was proposed, but these plans were discarded due to the uncertain future of the locomotive.
It was also considered to equip some of the newer engines with cab signalling, to allow them to run on cab signalling only-routes. This was tentatively done on the 11512 «Horgen».
The remaining operational locomotives are still used for freight trains, but often they just stand about in larger shunting yards. After the coats of arms were found to be being stolen repeatedly (mostly as a souvenir, because it is generally assumed that the Ae 6/6 won't stay in service much longer and will eventually be scrapped), SBB Cargo ordered their removal in March 2005 and will presumably turn them over to SBB Historic.
On 2009-04-06 SBB-CFF-FFS announced that 65 of the class will be withdrawn from service because of the slump in demand caused by the recession. 53 will be stored pending an upturn whilst 12 will probably be scrapped or cannibalised.
The first locomotive to be withdrawn was 11410 «Basel-Stadt», due to an accident in 2002. Since then more of the class have been withdrawn, among them the prototypes 11402 «Uri» and 11401 «Ticino». The rate of withdrawal accelerated in 2009.
In 2002, 11401 «Ticino» was a guest on the open day at the Muttenz shunting yard, shortly after its 50th birthday. After a cable fire this locomotive was withdrawn on September 11, 2003.
The foundation SBB Historic already received the Ae 6/6 11402 «Uri», which will either remain operational as a historic locomotive or will become a static exhibit at Erstfeld railway station. There is 11403 «Schwyz, and 11421 «Graubünden, in the SBB Historic club, 11405 «Nidwalden, was used for spare parts by SBB Historic for 11407 «Aargau, 11416 «Glarus, is used as spare parts for the historic locomotive 11425 «Geneva, for SBB historic, and also 11411 «Zug, is preserved by SBB Historic as well kept in running order. 11401 «Ticino, the prototype still excites to this day and is on long-term to Club del San Gottardo Railway. However, since 20 May 2010, his locomotive is in the railway company Stuttgart in Horb am Necklar. Also 11413 «Schaffausen, is preserved at ora al Museo del transporti Lucerne,
Ae 6/6 11437 «Stadt Basel» caused a stir when it derailed after passed a ground signal ("Zwergsignal") at red on a shunting track and derailed on a catch point. The engine ended up in a tilted position in the ballast beside the main track. However, it wasn't damaged heavily and returned to service soon after the incident.
There are 14 SBB Ae 6/6's in preservation, they include
So far only 16 remain preserved, but there are hopes to preserve more in future despite half of the other Ae 6/6s in regular service with SBB as of today.
The coats of arms of the cantons and the municipalities from the retired locomotives were handed over to SBB Historic. The donated collection includes most of the coats of arms from the Ae 6/6 locomotives and also including builder's plates, locomotive name plates and letter sets from certain locomotives. [1]
Swiss Federal Railways is the national railway company of Switzerland.
The Gotthard Base Tunnel is a railway tunnel through the Alps in Switzerland. It opened in June 2016 and full service began the following December. With a route length of 57.09 km (35.5 mi), it is the world's longest railway and deepest traffic tunnel and the first flat, low-level route through the Alps. It lies at the heart of the Gotthard axis and constitutes the third tunnel connecting the cantons of Uri and Ticino, after the Gotthard Tunnel and the Gotthard Road Tunnel.
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 Gotthard railway is the Swiss trans-alpine railway line from northern Switzerland to the canton of Ticino. The line forms a major part of an important international railway link between northern and southern Europe, especially on the Rotterdam-Basel-Genoa corridor. The Gotthard Railway Company was the former private railway company that financed the construction of and originally operated that line.
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".
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 Ae 4/7 was a universal locomotive of the Swiss Federal Railways, employing the so-called Buchli drive.
The Südostbahn – commonly abbreviated to SOB – is a Swiss railway company, and a 1,435 mmstandard gauge network in Central and Eastern Switzerland. It resulted from the merger of the original SOB with the Bodensee–Toggenburg railway (BT) at the end of 2001.
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, a decision later proved correct by the long operational life and reliability of the Be 3/5.
The Ce 6/8 I 14201' was one of four test locomotives ordered by the Schweizerischen Bundesbahnen (SBB) in June 1917. For gaining experience for ordering electrical locomotives this locomotive should – as its three siblings Be 3/5 12201, Be 4/6 12301 and Be 4/6 12302 – have been used for services on the Gotthardbahn. The development of freight locomotives subsequently took a completely different way which was not conceivable at the ordering date. The Ce 6/8I came into service only after the first Ce 6/8II.
Lugano railway station is the main railway station of the city of Lugano, in the Swiss canton of Ticino. The station is on the Gotthard railway and is also the terminus of the Lugano Città–Stazione funicular. The metre gauge Lugano–Ponte Tresa Railway (FLP) has a separate station at Lugano FLP railway station across the station forecourt from the main line station.
Locarno railway station serves the city of Locarno, in the canton of Ticino, Switzerland. However, the station is located within the adjacent municipality of Muralto, near the shore of Lake Maggiore. The border between the two municipalities runs along the Torrente Ramogna stream, a short distance to the south and west of the station.
Chiasso railway station is a station owned by the Swiss Federal Railways (SBB CFF FFS). It serves the town of Chiasso, in the canton of Ticino, Switzerland, and is also a border station between Switzerland and Italy.
Zug railway station serves the municipality of Zug, the capital city of the canton of Zug, Switzerland.
The SBB-CFF-FFS Ae 8/14 is a class of electric locomotives built for Swiss Federal Railways to be used on the Gotthard railway. Only three prototype engines were built between 1931 and 1938, each of them in a different design.
The HGe 4/4 II is a combined adhesion and cogwheel-equipped electric locomotive used on a number of metre gauge railways in Switzerland since 1985.
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).
The Java bogie, was a bogie for electric locomotives manufactured by the Swiss Locomotive and Machine Works (SLM). It contained a driving wheel and a trailing wheel. It got its name because it was first installed in the 3000 series express train locomotives delivered to the Electrische Staats Spoorwegen (ESS) on Java in 1925.