SBB Ae 6/6

Last updated
SBB Ae 6/6
SBB-CFF-FFS Ae 6-6.jpg
Ae 6/6 11419 "Appenzell Innerrhoden" in Sierre
Type and origin
Power typeElectric
Builder SLM Winterthur
BBC Baden
MFO Zürich
Build date1952, 1955–1966
Total produced120
Specifications
Configuration:
   UIC Co′Co′
Gauge 1,435 mm (4 ft 8+12 in) standard gauge
Length18,400 mm (60 ft 4+38 in)
Width2,970 mm (9 ft 8+78 in)
Height4,500 mm (14 ft 9+18 in)
Loco weightPrototypes: 124 tonnes (122 long tons; 137 short tons),
Production: 120 tonnes (118.1 long tons; 132.3 short tons)
Electric system/s 15 kV  16+23 Hz AC Catenary
Current pickup(s) Pantograph
Performance figures
Maximum speed125 km/h (78 mph),
later 120 km/h (75 mph)
Power output4,300 kW (5,770 hp)
Tractive effort Starting: 392 kN (88,130 lbf),
Continuous: 221 kN (49,680 lbf)
Career
Operators Swiss Federal Railways
Number in class2005: 110
Numbers11401–11520, later Ae 610 000 – Ae 610 119

The Ae 6/6 is a heavy electric locomotive used by the Swiss Federal Railways (SBB). 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 flattering moniker is Schienenwolf ("railroad plough") as the three axle bogie construction stresses the tracks heavily.

Contents

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

History

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.

Demands on the Ae 6/6

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.

Experiences with the prototypes

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 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.

Operations until the 1960s

Summary

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 Ae 6/6 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 prototypes

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.

Namings

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:

A new canton is born

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 Ae 6/6 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 Re 4/4II 11239

1970s to 1990s

Ae 6/6 "Altdorf" at Weinfelden SBB Ae 610 Altdorf.JPG
Ae 6/6 "Altdorf" at Weinfelden

Summary

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.

Building blocks based construction

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.

Accident at Winterthur

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.

21st century

An Ae 6/6 in cargo service in Renens Ae 6-6 in Renens (front view).JPG
An Ae 6/6 in cargo service in Renens

In 1999, all 120 locomotives were assigned to the SBB cargo division (SBB Cargo) following the internal reorganisation of the SBB. 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 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.

Retirements from service

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.

Ae 6/6 for SBB Historic

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,

Accident at Kaiseraugst

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.

Preservation

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]

See also

Related Research Articles

<span class="mw-page-title-main">Swiss Federal Railways</span> National railway company of Switzerland

Swiss Federal Railways is the national railway company of Switzerland.

<span class="mw-page-title-main">Rail transport in Switzerland</span>

Rail transport in Switzerland is noteworthy for the density of its network, its coordination between services, its integration with other modes of transport, timeliness and a thriving domestic and trans-Alp freight system. It is made necessary by strong regulations on truck transport, and is enabled by properly coordinated intermodal logistics.

<span class="mw-page-title-main">Gotthard Base Tunnel</span> Railway tunnel through the Swiss Alps

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.

<span class="mw-page-title-main">Crocodile (locomotive)</span> Type of electric locomotive

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.

<span class="mw-page-title-main">Gotthard railway</span> Key central Swiss transport link

The Gotthard railway, named after the Saint-Gotthard Massif which it crosses, 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.

<span class="mw-page-title-main">SBB Re 620</span> Swiss electric locomotive

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".

<span class="mw-page-title-main">SBB Ae 4/7</span> Swiss electric locomotive

The Ae 4/7 was a universal locomotive of the Swiss Federal Railways, employing the so-called Buchli drive.

<span class="mw-page-title-main">SBB A 3/5</span> Swiss steam locomotive

The Swiss Class A 3/5 locomotives were built between 1902 and 1922 for the Jura–Simplon Railway, and the Gotthard Railway. These railways were absorbed into Swiss Federal Railways in 1903. In total 111 4-6-0 locomotives of this type were built by Schweizerische Lokomotiv- und Maschinenfabrik in Winterthur, Switzerland.

<span class="mw-page-title-main">SBB Ae 4/8</span> Swiss electric prototype locomotive

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.

<span class="mw-page-title-main">SBB Be 3/5</span> Swiss electric locomotive

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.

<span class="mw-page-title-main">SBB Be 4/6 12301</span> 1919 Swiss electric locomotive

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.

<span class="mw-page-title-main">SBB Be 4/6 12302</span> Swiss test electric locomotive

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.

<span class="mw-page-title-main">SBB Ce 6/8 I</span> Swiss (1′C)(C1′) electric locomotive

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.

<span class="mw-page-title-main">SBB Ae 8/14</span> Swiss electric locomotive

The SBB 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.

<span class="mw-page-title-main">Erstfeld railway station</span> Railway station in Switzerland

Erstfeld railway station is a railway station in the Swiss canton of Uri and municipality of Erstfeld. The station is situated on the original line of the Gotthard railway, at the foot of the ramp up to the Gotthard Tunnel. The original line, and the newer line through the Gotthard Base Tunnel meet at a junction some 1.5 kilometres (0.93 mi) north of, and downhill from, Erstfield station. Most trains on the Gotthard route now use the base tunnel and therefore do not pass through the station.

<span class="mw-page-title-main">Altdorf railway station (Switzerland)</span> Railway station in Switzerland

Altdorf railway station is a railway station in the Swiss canton of Uri and municipality of Altdorf. The station is situated on the Gotthard railway north of its crossing of the Alps, and is the most southerly station before that line splits into the older route via Erstfeld and the original Gotthard Tunnel, and the newer route via the Gotthard Base Tunnel. The station was reconstructed between 2019 and 2021.

<span class="mw-page-title-main">SBB Be 4/6 12303-12342</span> Swiss electric locomotive

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.

<span class="mw-page-title-main">SBB Ae 4/6</span> Swiss (1A)Bo(A1) electric locomotive

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.

<span class="mw-page-title-main">Midi E 3301</span> Swiss experimental locomotive

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).

<span class="mw-page-title-main">Rigid-framed electric locomotive</span>

Rigid-framed electric locomotives were some of the first generations of electric locomotive design. When these began the traction motors of these early locomotives, particularly with AC motors, were too large and heavy to be mounted directly to the axles and so were carried on the frame. One of the initial simplest wheel arrangements for a mainline electric locomotive, from around 1900, was the 1′C1′ arrangement, in UIC classification.

References

  1. "Blasons des Ae 6/6". SBB Historic (in French). Retrieved March 17, 2020.