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 Re 620 and Re 4/4II leading a freight train on the northern Bözberg incline | |||||||||||||||||||||
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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".
To reach the necessary tractive effort, a construction comprising six driven axles was necessary. In order to still get good running characteristics in curves, they were built into three two-axle bogies instead of two three-axle bogies as on the Ae 6/6. The middle bogie can move sideways, and the three bogies are connected by elastic cross couplings. Two of the four prototypes were built with a split locomotive body, whereby the joint may only move on an horizontal transverse axis to allow for changes in gradient, similarly to the Rhaetian Railway Ge 6/6 II. [1]
The other two prototypes got a softer secondary suspension instead of the joint, which proved to be so reliable in everyday use that all series locomotives were built this way. Nevertheless, the two prototypes with a split body are still in regular operation. The exterior design is similar to the Re 4/4II, as are the driver's controls and the conventional transformer technology with fixed running notches, which was applied for the last time for this locomotive. In contrast to the Re 4/4 II, the Re 6/6 has two transformers (one power and one control transformer), which are mounted on the frame between the bogies. Due to the higher roof, the Re 6/6 looks more brawny than the Re 4/4II, especially when seen from the front side.
The Re 6/6 is equipped with multiple unit train control together with Re 4/4II, Re 4/4III, Re 4/4IV and RBe 540. In passenger traffic they pull heavy passenger trains over the Gotthard route (as an alternative to a double heading of Re 4/4). In freight traffic they are used all over Switzerland for heavy trains, on the Gotthard route very often together with an Re 4/4II or Re 4/4III. Such a couple, often referred to as "Re 10/10" (both locomotives are Re class, so the couple is Re class; 10/10 means that they overall have 10 driven axles out of 10), is capable of pulling the maximum train weight of 1,300 tonnes (1,300 long tons; 1,400 short tons) on 2.6% gradients of the Gotthard line. For heavier trains, up to 1600 tons are operationally feasible; an additional bank engine has to help push the train in order not to overload the couplers.
Locomotive 11638 was retired and scrapped in 1990 due to an accident. For the renumbering to the UIC-conforming new numbering scheme in 1992, only the still existing locomotives were considered, thus the 11638 got no new number any more. But the renumbering was never done consistently. During 2005, the UIC numbering scheme was reworked, and 620 001 (instead of 000) was defined to be the smallest number. To make things easy, the scrapped 11638 also got a new number, 620 038. About half a dozen locomotives bore the new numbers at the beginning of 2006.
After two locomotives were tentatively equipped with radio remote control for pushing trains on the Gotthard line (such that the locomotive pushing at the end of the train may be controlled by the engineer at the front), about 30 locomotives were equipped with it in 2000. To make them administratively distinguishable, they got the new designation Ref 6/6.
When SBB was divided into passenger services and freight, the first thirteen locomotives 11601–13 remained in the passenger division. On 1 January 2003 they were exchanged against Re 460. Now all remaining 88 locomotives are assigned to SBB Cargo. Due to the reassignment of the Re 460 to the passenger division, the Re 6/6 again dominate the freight traffic on the Gotthard line.
The locomotives are assigned to the workshops Erstfeld, Bellinzona and Lausanne (Lausanne: 2000, today unknown), revisions are done at the main workshop at Bellinzona.
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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 appealing moniker is Schienenwolf as the three axle bogie construction stresses heavily the tracks.
The Re 420, originally Re 4/4II, series are the most common electric locomotives of the Swiss Federal Railways. They are used for passenger services throughout Switzerland alone or in pairs. For freight services, they are sometimes paired with the Re 620, especially in mountainous regions. That pairing is referred to by the term Re 10/10. The Re 430, originally known as the Re 4/4III, are a derivative of the Re 420 modified for higher traction but lower speed.
The Ae 4/7 was a universal locomotive of the Swiss Federal Railways, employing the so-called Buchli drive.
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, a decision later proved correct by the long operational life and reliability of the Be 3/5.
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.
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.
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).
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.
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