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Bern-Lötschberg-Simplon Railway Ce 4/6 and Ce 4/4
Switzerland | 1920
17 produced
Works photo of the SLM
Works photo of the SLM
SBB Historic

At the time of the First World War, the government of the Canton of Bern decided that the branch lines of the BLS Group should be electrified and operated with the abundant water power available in order to do something about the acute shortage of coal. An electric locomotive had to be developed for these railways, which would achieve a low axle load and could replace the existing steam locomotives in all train types. This meant exactly that at 1.5 percent 310 tonnes should be pulled at 35 km/h, as well as 180 tonnes at 2.5 percent at the same speed. In addition, these speeds should not only be maintained, but it should also be possible to accelerate these weights from a standing start to the specified 35 km/h within four minutes.

To speed up development, a scaled-down version of the Be 4/6 introduced at the SBB at the same time was created. 14 units were initially built in 1920 and three more in 1924, which were slightly more powerful and 10 km/h faster. They were spread among the BLS subsidiaries and, if necessary, exchanged with one another. Since they were created by order of the government, they quickly earned the nickname “decree mills”.

In their original design, the locomotives had two bogies, each with two coupled axles and one carrying axle. The buffers and couplings, as well as small hoods were attached to the bogies. This meant that the locomotives could actually be assigned to the design of the crocodiles, which, however, was rarely actually stated due to the very small front end. The power came from a traction motor that stood on the bogies and drove a jackshaft.

Between 1954 and 1956, the carrying axles and front hoods were removed from the ten most recently built locomotives, since the branch lines could now cope with the higher axle loads. They could now come up with a higher adhesion mass and were given the designation Ce 4/4. The engines that were not converted were retired by 1973 at the latest, the converted ones between 1975 and 1988. Two units with only one traction motor were in service for a long time as shunting locomotives in the Böningen workshop. A Ce 4/6 and a Ce 4/4 are still preserved today.

VariantCe 4/6Rebuilt Ce 4/4
General
Built1920, 19241954-1956
Manufacturermechanical part: SLM, electrical part: Oerlikon, BBC
Axle config1-B+B-1 B-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length47 ft 2 9/16 in40 ft 5 13/16 in
Wheelbase34 ft 7 3/8 in25 ft 1 3/16 in
Rigid wheelbase9 ft 6 3/16 in
Service weight154,323 lbs141,096 lbs
Adhesive weight132,277 lbs141,096 lbs
Axle load33,069 lbs35,274 lbs
Boiler
VariantCe 4/6Rebuilt Ce 4/4
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Hourly power987 hp (736 kW)
Top speed40 mph47 mph
Calculated Values
electric locomotive
passenger
freight
last changed: 03/2022
Schematic drawing with dimensions
Schematic drawing with dimensions
Locomotive Magazine, May 1921
Bern-Lötschberg-Simplon Railway Fb 5/7
later Be 5/7
Switzerland | 1913
13 produced
Works photo of the SLM
Works photo of the SLM
SBB Historic

After the tests with the two electric locomotives on the Spiez-Frutigen route, conclusions were drawn from the experience as to what a new, series-built locomotive should look like. The F 2x3/3 impressed with its power train, while the Fb 2x2/3 with its carrying axles improved running smoothness and the ability to negotiate curves. That is why the decision was made to order a similar power train from the manufacturers of the F 2x3/3 locomotives, but instead of bogies they were equipped with coupled axles fixed in the frame and a carrying axle at each end. Additional electrical assemblies were supplied by BBC to shorten delivery times. A total of 13 locomotives were delivered in 1913, which were to pull both freight and passenger trains on the newly built mountain route, including the 14.6 km long Lötschberg tunnel.

In order to achieve good running characteristics, three of the five driven axles could be moved sideways. While the middle one could be moved by 25 mm, the first and fifth were each mounted with the adjacent carrying axle in a Krauss-Helmholtz bogie. With the lateral deflection of the carrying axles by a maximum of 78 mm, they were moved by up to 40 mm. Despite the five driven axles, this made a fixed wheelbase of just 4,500 mm possible.

Between the second and third, as well as between the third and fourth coupled axles, there was a 14-tonne series motor on the frame, which drove a jackshaft via a Citroën gearbox underneath. By means of a rod triangle on each side, both engines acted on the middle axle. Since the rod triangles often broke under the high load during operation, they were later replaced with cast pieces. In order to achieve a large number of speed steps with a relatively small number of taps on the transformers, the next of the twelve steps of only one of the motors was switched alternately to obtain a total of 24 steps.

With an hourly output of 2,500 hp, the Fb 5/7, which was soon renamed the Be 5/7, was the most powerful electric locomotive in the world. On the ramp with a gradient of 2.7 percent, it was able to pull trains weighing 330 tonnes at 50 km/h. After the predecessor locomotive had been moved to flatter routes, the Be 5/7 was the only locomotive used on this route. Thanks to the good running characteristics, the locomotives were later approved for 80 instead of 75 km/h, one locomotive was even equipped with four smaller motors and could run 90 km/h. From the second half of the 1940s, they were increasingly pushed into freight train service b the Ae 4/4 and when the Re 4/4 were delivered in 1964, they were quickly scrapped.

General
Built1913
Manufacturermechanical part: SLM, electrical part: Oerlikon, BBC
Axle config1-E-1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length52 ft 5 15/16 in
Wheelbase37 ft 2 7/16 in
Rigid wheelbase14 ft 9 3/16 in
Service weight235,894 lbs
Adhesive weight172,401 lbs
Axle load36,597 lbs
Boiler
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Continuous power2,467 hp (1,840 kW)
Top speed50 mph
Starting effort39,679 lbf
Calculated Values
electric locomotive
freight
passenger
last changed: 04/2022
Schematic drawing
Schematic drawing
Die Lokomotive, June 1914
French Southern Railway E 3301
Swiss Federal Railways Fb 2/5 or Be 2/5
France | 1910
only one produced
SBB Be 2/5
SBB Be 2/5

In 1909, the French Midi started to electrify its line between Perpignan and Villefranche-de-Conflent with 12 kV at 16 2/3 Hertz. To find the suitable locomotive, they ordered six 1-C-1 locomotives with rod drive from different manufacturers. On the 2.2 percent incline on this line, they were required to haul a maximum load of 400 tonnes and to accelerate 100 tonnes to 60 km/h. One of these prototypes was E 3301, built in Switzerland by the SLM with electric equipment from BBC.

Even the first trials on the BLS line between Spiez and Frutigen were not a success. It was delivered to France anyway and the results were the same. So the locomotive was returned to its manufacturer, who took the opportunity to rebuild it for trials with single-axle drive. In this process that took place in 1918, its old electric equipment was completely removed and only parts of its mechanic structure was retained.

The middle axle was now powered by a Buchli drive on both sides, while another axle got a Tschanz drive, while the third former powered axle became a carrying axle. The two transformers were exchanged for a new one. The locomotive was now called Fb 2/5 and soon renamed to Be 2/5. In the following years it was operated on several lines, but more and more new electric locomotives with single-axle drive and more power soon meant that it was not needed anymore. After serving its last year as a shunter at Zurich, it was retired in 1929. After this, it was rebuilt into a self-propelled welding machine with only the Tschanz drive remaining and was used in this role until 1937.

VariantE 3301Fb 2/5
General
Built1910
Manufacturermechanical part: SLM, electrical part: BBC
Axle config1-C-1 1-1B-1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length43 ft 5 1/4 in
Service weight165,346 lbs
Adhesive weight109,129 lbs72,752 lbs
Axle load36,376 lbs
Boiler
VariantE 3301Fb 2/5
Power Plant
Power
Power sourceelectric - AC
Electric system12.000 V 16⅔ Hz15.000 V 16⅔ Hz
Hourly power987 hp (736 kW)
Continuous power888 hp (662 kW)
Top speed47 mph
Calculated Values
electric locomotive
passenger
freight
prototype
last changed: 12/2024
German Reichsbahn E 75
German Federal Railway class 175
Germany | 1927
31 produced
E 75 09 with a local train at the anniversary parade for 150 years of German railways in Nuremberg
E 75 09 with a local train at the anniversary parade for 150 years of German railways in Nuremberg
Manfred Kopka

In order to improve the running characteristics of the E 77, the E 75 was developed with a one-piece frame. The powered axles were further divided into two groups, but here they were mounted within the frame. Contrary to expectations, the running smoothness hardly improved, so that the speed could only be increased from 65 to 70 km/h. Of the 79 E 75s ordered, only 31 were ultimately delivered. They were used in front of passenger and freight trains and after the Second World War were mostly used by the Bundesbahn. Three were modernized in the early 1960s and the last commercial operations took place in 1972. So far there is only a short text for this vehicle. In the future it will be described in more detail.

General
Built1927
Manufacturermechanical part: Maffei, LHW, BMAG, electrical part: MSW, BEW
Axle config1-BB-1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length50 ft 5 1/2 in
Service weight233,249 lbs
Adhesive weight172,974 lbs
Axle load43,387 lbs
Boiler
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Hourly power2,521 hp (1,880 kW)
Continuous power2,146 hp (1,600 kW)
Top speed43 mph
Starting effort52,830 lbf
Calculated Values
electric locomotive
freight
passenger
rod drive
last changed: 04/2023
Hungarian State Railways series V40
Hungary | 1932
29 produced
V40.002 with a passenger train
V40.002 with a passenger train
Die Lokomotive, February 1936

After testing the V50 with the rod drive according to the Kandó system, the first production locomotives were introduced in 1932 on the 16.000 Volts and 50 Hertz electrified Budapest-Hegyeshalom line. They were divided into one type for passenger and express trains and one type for freight trains. The first type was the V40 shown here, which was designed for 100 km/h with the 1-D-1 wheel arrangement.

Although all driven axles were connected with coupling rods and were fixed in the frame, the outer coupled axles were each connected to the adjacent carrying axle to form a Krauss-Helmholtz bogie. A single three-phase motor with a diameter of three meters provided the power. By changing poles, constant speeds of 24.2, 50, 75 and 100 km/h were possible. As with the V50, starting and changing between the steps was controlled by a liquid rheostat.

29 examples were built, which were used together with the three V60s on the Budapest-Hegyeshalom line. Since the V40s, with their high power, were also suitable for use in front of freight trains, they complemented the few V60s well. With the conversion of the Hungarian network to 25.000 Volts and 50 Hertz in the 1960s, the service life of the Kandó locomotives ended. Today the V40.016 is preserved as a monument and can be found in the Railway History Park in Budapest.

General
Built1932-1937
Manufacturermechanical part: MÁVAG, electrical part: Ganz
Axle config1-D-1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length44 ft 11 in
Wheelbase33 ft 7 15/16 in
Rigid wheelbase20 ft 10 3/8 in
Service weight207,234 lbs
Adhesive weight145,946 lbs
Axle load39,242 lbs
Boiler
Power Plant
Power
Power sourceelectric - AC
Electric system16,000 V 50 Hz
Hourly power3,452 hp (2,574 kW)
Continuous power2,170 hp (1,618 kW)
Top speed62 mph
Calculated Values
electric locomotive
rod drive
Kandó system
passenger
freight
three-phase AC
last changed: 10/2022
View with opened hoods
View with opened hoods
Die Lokomotive, February 1936
Schematic drawing
Schematic drawing
Die Lokomotive, February 1936
Lower Austrian State Railways class E
Austrian Federal Railways class 1099 and German Reichsbahn E 99
Austria-Hungary | 1909
16 produced
1099 011 in December 2004 at Mariazell
1099 011 in December 2004 at Mariazell
Herbert Ortner

When the Mariazell Railway was electrified between 1908 and 1911, both the trackside equipment and the locomotives were to be supplied by the Austrian Siemens Schuckert Works (ÖSSW). For the first time in history, a longer stretch of track was electrified with one-phase AC. Here, the system of choice was a unique combination of 6,500 Volts at a frequency of 25 Hertz. 16 locomotives were built which were designated class E by the NÖLB.

While the electrical part of all locomotives came from ÖSSW, the mechanical part of only 13 was built by Krauss at Linz. Two came from Floridsdorf and one from Weitzer at Graz. The locomotives stood on two bogies each which had three axles and one unsprung traction motor that transmitted its power via a crank axle and coupling rods. Each locomotive had one of two different gear ratios either for the flatter or steeper sections of the line.

In 1923, the line came under the control of the BBÖ and the class was still named E. In 1923, the gear ratios of all locomotives was equalized. In 1938 the Reichsbahn designated them E 99 and likewise, the ÖBB called them class 1099 after the war. Between 1959 and 1962, they were rebuilt thoroughly where most of their electric equipment and their outer appearance changed.

Only in the year 2000, the first locomotives were stored. In 2010, the ownership of the Mariazell Railway changed from the ÖBB to the NOVÖG. Soon more were retired after new Stadler EMUs had been introduced. In 2013, more than 102 years after their introduction, the last one was retired from regular service. But some continued to be used for tourist trains, for snow clearing or in construction trains.

General
Built1909-1914
Manufacturermechanical part: Krauss, Weitzer, Floridsdorf, electrical part: ÖSSW
Axle configC-C 
Gauge2 ft 5 15/16 in (Bosnian gauge)
Dimensions and Weights
Length35 ft 9 1/8 in
Wheelbase25 ft 11 in
Rigid wheelbase7 ft 10 1/2 in
Service weight109,790 lbs
Adhesive weight109,790 lbs
Axle load18,298 lbs
Boiler
Power Plant
Power
Power sourceelectric - AC
Electric system6,500 V 25 Hz
Hourly power563 hp (420 kW)
Continuous power429 hp (320 kW)
Top speed31 mph
Starting effort23,380 lbf
Calculated Values
electric locomotive
passenger
freight
narrow gauge
last changed: 10/2024
View on YouTube
Norwegian State Railways El 1
Norway | 1922
24 produced
El 1 2005 in March 1971 at Oslo
El 1 2005 in March 1971 at Oslo
Svein Sando

Developed as the first electric locomotive of the NSB, the El 1 was intended for the line between Oslo West and Brakerøya that had been converted to standard gauge and electrified in 1920. It was built completely in Norway with the mechanical part coming from Thunes and the electrical part from Per Kure. In general arrangement, dimensions and appearance it is similar to two German locomotives: the Bavarian EG 2 (later DR E 702) and the Prussian EG 511 to EG 537 (later DR E 71). This meant that the body was of a crocodile-like or steeplecab design and that there were two two-axle bogies which each had one traction motor that worked on a crank axle and coupling rods

In 1922 and 1930, a total of 22 were completed and initially used on the above-mentioned line. Over time, some locomotives also came to other lines and in 1930, two more were built. As these were somewhat heavier, they were designated El 1b and the original ones were now El 1a. They were retired between 1966 and 1973. In this process, two were sold to Rjukanbanen, of which one is now on static display at the Hamar museum. Number 2011 is also being preserved by the same museum and still operational. So far there is only a short text for this vehicle. In the future it will be described in more detail.

VariantEl 1aEl 1b
General
Built1922-19231930
Manufacturermechanical part: Thunes, electrical part: Per Kure
Axle configB-B 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length41 ft 8 in
Rigid wheelbase9 ft 10 1/8 in
Service weight135,143 lbs136,686 lbs
Adhesive weight135,143 lbs136,686 lbs
Axle load33,786 lbs34,172 lbs
Boiler
VariantEl 1aEl 1b
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Top speed43 mph
Starting effort35,295 lbf
Engine output925 hp (690 kW)
Calculated Values
electric locomotive
passenger
freight
last changed: 11/2024
Rhaetian Railway Ge 2/4
Switzerland | 1913
7 produced
Ge 2/4 on the SLM data sheet
Ge 2/4 on the SLM data sheet
SBB Historic

For its electrification of its line in the lower Engadine, the RhB ordered seven Ge 2/4 in 1910. These locomotives, which were delivered in 1913, were intended for passenger service and had half the traction equipment of the Ge 4/6. They had two driving axles powered by a common repulsion motor via a crank axle and coupling rods. One Bissel axle at each end ensured guidance in curves and proper weight distribution.

As it turned out that their power of 210 kW was not enough for passenger service even on flatter lines, they were increasingly used in shunting service. For this use, their repulsion motor was not suited at all due to its suboptimal starting characteristics and its very high consumption of coal brushes when changing direction very often. Additionally, the two cabs meant that the driver had to change the cab frequently when shunting.

To extend their service life, five were rebuilt in the forties where they got a completely new electric equipment including a single-phase motor. The reduced size of the new motor allowed to increase the top speed from 45 to 55 km/h. Two of these had been converted to switchers in the same process by changing the boxcab design for a central cab and lower hoods. This allowed the driver to switch the direction without moving from one to the other cab.

Since Chur station also had some tracks which led to the Arosa line which were electrified with DC, one of the shunters was equipped with batteries which were charged then running on the AC tracks. This changed its designation to Gea 2/4. In 1967, this one got a diesel engine instead of the batteries and was designated Gem 2/4.

The rebuilt boxcab locomotives were retired in the seventies and No. 222 was preserved and is operational. The two electric-only switchers were used into the eighties and one of these is on static display today. The Gem 2/4 was used until 2001 and then scrapped. The two non-rebuilt locomotives with the numbers 205 and 207 are preserved, but on static display.

Variantas builtmodernizedrebuilt Gem 2/4
General
Built19131945-19461967
Manufacturermechanical part: SLM, electrical part: BBCmechanical part: SLM, RhB, electrical part: BBC, SAAS
Axle config1-B-1 
Gauge3 ft 3 3/8 in (Meter gauge)
Dimensions and Weights
Length28 ft 6 1/2 in
Wheelbase19 ft 8 1/4 in19 ft 0 3/8 in
Service weight80,910 lbs66,139 lbs72,752 lbs
Adhesive weight48,061 lbs48,502 lbs46,297 lbs
Axle load24,030 lbs24,251 lbs23,149 lbs
Boiler
Variantas builtmodernizedrebuilt Gem 2/4
Power Plant
Power
Power sourceelectric - ACelectric - AC + diesel-electric
Electric system11.000 V 16⅔ Hz
Hourly power282 hp (210 kW)574 hp (428 kW)294 hp (219 kW)
Top speed28 mph34 mph
Engine output207 hp (154 kW)
Calculated Values
electric locomotive
diesel locomotive
dual power
passenger
switcher
narrow gauge
last changed: 10/2024
Rebuilt Ge 2/4 No. 212 in June 1982 at Samedan
Rebuilt Ge 2/4 No. 212 in June 1982 at Samedan
J.J.Smit
View on YouTube
Rhaetian Railway Ge 6/6I
Switzerland | 1921
15 produced
No. 414 in May 2008 in Untervaz
No. 414 in May 2008 in Untervaz
Joachim Kohler

When the Albula line was electrified, the RhB ordered a more powerful locomotive to complement the earlier electric locomotives and to replace the last steam locomotives. So the first six Ge 6/6, later called Ge 6/6I, were delivered by SLM, BBC and Oerlikon in 1921. Nine more followed until 1929. In reference to the larger SBB Ce 6/8II, they were also called “Rhaetian Crocodile”.

They stood on two three-axle bogies which were directly connected to the structures housing the traction motors. Each motor transmitted its power via a crank axle and coupling rods to the axles. Among others, the requirements for these locomotives had included a speed of 30 km/h with trains of 150 tonnes on grades of 4.5 percent.

The first locomotive to be retired was the oldest one that had an accident in 1974, after 53 years of service. Nine more were retired in 1984 and 1985 after the introduction of the Ge 6/6II and Ge 4/4II. Three more were retired in 1993, 2000 and 2008, with only 414 and 415 remaining operational for heritage purposes. These are still operational today, with four more being preserved in a non-operational state.

General
Built1921-1929
Manufacturermechanical part: SLM, electrical part: BBC, Oerlikon
Axle configC-C 
Gauge3 ft 3 3/8 in (Meter gauge)
Dimensions and Weights
Length43 ft 7 5/8 in
Wheelbase33 ft 11 1/2 in
Rigid wheelbase10 ft 8 15/16 in
Service weight145,505 lbs
Adhesive weight145,505 lbs
Axle load24,251 lbs
Boiler
Power Plant
Power
Power sourceelectric - AC
Electric system11.000 V 16⅔ Hz
Hourly power1,126 hp (840 kW)
Top speed34 mph
Starting effort43,838 lbf
Calculated Values
electric locomotive
passenger
freight
narrow gauge
last changed: 09/2024
Image of locomotive
SBB Historic
View on YouTube
Swedish State Railways D
Sweden | 1925
333 produced
D No. 432 in September 2006 at Gävle
D No. 432 in September 2006 at Gävle
David Gubler / www.bahnbilder.de

The D, introduced in 1925, was the first standard electric locomotive of the SJ that was built in greater numbers. It had the wheel arrangement 1-C-1 and two traction motors which worked on a common crank axle and coupling rods. In the first batches, each traction motor had 610 kW and the locomotive body was made of wood with gangways on the fronts. The freight variant with a gear ratio for 75 km/h was designated Dg, while the passenger variant with a gear ratio for 100 km/h was designated Ds.

After 134 locomotives built, construction of the body switched to steel in 1933. From this point on, the original locomotives were called D (I) and the new ones D (II). Later, when repairs were made on the D (I), the cabs and other parts were rebuilt with steel. Starting in 1936, new traction motors with 735 kW each were installed. When production was completed in 1943, 333 had been built. These included nine built for the Bergslagernas Järnvägar (BJ) and three for the Dalslands Järnväg (DJ), which later came to the SJ.

In the fifties after the introduction of the Da, the D locomotives got the same 920 kW motors. Now they were even powerful enough for freight trains with the 100 km/h gear ratio, what made the distinction between freight and passenger variants superfluous. So they were now called Du, with the “u” standing for “universal”. Between 1967 and 1976, 162 were rebuilt to the Du2 by the removal of the gangway doors and installation of the connectors for multiple controls in the same place. Now they were used double-headed to achieve the same power as two of the new Rc. The first withdrawals had already started in 1967 and all were gone by 1988.

VariantDgDg1DsDu
General
Built1925-1943
ManufacturerASEA
Axle config1-C-1 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length42 ft 7 13/16 in
Service weight175,267 lbs177,251 lbs
Boiler
VariantDgDg1DsDu
Power Plant
Power
Power sourceelectric - AC
Electric system15.000 V 16⅔ Hz
Continuous power1,636 hp (1,220 kW)2,226 hp (1,660 kW)1,636 hp (1,220 kW)2,467 hp (1,840 kW)
Top speed47 mph62 mph
Starting effort42,039 lbf48,559 lbf31,698 lbf
Calculated Values
electric locomotive
passenger
freight
last changed: 01/2025
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