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.

At the same time that the SBB was procuring a modern bogie electric locomotive, the Re 4/4^I, the Rhaetian Railway also ordered four similar machines in a smaller version. As with the Re 4/4^I, the mechanical part came from the SLM and the electrical system from BBC and Oerlikon. They were the first RhB electric locomotives without a rod drive and, with an initial top speed of 75 km/h, were mainly intended for express trains. Since the first locomotives proved their worth, a further six were purchased in 1953. The maximum towing capacity at 3.5 percent was 185 tonnes and at 4.5 percent 135 tonnes.

The heavier Ge 6/6^I that appeared a few years later already contested parts of its area of responsibility. At the latest, the Ge 4/4^II built from 1973 pushed the Ge 4/4^I out of service with express trains. However, since they were also suitable for use in front of freight trains, they could remain in service for a long time. From 1986 they were modernized, receiving more spacious cabs with a more modern head shape, single-arm pantographs and multiple and push-pull train controls. In the meantime it had been certified for 80 km/h.

Since the 1990s, they have mainly been used in front of freight trains and push-pull trains. Between November 2010 and May 2011, six of the ten examples were scrapped. In 2018, however, the remaining four were still in service, including number 602 after a three-and-a-half year stay at the Lucerne Museum of Transport. The number 603 is to be handed over to the Augsburg Railway Park and some of the others are even being used in front of the Glacier Express.

As a replacement for the Ge 6/6^I “Crocodiles”, the RhB received a total of 23 Ge 4/4^II in two batches in 1973 and 1984. The locomotives already had electronically controlled rectifiers, multiple controls and they can be used together with control cars. On a gradient of 4.5 percent, 185 tonnes can be pulled by one locomotive. From 2004 they were equipped with computer-controlled control electronics. After a second modernization from 2016, they will remain in use for a few more years and can also transport the modern Alvra articulated trains.

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 6/6^I, were delivered by SLM, BBC and Oerlikon in 1921. Nine more followed until 1929. In reference to the larger SBB Ce 6/8^II, 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 6/6^II and Ge 4/4^II. 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.

The Ge 6/6^II was a six-axle electric locomotive of the metre-gauge Rhaetian Railway built for heavy express and freight service. Its six axles were split over three bogies and the body was split into two parts to allow running through tight curves. The two outer bogies and the traction motors were identical to those of the Ge 4/4^I. With an hourly output of 1,764 kW and a top speed of 80 km/h, it could haul 280 tonnes at 3.5 percent and 205 tonnes at 4.5 percent.

The first two were built in 1958, followed by five more in 1965. They got the numbers 701 to 707 and were named after towns and villages in the RhB network, with 701 being an exception carrying the name “Raetia”. The gangway doors on the front ends of the first two locomotives were welded shut in the late sixties. Their original green livery was changed to red starting in 1985. In 1998, they got single-arm pantographs.

For the first half of their career, they were used in express service on most of the RhB network with the exception of the Arosa and Bernina lines which were electrified with DC. With the introduction of the Ge 4/4^III in 1993, they came into freight service. All were retired in 2020 and 2021. Today, 702 is on display at the Swiss Museum of Transport in Lucerne. Four have been scrapped yet, with two waiting for preservation.