In 1911, the Bernina Railway received two two-axle electric locomotives for use as helpers on the steep line. They have a central cab with hoods on both ends. The hoods are split in the middle to create a gangway that was originally used for communication with the train. On the roof of the cab, there was originally a Lyra pantograph that was later changed for a diamond-shaped one and then for a single-arm pantograph. They belong to the RhB since 1943, but can still only be used on the Bernina line with 1,000 V DC electrification. Today, after a service life of more than 110 years, they are still in service as shunters at Poschiavo.

In 1899, the Burgdorf Thun Railway had been the first electrified railway line in Switzerland. It was electrified with 750 Volts three-phase AC at 40 Hertz. The first two-axle freight locomotives built in 1899 often still needed the railway's 2-8-0 steam locomotive as helper. So in 1910, electric locomotive No. 3, designated Fc 2x2/2, was put into service. It had a B-B wheel arrangement, each bogie having one traction motor that powered two axles via coupling rods. 

With nearly twice the power of the F 2/2, it could haul 170 tonnes on an incline of 2.5 percent. Pole switching created four sustained speeds between 15.75 and 42 km/h. When drawn by another locomotive, it was approved for 60 km/h. In 1918, a second locomotive was built for the Hasle-Rüegsau-Langnau line that had only 500 hp due to the poorer power supply. Although the second locomotive was prepared for service under 1,500 Volts, all three-phase locomotives of the BTB were retired then the lines were rebuilt to 15,000 Volts single-phase AC.

In 1994, the MOB procured four modern three-phase locomotives, which were technically very similar to the Ge 4/4 III of the RhB. Since the MOB network is only operated with a DC voltage of 900 volts, a continuous output of only 2,000 instead of 2,400 kW was possible. Since there are still huge currents, the locomotives always run with two pantographs raised.

A later conversion of the locomotives to a multi-system locomotive was planned for a possible expansion of the area of application to routes with 15,000 volts alternating current. For this purpose, an installation space for a transformer was provided and its missing weight was compensated for by ballast. In addition, places were prepared for the installation of another pantograph and other electrical equipment.

The locomotives are used in push-pull trains, with the locomotive being used in the middle of the train between two control cars. The Ge 4/4 is also used on the MOB section of the Golden Pass Express. After the locomotives were converted to automatic central buffer couplings in 2017, they could temporarily no longer be used with certain other vehicles until they were converted accordingly.

In 1930, the Bodensee-Toggenburg-Bahn (BT) ordered six four-axle mixed-traffic locomotives with a low axle load from SAAS, with the mechanical part being provided by SLM. They were inspired by the ÖBB class 1170 and had an output of 1,200 kW. They had two two-axle bogies and all axles were powered by one traction motor each with a Sécheron quill drive. In this configuration they were also suited for express services with a top speed of 80 km/h on lightly built lines. With an axle load of 16.5 tonnes, the maximum tractive effort was 137 kN.

After the Emmentalbahn (EB) and the Solothurn-Münster-Bahn (SMB) had been electrified, they ordered four and two of the same basic construction. When the Burgdorf-Thun-Bahn (BTB) was switched from three-phase to single-phase, they ordered two more. After the EB and BTB merged into the Emmental–Burgdorf–Thun-Bahn (EBT), one additional locomotive each was ordered in 1944 and 1953. All these were a bit lighter and had a lower tractive effort.

Initially the Be 4/4 was used in passenger and freight service and later also in express service. From 1945 they were rebuilt with regenerative brakes and train control systems. In the sixties they also received multiple controls and were used double-headed with heavy freight trains. With the introduction of more modern locomotives and multiple units in the eighties, the Be 4/4 was only used in freight and shunting service. After their withdrawal in 2000, three have been preserved in working order with six more either on display or earmarked for possible restoration.

The line between Santos, the largest port in Southern America, and São Paulo is being operated by MRS Logistica and includes the 10.3 percent ramp between Raiz da Serra and Paranapiacaba. It is electrified with 3,000 V DC and has an Abt rack system. After some rack locomotives designed by Hitachi in the seventies, MRS received seven new locomotives which were delivered by Stadler from Switzerland in 2012. Now these carry the title of being the most powerful rack locomotives in the world.

They have an axle load of 30 tonnes and need a larger loading gauge than that of the rest of the line. Each locomotive has eight traction motors, four for the adhesion wheels and four for the cog wheels. Together these provide a power of 5,000 kW and a starting tractive effort of 760 kN or around 170,000 pounds. The cabs are mounted relatively high to provide better view over the train that is being pushed uphill.

The company operates seven of these locomotives which are being designated He 4/4 by Stadler, since this would be their type designation in Switzerland. Due to the high price, these locomotives are being dubbed “Rolex” by the employees of MRS Logistica. Usually two locomotives are working together, what allows for train weights of up to 850 tonnes. After the rack section, diesel locomotives are taking over the trains.

The Re 456 is a type of standard-gauge electric locomotives that is being used by three private operators in Switzerland. It was originally developed for the Bodensee Toggenburg Railway (BT) which needed a locomotive that could haul passenger trains at 130 km/h, but also freight trains up to 1,500 tonnes. They have an axle load of only 17 tonnes and a continuous output of 3,200 kW. Three-phase traction motors are being fed by GTO thyristors.

The BT received six locomotives in 1987. In the following year and in 1993, the Sihltal Railway also received six locomotives of this type. The Vereinigte Huttwil-Bahnen became the third customer with two locomotives. They are also called Re 4/4 by their operators. A direct development is the Re 450 for S-Bahn service that has only one cab.