BLS Ae 6/8
| BLS Ae 6/8 | |
|---|---|
 BLS Ae 6/8 205
|
|
| Numbering: | 201–204 (1st series) 205–208 (2nd series) |
| Manufacturer: |
Breda , SAAS (1st series) SLM , SAAS (2nd series) |
| Year of construction (s): | 1926–1931 (1st series) 1939–1943 (2nd series) |
| Axis formula : | (1'Co) (Co1 ') |
| Length over buffers: | 20,260 mm |
| Service mass: | 140 t |
| Top speed: | 100 km / h |
| Hourly output : | 4 410 kW |
| Continuous tensile force: | 650 t at 27 ‰ |
| Driving wheel diameter: | 1,350 mm |
| Power system : | 15 kV 16.7 Hz |
| Power transmission: | 1 pantograph |
| Number of traction motors: | 12 (2 per axis) |
| Type of speed switch: | High voltage speed step switch |
The Ae 6/8 - locomotives of the Bernese Alps Railway Company Berne-Lötschberg-Simplon (BLS) were built in the years 1926-1943. The reason for this was that the 13 years older Be 5/7 could no longer cope with the increased volume of traffic.
conditions
The locomotives should be able to carry the then new tow hook load of 510 t on a 27 ‰ gradient at 50 km / h. They also wanted to break away from the rod drive and switch to the single-axis drive. The same development was also seen at SBB , which is why BLS joined this development step. Measured by the tractive force, the Ce 6/8 II, comparable to the Ae 6/8 , were in operation at the SBB , only they were still driven by rod drives and therefore could not meet the speed requirements of the BLS of 75 km / h. The high speed requirements resulted from the fact that the BLS had to make do with a single-lane route over the Lötschberg, the SBB, on the other hand, had a double-track route over the Gotthard and therefore came with the 35 km / h of the Ce 6/8 II with the same incline and trailer load out. This led to the decision to develop a completely new one.
construction
The first four copies were built in 1926 and 1931 by Breda (Italy) and SAAS , and initially had straight driver's cabs and a small porch with transition, which were converted into the current shape from 1955 to 1956. The bogies were coupled to each other and carried the pulling and pushing devices. The twin motors were stored in the bogies and drove the axles via a Sécheron spring drive . They had an hourly output of 3300 kW.
They initially had the designation Be 6/8 and had a top speed of 75 km / h, which could be increased to 90 km / h in 1939 after a gearbox conversion. The successor series 205-208 was built by SLM and SAAS in 1939-1943 , had the current round driver's cabs and a top speed of 90 km / h from the start. By increasing the top speed to 90 km / h, the name was also changed from Be 6/8 to Ae 6/8. Another new feature of the second series was that these were the first locomotives in Switzerland that were no longer operated standing but seated. The second series already had a safety control and the Signum train protection system introduced by the SBB , whereas the first series had no safety devices whatsoever.
Conversions
After delivery of the second series, the vehicles of the first series were also converted for 90 km / h in Spiez by adapting the transmission. Then there were the train protection systems. The cabs remained different, however. In 1951, the braking resistors of all locomotives were moved to the roof, which had previously been located under the engine room. Between 1960 and 1964, the running characteristics were generally improved so that the top speed could be increased to 100 km / h. The transformer was also converted from a low-voltage to a high-voltage tap changer. These components were not newly developed, but taken over from the Ae 6/6 . Two of the side windows had to give way to ventilation grilles. In 1968 the braking equipment was changed and its performance increased massively.
commitment
The first two available locomotives were used to transport coal trains over the Lötschberg, with one locomotive pulling a train of 550 tons alone. Even with the load of 600 tons permitted from 1929, the locomotive was not yet fully utilized. Until the introduction of the Ae 8/14 by the SBB, the Ae 6/8 was the most powerful locomotive in the world. Basically only heavy freight trains were carried with the Ae 6/8. The passenger trains were a matter for the Be 5/7, a Be 6/8 was only used when they were too heavy.
Individual machines in this series were rented a few times from the SBB and used on the Gotthard Railway .
Whereabouts
| Company number | Installation | Discarded | status |
|---|---|---|---|
| 201 | 1926 | 1977 | discarded and canceled |
| 202 | 1926 | 1984 | discarded and canceled |
| 203 | 1929 | 1989 | the last Breda locomotive to be scrapped and broken off |
| 204 | 1929 | 1985 | discarded and canceled |
| 205 | from 1939 | Suitable for driving in the Spiez depot for nostalgic trips | |
| 206 | from 1939 | taken over by the Classic Rail association | |
| 207 | from 1939 | 1995 | the last to be discarded and canceled |
| 208 | from 1939 | taken over by the Classic Rail association (still fit to drive today) |
literature
- GL Meyfahrt: The new locomotives, type 1AAA-AAA1, of the Bern-Lötschberg-Simplon-Bahn . In: Schweizerische Bauzeitung . tape 89 , no. 17 , 1927, pp. 221-226 , doi : 10.5169 / seals-41682 .
Web links
Individual evidence
- ↑ Harald Schönfeld: Swiss top workers. In: eisenbahn-magazin 3/2013, p. 7