SBB-CFF-FFS Re 620

The Re 6 /6, according to the new naming scheme Re 620, are six-axle electric locomotives of the Swiss Federal Railways ( SBB), which were acquired as a replacement for the Ae 6/6 in severe service on the Gotthard.

Design and technology

From the requirements of the series resulted in the need for the traction of six driving axles. In order nevertheless to achieve good cornering characteristics with low wear, 6/6 three -axle trucks were built in contrast to Ae, which can strongly move laterally the middle. For a better curve running the trailing two bogies elastic cross- couplings have been additionally disposed between the three bogies. Two of the four prototypes were given as the Ge 6/6II the Rhaetian Railway (RhB) divided locomotive bodies, with the joint can only move vertically to accommodate slope changes.

The selected with the other two prototypes softer Sekundärabfederung the middle bogie proven in trial operation, so that in the series production of the one-piece box came for execution. The two prototypes with shared box continue to be used in normal operation.

The design is the form of re 4/4II ajar, as well as the operation and the conventional transformer technology, which was last used in the Re 6/6. In the Re 6/ 6 has two transformers ( power transformer and control transformer ) are present, which are located in the locomotive body between the bogies.

The front end has indeed similar with respect to the Re 4/4II/III to a higher roof. That is why it is called at the Re 6/6 also assume that it has a " high forehead ", which distinguishes it from a distance from the front of the Re 4/4II/III.

As with the Re 4/4II/III it is planned to equip all locomotives with a cab air conditioning. From the end of 2005, the first machines to be rebuilt. However, this is in contrast to the Re 4/4II/III only one box at a side door be recognizable without ventilation slots. The remaining changes, such as replacement of Senkfenster etc., are only visible up close.

Operation

The Re 6 /6 - originally assigned to the Gotthard locomotives - have multiple control together with Re 4/4II, 4/4III Re, Re 4/4IV and RBe 4/4. In passenger transport, they pull heavy passenger trains over the Gotthard ( as an alternative to a double traction of two Re 4/4II ). In freight transport, they are used nationwide for heavy freight trains on the Gotthard route very often in multiple-unit control with a Re 4/4II or Re 4/4III. Such a tandem, often abbreviated as "Re 10/10 " means (due to the 10 driven axles ), is transported to be able to the increased Zughakenlast ( towable mass ) of 1400 tons over the 26 per mil pitch of the Gotthard route. The approved Zughakenlast is at 26 per thousand actually only 1,300 tons, and was for a long time also for the two axles Transit Gotthard and Lötschberg valid, which explains the different data in the literature. For heavier trains ( up to 1700 tons are operationally feasible, long time, this value was only 1,600 tons ) must be used in order not to overload the hook, with a pusher locomotive can push up to 300 tons a pusher locomotive ( Permissible Zughakenlast 300 tonnes = total towable mass ).

Accident Caused 1990 Locomotive 11638 was scrapped and canceled. For the renumbering the UIC -compliant grid number 1992, the remaining locomotives were only taken into account, whereby the 11638 received no UIC number more. The actual tracings with UIC numbers were never taken consistently in attack. During the year 2005, the UIC numbering scheme has been revised, with the 620 001 has been set (instead of 000 ) as the smallest company number and for the sake of simplicity, the received non-existent subsequently the number 11638 620 038. In early 2006, contributing almost half a dozen machines, the new label.

In the divisional structure of the SBB as of 1 September 1999, the first thirteen locomotives 11601-13 went to the passenger, but were changed to 1 January 2003 against Re 460. Thus today include all of the remaining 88 machines SBB Cargo. Due to the reallocation of Re 460 in the Passenger Division dominate today, in addition to the newly acquired Re 482, again the Re 6/6 in freight traffic on the Gotthard route.

After two locomotives Try using a wireless remote control for push service with locomotives of the series Re 460 at the rear of the train, got on the Gotthard route, about 30 locomotives were fitted with them from 2000. To make them administratively identified, these were designated Ref 6/6. In 2003, the remote controls were dismantled again as were available with the submission of all Re 460 for passenger locomotives is not remotely controllable.

The locomotives were the depots Erstfeld, Bellinzona and Lausanne assigned to about 2002, and then accounted for the fixed assignment to a depot. Time work is carried out to the service locations in Basel and in the marshalling yard Limmat. For inspection work, the Bellinzona depot is responsible.

Sections of the Gotthard route and the Lötschberg base tunnel are since 2007 with command after ETCS Level 2 standard and GSM-R radio equipped. Therefore, 60 locomotives were retooled by Stadler Rail. The remaining locomotives were EuroZUB and GSM-R radio.

Loktaufen

Accidents

• On February 16, 1990, drawn by the locomotive 11638 € City of Milan - Paris collided in the station of Saxon with a construction train of the SBB. Since the crash violently turned out at 140 km / hour, three people died in the accident, 12 others were injured
• On 8 August 2011 collided in the station of Doettingen AG Re 6/6 11666 with a NPZ shuttle. The locomotive was severely damaged, not derailed, in contrast to the NPZ control car though. In the accident eight people were injured.

Pictures

Re 6/6 11603 prototype of arms of Wädenswil

Re 6/6 in original green paint scheme, together with a re 4/4II the Lötschberg

Re 6/6 in red color in pushing services on the Gotthard

Cargo Re 6 /6 with oil train to land Quart