22:
1033:
839:. The idea behind this was to lead a 425 t-train on the adjacent lines with low gradient using a Be 4/6 and then boosting it up for the steep gradients at the gotthard railway line using a Be 3/5. The idea of operating the train with one locomotive driver on the leading locomotive was definitely plausible. But the problem was, that for driving back the locomotive to the starting point another locomotive driver was needed. It is unknown if the multiple-unit control ever was tested.
575:, but this was not effected immediately. The main impetus was the coal shortage caused by World War One. Due to a lack of fuel, the SBB had to reduce schedules more and more and, by autumn 1918, on Sundays only milk trains were running. Following the conflict, the SBB electrified, along with other important lines, the Gotthard railway line, completing this in 1920. To serve those lines the SBB urgently needed passenger and freight locomotives.
852:
920:. This shop warned the Traction and Maintenance Department of the SBB in Bern 1942 that the commutators of the motors were almost fully worn. In the same time Yverdon remarked that a replacement of the winding of the transformers was necessary. Since the locomotive did not require a very extensive maintenance effort compared with other locomotives the Lucerne depot did not consider the call as dramatic.
769:. The step switch used compressed air and had 12 steps. Since the two switches were operated alternatively, this meant that 23 steps were required which meant that the switching time was very slow. To operate the step switches, the locomotive driver had to turn a vertical crank handle once for each step. It was possible to shut off power by running down both step switches with a special handle.
1349:
98:
923:
In
September 1950 the commutators had to be replaced in a very costly repair during which a screw fell into the gear which led to such damage that the Yverdon shops requested the locomotive be retired in 1957. Bern, however, again ordered the locomotive repaired, which it was, although it needed more
749:
and one more circuit breaker for isolating one half of the locomotive. All those components were mounted on the roof. The oil operated main switch was located in the locomotive body. The locomotive driver operated the switch via electric valves located in both cabs. It was also possible to operate
635:(MFO) was commissioned to design and construct a freight locomotive that met these requirements and was given great freedom in their design. At it transpired, the locomotive from MFO did not comply with the requirements specifications at all. Nevertheless, the SBB took over the locomotive.
827:. This brake was shown in the blueprints but only in dashed lines and therefore not mounted in the locomotive. This brake was never upgraded because this "stopgap" locomotive was never used for services on the Gotthard railway line.
543:(MFO) because they felt that the requirements required for the Gotthard Railway could not be fulfilled at the time. As the MFO did not feel that it could produce a freight locomotive with six drive-axles, a smaller version of the
934:
From 1963 the Be 3/5 was used as an auxiliary car locomotive, heating locomotive, depot transformer and compressed-air donor. In 1968 it was equipped with cross-ties and was used as a dummy-object for the rerailing crew of the
814:
The train heating system was fed over a separate oil propulsed main switch with 1000 V. This installation was later replaced by a separate heating transformer. The oil powered main switch was replaced by a heating hopper.
1021:
653:
The running gear consisted of three drive-axles mounted in the locomotive frame. The center drive-axle had a side-play of 2× 25 mm (0.984 in). The two idle-axles were mounted in
1014:
886:
The locomotive was delivered at 16 April 1919. She was assigned – as were all the test locomotives – to the Bern depot. From Bern the machine pulled trains of all types up to
783:
In 1929 the delicate step switches were replaced by two hopper switches. The old controllers were at the same time exchanged to normal controllers with horizontal hand wheels.
1409:
1007:
181:
772:
The electropneumatical reverse switches were attached on the motors. A group switch was mounted by them which had to execute the following actions in case of a failure:
999:
51:
931:
the Be 3/5 was not discarded. The locomotive was then equipped as heating locomotive to heat up coaches before their use and retired from line and switching services.
712:
The locomotive body consisted of a frame built up with 25 mm (0.984 in) thick steel plates. On this frame the body was mounted with a cab at each end. The
1414:
551:, too slow. However, due to a lack of available stock, the railway still took delivery of the locomotive. After a long operational life it was scrapped in 1973.
590:
A maximum axle load of 18 t (18 long tons; 20 short tons), and later – after the infrastructure had been adapted – 20 t (20 long tons; 22 short tons)
1394:
1399:
1368:
916:
Up to 1934 the maintenance shop of Zurich was responsible for the care of the locomotive. Later the responsibility went over to the maintenance shop of
1373:
547:
was offered. This meant that the locomotive did not fulfil the SBB specifications for the
Gotthard line; it was too weak and, compared with the
1419:
1363:
132:
811:
The two old compressors were upgraded later to a modern MFO-compressor, which ran with the later auxiliary systems voltage of 220 V.
990:
967:
897:
depot, pulling commuter trains and travelling approximately 10,000–20,000 km per year. In March 1928 she was relocated to the
73:
890:. In the year of delivery, it travelled a remarkable 65,000 km. But that was a performance the Be 3/5 never achieved again.
761:
of the BLS. The switches were fixed to the transformers. The connection to the respective voltage steps was executed with contact
297:
979:
Die elektrischen und Diesel-Triebfahrzeuge schweizerischer
Eisenbahnen, Die Lokomotiven der Schweizerischen Bundesbahnen (SBB)
1118:
600:
Reliable run-up with this load at a gradient of 26 ‰ (2.6%) and acceleration to 35 km/h (22 mph) within 4 minutes
1404:
34:
836:
779:
Separation of one transformer and feeding the two motors from the other one → Only half speed, but full tractive force
746:
44:
38:
30:
750:
the switch mechanically using a rod system. Finally it was possible to operate the main switch directly by using a
665:
The tractive force was transmitted from the drive-axles to the frame. From there the force was carried over to the
523:(SBB) in June 1917. Intended to provide experience with electric traction, the locomotive was intended, along with
666:
55:
1234:
1229:
713:
632:
540:
528:
524:
128:
902:
677:
The two motors were mounted in half height in the locomotive frame. Those two motors drove big cogwheels over
1314:
292:
265:
701:
1348:
1163:
1143:
1138:
1128:
1123:
1043:
983:
The electric and diesel locomotives of Swiss
Railways; The locomotives of the Swiss Federal Railways (SBB)
682:
560:
520:
444:
1153:
1078:
1239:
1133:
532:
332:
Slit coupling rod between motors and center driver, rods form slit coupling rod to the outer drivers
1334:
1214:
757:
The two transformers were – unusually for the SBB – air ventilated. The design was the same as the
776:
Separation of one transformer with its respective motor → Full speed, but only half tractive force
1298:
1293:
1288:
1273:
1263:
1198:
1193:
1188:
1183:
1178:
1173:
1168:
1158:
1148:
1113:
1108:
1103:
1098:
758:
734:
544:
694:
1073:
1068:
1063:
1058:
986:
963:
960:
The electric and diesel-powered vehicles of the SBB, Volume I: years of construction 1904-1955
742:
368:
356:
312:
307:
1283:
1268:
657:
which were fixed to the frame. Those axles had a side-play of 2× 80 mm (3.15 in).
337:
824:
801:
614:
273:
186:
928:
583:
The SBB required locomotives from the industry which complied with these requirements:
378:
319:
237:
221:
851:
1388:
1278:
717:
618:
594:
363:
351:
300:
697:
connected to the slit coupling rod transmitted the force to the outer drive-wheels.
685:. The two jackshafts drove a shared slit coupling rod which drove – over a vertical
654:
564:
536:
1219:
1032:
193:
97:
956:
791:
The locomotive consisted of the following 100 V operated auxiliary systems:
690:
686:
548:
894:
798:
three fan groups (two for the transformers and one for the engine rooming)
936:
766:
762:
678:
593:
Haulage of towed load of 430 t (420 long tons; 470 short tons) at a
568:
917:
898:
608:
910:
765:. The switching process was started with special spark-extinguishing
751:
738:
604:
572:
733:
The electrical part was – in its arrangement – taken over from the
887:
681:
spring-loaded on both sides. Each of those big cogwheels drove a
939:
depot. In
November 1973 the locomotive was scrapped in Yverdon.
1003:
906:
846:
462:
15:
745:, a circuit breaker for isolating the respective pantograph,
804:
for charging the batteries for control power and lighting
862:
561:
521:
1327:
1307:
1252:
1207:
1087:
1051:
1042:
539:. The Be 3/5 was something of a stopgap offered by
497:
489:
481:
458:
450:
440:
435:
405:
397:
392:
374:
362:
350:
336:
328:
318:
306:
291:
283:
271:
246:
236:
228:
192:
179:
170:
165:
147:
139:
124:
116:
111:
90:
623:Overload of 20% during 15 minutes without damages
519:was one of four test locomotives ordered by the
43:but its sources remain unclear because it lacks
1037: Standard gauge locomotives of Switzerland
597:of 26 ‰ (2.6%) with 35 km/h (22 mph)
1015:
927:Even after a collision at 13 August 1959 in
342:Available, together with Be 4/6, but not used
8:
611:within 28 hours (780 km or 480 mi)
559:In November 1913 the executive board of the
1369:Swiss locomotive and railcar classification
893:By 1923 the locomotive was assigned to the
587:A weight per running meter of at most 7 t/m
1256:
1091:
1048:
1022:
1008:
1000:
924:repair when a transformer burned in 1958.
432:
389:
162:
108:
1410:Standard gauge locomotives of Switzerland
700:This drive concept was later used at the
74:Learn how and when to remove this message
1374:History of rail transport in Switzerland
287:91 tonnes (90 long tons; 100 short tons)
977:Jeanmaire dit Quartier, Claude (1979).
962:] (in German). Luzern: Minirex AG.
279:59 tonnes (58 long tons; 65 short tons)
133:Schweizerische Lok- und Maschinenfabrik
1415:Railway locomotives introduced in 1919
87:
985:] (in German). Verlag Eisenbahn.
7:
1395:Electric locomotives of Switzerland
1364:Category:Locomotives of Switzerland
1400:Swiss Federal Railways locomotives
14:
835:The locomotive was equipped with
823:The SBB requirement requested an
1347:
1031:
909:in the triangle Zug – Lucerne –
850:
720:which was mounted to the frame.
617:to decelerate the locomotive on
603:Two outward and return journeys
535:, to be used on services on the
102:Be 3/5 number 11201 in the 1930s
96:
20:
565:Gotthardbahn (Gotthard railway)
563:(SBB) decided to electrify the
537:Gotthardbahn (Gotthard railway)
901:depot. There she replaced the
661:Transmission of tractive force
1:
747:lightning protection inductor
423:at 50 km/h (31 mph)
421:1,200 kW (1,600 hp)
415:at 67 km/h (42 mph)
232:1,350 mm (53.15 in)
1308:Experimental and prototypes
1208:Experimental and prototypes
954:Schneeberger, Hans (1995).
714:towing hook and the buffers
667:towing hook and the buffers
413:800 kW (1,100 hp)
298:15 kV 16.7 Hz AC
250:13,500 mm (44 ft
242:950 mm (37.40 in)
1436:
693:of the center drive-axle.
628:Commissioning and proposal
579:Requirement specifications
401:75 km/h (47 mph)
1356:
1345:
1259:
1094:
913:with any kind of trains.
743:diamond-shaped pantograph
431:
388:
161:
107:
95:
633:Maschinenfabrik Oerlikon
541:Maschinenfabrik Oerlikon
129:Maschinenfabrik Oerlikon
29:This article includes a
549:A 3/5 steam locomotives
58:more precise citations.
859:This section is empty.
837:multiple-unit control
831:Multiple-unit control
1405:15 kV AC locomotives
741:. It consisted of a
724:The electrical part
644:The mechanical part
393:Performance figures
91:SBB-CFF-FFS Be 3/5
31:list of references
1420:1′C1′ locomotives
1382:
1381:
1343:
1342:
1323:
1322:
1248:
1247:
879:
878:
787:Auxiliary systems
716:were fixed to an
639:Technical details
513:
512:
509:
508:
505:
427:
426:
384:
383:
346:
308:Current pickup(s)
293:Electric system/s
157:
156:
84:
83:
76:
1427:
1351:
1257:
1092:
1049:
1036:
1035:
1024:
1017:
1010:
1001:
996:
973:
874:
871:
861:You can help by
854:
847:
825:electrical brake
819:Electrical brake
615:Electrical brake
503:
433:
390:
344:
276:
263:
262:
258:
255:
224:
218:
216:
215:
211:
208:
200:
163:
150:
109:
100:
88:
79:
72:
68:
65:
59:
54:this article by
45:inline citations
24:
23:
16:
1435:
1434:
1430:
1429:
1428:
1426:
1425:
1424:
1385:
1384:
1383:
1378:
1352:
1339:
1319:
1303:
1244:
1203:
1083:
1038:
1030:
1028:
993:
976:
970:
953:
945:
905:operating from
884:
875:
869:
866:
845:
833:
821:
802:Motor-generator
795:two compressors
789:
731:
729:Primary circuit
726:
710:
708:Locomotive body
675:
663:
651:
646:
641:
630:
581:
557:
502:
422:
420:
416:
414:
412:
343:
320:Traction motors
274:Adhesive weight
272:
264: in) over
260:
256:
253:
251:
220:
213:
209:
206:
204:
203:4 ft
202:
198:
172:
148:
112:Type and origin
103:
80:
69:
63:
60:
49:
35:related reading
25:
21:
12:
11:
5:
1433:
1431:
1423:
1422:
1417:
1412:
1407:
1402:
1397:
1387:
1386:
1380:
1379:
1377:
1376:
1371:
1366:
1361:
1357:
1354:
1353:
1346:
1344:
1341:
1340:
1338:
1337:
1331:
1329:
1328:Electro-diesel
1325:
1324:
1321:
1320:
1318:
1317:
1311:
1309:
1305:
1304:
1302:
1301:
1296:
1291:
1286:
1281:
1276:
1271:
1266:
1260:
1254:
1250:
1249:
1246:
1245:
1243:
1242:
1237:
1232:
1227:
1222:
1217:
1211:
1209:
1205:
1204:
1202:
1201:
1196:
1191:
1186:
1181:
1176:
1171:
1166:
1161:
1156:
1151:
1146:
1141:
1136:
1131:
1126:
1121:
1116:
1111:
1106:
1101:
1095:
1089:
1085:
1084:
1082:
1081:
1076:
1071:
1066:
1061:
1055:
1053:
1046:
1040:
1039:
1029:
1027:
1026:
1019:
1012:
1004:
998:
997:
991:
974:
968:
950:
949:
944:
941:
883:
880:
877:
876:
857:
855:
844:
841:
832:
829:
820:
817:
809:
808:
805:
799:
796:
788:
785:
781:
780:
777:
730:
727:
725:
722:
709:
706:
674:
671:
662:
659:
650:
647:
645:
642:
640:
637:
629:
626:
625:
624:
621:
612:
601:
598:
591:
588:
580:
577:
556:
553:
511:
510:
507:
506:
504:see § Services
499:
495:
494:
493:13 August 1959
491:
487:
486:
483:
479:
478:
460:
456:
455:
452:
448:
447:
442:
438:
437:
429:
428:
425:
424:
407:
403:
402:
399:
395:
394:
386:
385:
382:
381:
376:
375:Safety systems
372:
371:
366:
360:
359:
354:
348:
347:
340:
334:
333:
330:
326:
325:
322:
316:
315:
310:
304:
303:
295:
289:
288:
285:
281:
280:
277:
269:
268:
248:
244:
243:
240:
234:
233:
230:
229:Wheel diameter
226:
225:
222:standard gauge
196:
190:
189:
184:
177:
176:
173:
171:Configuration:
168:
167:
166:Specifications
159:
158:
155:
154:
151:
149:Total produced
145:
144:
141:
137:
136:
126:
122:
121:
118:
114:
113:
105:
104:
101:
93:
92:
82:
81:
39:external links
28:
26:
19:
13:
10:
9:
6:
4:
3:
2:
1432:
1421:
1418:
1416:
1413:
1411:
1408:
1406:
1403:
1401:
1398:
1396:
1393:
1392:
1390:
1375:
1372:
1370:
1367:
1365:
1362:
1359:
1358:
1355:
1350:
1336:
1333:
1332:
1330:
1326:
1316:
1313:
1312:
1310:
1306:
1300:
1297:
1295:
1292:
1290:
1287:
1285:
1282:
1280:
1277:
1275:
1272:
1270:
1267:
1265:
1262:
1261:
1258:
1255:
1251:
1241:
1238:
1236:
1233:
1231:
1228:
1226:
1223:
1221:
1218:
1216:
1213:
1212:
1210:
1206:
1200:
1197:
1195:
1192:
1190:
1187:
1185:
1182:
1180:
1177:
1175:
1172:
1170:
1167:
1165:
1162:
1160:
1157:
1155:
1152:
1150:
1147:
1145:
1142:
1140:
1137:
1135:
1132:
1130:
1127:
1125:
1122:
1120:
1117:
1115:
1112:
1110:
1107:
1105:
1102:
1100:
1097:
1096:
1093:
1090:
1086:
1080:
1077:
1075:
1072:
1070:
1067:
1065:
1062:
1060:
1057:
1056:
1054:
1050:
1047:
1045:
1041:
1034:
1025:
1020:
1018:
1013:
1011:
1006:
1005:
1002:
994:
992:3-85649-036-1
988:
984:
980:
975:
971:
969:3-907014-07-3
965:
961:
957:
952:
951:
947:
946:
942:
940:
938:
932:
930:
925:
921:
919:
914:
912:
908:
904:
900:
896:
891:
889:
882:Delivery date
881:
873:
864:
860:
856:
853:
849:
848:
842:
840:
838:
830:
828:
826:
818:
816:
812:
806:
803:
800:
797:
794:
793:
792:
786:
784:
778:
775:
774:
773:
770:
768:
764:
760:
755:
753:
748:
744:
740:
736:
728:
723:
721:
719:
718:abutment beam
715:
707:
705:
703:
698:
696:
692:
688:
684:
680:
672:
670:
668:
660:
658:
656:
655:Bissel trucks
648:
643:
638:
636:
634:
627:
622:
620:
616:
613:
610:
606:
602:
599:
596:
592:
589:
586:
585:
584:
578:
576:
574:
570:
566:
562:
554:
552:
550:
546:
542:
538:
534:
530:
526:
522:
518:
501:November 1973
500:
496:
492:
488:
485:16 April 1919
484:
480:
476:
472:
468:
466:
461:
457:
453:
449:
446:
443:
439:
434:
430:
419:
411:
408:
404:
400:
398:Maximum speed
396:
391:
387:
380:
377:
373:
370:
367:
365:
361:
358:
355:
353:
349:
341:
339:
335:
331:
327:
323:
321:
317:
314:
311:
309:
305:
302:
299:
296:
294:
290:
286:
282:
278:
275:
270:
267:
249:
245:
241:
239:
238:Trailing dia.
235:
231:
227:
223:
199:1,435 mm
197:
195:
191:
188:
185:
183:
180: •
178:
174:
169:
164:
160:
152:
146:
142:
138:
134:
130:
127:
123:
119:
115:
110:
106:
99:
94:
89:
86:
78:
75:
67:
57:
53:
47:
46:
40:
36:
32:
27:
18:
17:
1235:Be 4/6 12302
1230:Be 4/6 12301
1224:
982:
978:
959:
955:
933:
926:
922:
915:
903:Be 2/5 11001
892:
885:
870:January 2013
867:
863:adding to it
858:
834:
822:
813:
810:
790:
782:
771:
756:
732:
711:
699:
676:
664:
652:
649:Running gear
631:
582:
558:
529:Be 4/6 12302
525:Be 4/6 12301
517:Be 3/5 11201
516:
514:
474:
470:
464:
417:
409:
406:Power output
364:Train brakes
329:Transmission
85:
70:
61:
50:Please help
42:
1315:Am 4/6 1101
1044:SBB-CFF-FFS
911:Arth-Goldau
807:cab heating
605:Arth-Goldau
533:Ce 6/814201
469:, Langsame
410:Continuous:
284:Loco weight
64:August 2016
56:introducing
1389:Categories
1144:Ce 6/8 III
1129:Be 6/8 III
943:References
545:BLS Be 5/7
473:rta (Slow
352:Loco brake
338:MU working
313:Pantograph
140:Build date
117:Power type
1154:Ee 3/3 IV
1139:Ce 6/8 II
1124:Be 6/8 II
767:camshafts
763:camshafts
695:Side rods
691:crank pin
687:crosshead
683:jackshaft
679:sprockets
498:Withdrawn
482:Delivered
459:Nicknames
441:Operators
418:One hour:
1360:See also
1284:Am 842.1
1240:Ce 6/8 I
1164:Re 4/4 I
1134:Ce 6/8 I
1088:Electric
937:Lausanne
929:Rotkreuz
595:gradient
569:Erstfeld
345:See text
301:Catenary
217: in
175:
120:Electric
1335:Eem 923
1215:Ae 8/14
948:Sources
918:Yverdon
843:Service
737:of the
702:Ae 3/6
609:Chiasso
555:History
490:Retired
451:Numbers
266:buffers
259:⁄
212:⁄
125:Builder
52:improve
1299:Em 3/3
1294:Bm 4/4
1289:Am 843
1279:Am 842
1274:Am 841
1269:Am 840
1264:Am 6/6
1253:Diesel
1225:Be 3/5
1220:Be 2/5
1199:Re 620
1194:Re 484
1189:Re 482
1184:Re 481
1179:Re 460
1174:Re 450
1169:Re 420
1159:Ee 922
1149:De 6/6
1119:Be 4/6
1114:Ae 6/6
1109:Ae 4/8
1104:Ae 4/7
1099:Ae 4/6
1079:Eb 3/5
989:
966:
899:Luzern
895:Zürich
759:Be 5/7
752:wrench
735:Be 5/7
689:– the
619:slopes
573:Biasca
463:Zuger
436:Career
379:Signum
247:Length
131:(MFO)
1074:E 3/3
1069:C 5/6
1064:B 3/4
1059:A 3/5
1052:Steam
981:[
958:[
888:Spiez
673:Drive
567:from
454:11201
194:Gauge
187:1′C1′
135:(SLM)
37:, or
987:ISBN
964:ISBN
531:and
515:The
477:rta)
143:1919
907:Zug
865:.
739:BLS
571:to
467:rta
445:SBB
369:Air
357:Air
324:Two
182:UIC
1391::
754:.
704:.
669:.
607:–
527:,
475:Be
471:Be
465:Be
219:)
41:,
33:,
1023:e
1016:t
1009:v
995:.
972:.
872:)
868:(
261:2
257:1
254:+
252:3
214:2
210:1
207:+
205:8
201:(
153:1
77:)
71:(
66:)
62:(
48:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
