Why is chrome still nervous and unreliable
In the first 20 years of operation they were Locomotives of the Be 4/6 series actually unchallenged on the Gotthard. Only the Ae 4/7 series was able to scratch the paint a little. In pairs, however, the machines could also work for Freight trains make useful. Then the idea came up with the gigantic Ae 8/14 series locomotives. However, the global economic crisis broke their necks, so that nothing changed on the Gotthard.
Therefore one can give the "roebuck" a good certificate, because actually there was only one locomotivethat he had to fear, but the "crocodile" couldn't be beaten. When the Be 4/6 moved in front of the Freight trains crowded, the faster Ce 6/8 III 75 began to force their way into the passenger train service. There was simply nothing left to be seen of the classic layout, as it was still used in steam locomotives.
The second world war brought that Locomotives Be 4/6 not just joy. The first machines in the Ae 4/6 series came into operation on the Gotthard.
These provided with a multiple control Locomotives made the last machines of the Be 4/6 series before the Freight trains life difficult. The Swiss Federal Railways wanted the power of the Ae 8/14 series and thus displace the rods from the mountain.
Fortunately, the new machine didn't work as well as the employees were used to. The running properties were even below the Be 4/6 series with the Rod drive. So the new Locomotives only displace a few "roebucks". But since the "new one" was only available in modest numbers, there was really nothing to worry about. The Second World War caused the greatest concern.
So the older ones could Locomotives still stop at the Gotthard. Only the former express train locomotive had to move ahead Freight trains make useful or provide assistance. This included operations behind the Snow blower as well as easy transport to one place. That was reflected in the power. The Be 4/6 series didn't even come close to the im Specification book required kilometers.
Whereby, if we want to be honest, the demands im Specification book were from the locomotive technically provided. Operationally, the plans looked different and so it was power never on the utopian value. Through the Timetable certain stays in one depot diminished the good result. The long runs with Freight trains didn't bring much either, as these were leisurely on the way and so did not advance so quickly.
Still changed to that Rosters not much. Each locomotive of the Be 4/6 series were located and regularly came to the Gotthard. The journey then mostly went into the Main workshop from Bellinzona.
Regular maintenance was due there. Then the machines traveled back to theirs Depots and took over the usual work. The powerful machines reappeared again and again, especially in the Jura.
The machines used on the Gotthard could still be found on the mountain in their permanently assigned and well-stocked services. The classic teams could be seen again and again.
Only now none followed Passenger train more, but a long line of freight wagons. To fill services, Be 4/6 also dived in Intermediate services on.
The express train locomotive had become a machine for universal use.
It was crazy, but during the war the Gotthard got tight again. The traffic increased again significantly on this route.
There was brisk trade between the allied countries in the north and south. The transports were then often camouflaged through Switzerland. These trains were pulled by the Be 4/6, among others Depots Erstfeld and Bellinzona. Probably nobody wanted to know what was in the car.
Although machines of the Be 4/6 series also operated close to the border, the series was never attacked. The Be 4/6 survived the war surprisingly well, because the traffic had picked up and people were happy about the machines again. So we went to the Gotthard again and again Locomotives of the Be 4/6 series and the Ae 4/6 series haunted more and more. The multiple control in particular was affected by malfunctions.
While we're on the subject of multiple controls. Wasn't there two Be 4/6 machines that also had such a facility? This had long been expanded and the two exotics were in the normal service of the sisters.
It was just too complicated and with two Locomotives there was also no flower pot to be won. In Bern there was no longer any good talk about the topic of multiple control.
A Be 4/6 was looking for close proximity on June 17, 1943. The “roebuck” chose a “crocodile” of all things. When maneuvering in railway station San Paolo von Bellinzona these two machines collided.
However, the head-on collision left both of them Locomotives hard to. The way to the Main workshop Luckily it wasn't that far. The rubble still had to do that and then it was judged.
As premature as that may sound, both machines were of the first generation. The Drives with drive rods had long since lost the fight against single-axle drives. Therefore, such an incident was a dangerous adventure for any rod locomotive. However, A 3/5 was still steaming through the area in the midland and the cards for the two opponents were not as bad as one might think.
In the Main workshop the two damaged ones were taken Locomotives at. The bent parts were straightened and then the two machines were returned to operation. The new Ae 4/6 series had so many quirks that the management liked to have the old machines around. These had worked reliably for years and weren't as fragile as the new crap they'd gotten from the industry.
The Be 4/6 row was no longer at the top. However, they still ran after the Second World War Steam engines in Switzerland. These should now be replaced.
On the Gotthard, the Be 4/6 was able to repel the second attack, because the Ae 4/6 was no longer to be built. So the old specimens still had to prove themselves in daily use. Be 4/6 on the mountain were still common.
This should be the first electrical Locomotives but also on Branch line can be used. The Gotthard was by no means lost, because the new one really seemed to be spitting more and more. A Be 4/6 could always come to the rescue.
Malicious tongues even claimed that the old functioning machines were in short supply. But it couldn't stay that way for long, because people in Bern were thinking about new machines.
When the destroyed routes abroad were repaired, freight traffic increased again very strongly.
The Swiss Federal Railways (SBB) particularly noticed that on the Gotthard. The surprisingly heavy traffic there has increased significantly in recent years. Switzerland had to transport the economic miracle to Germany. As simple as it sounds, it wasn't at all, because the miracle on the Gotthard was a long time coming.
Nothing was changed at the locations, but the old ones Locomotives had to work hard because the company needed every locomotive. The Be 4/6 series was now doing a great job in freight transport. The Passenger trains belonged to the series Ae 4/7 and the goods traffic was shared by the Be 4/6 with the Ce 6/8 II. That worked very well and only the three Ae 8/14 and the unsuccessful Ae 4/6 provided a bit of variety.
Two attempts to snatch the traffic away from the old pole machines on the mountain failed miserably.
The "crocodiles" built for freight traffic were even rebuilt and with even more power Mistake.
This conversion was simply not planned for the Be 4/6 series. in the flat land handed the existing one power From and at least this lame duck, they finally wanted to displace, because even on the Gotthard there was no flower pot to be won at 40 km / h.
So in the early morning of February 1st, 1952, the Be 4/6 with the number 12 321 started with a freight train in Zurich on the way towards Olten.
But she should never reach this place by train. Already when passing through the first one railway station, the machine hit a defective Soft. The force made him poor locomotive the barrel axis torn off. As a result, this wedged under the machine.
When the journey finally came to a standstill, you could see the mishap. The locomotive stood at right angles to the direction of travel railway station and behind it a lot of debris. The recovery takes a while. For the attached freight train Any help came too late, the wagons were even broken off on site. However, the locomotive traveled to the for inspection Main workshop. That was still Bellinzona and therefore a long journey without a running axis.
There they took care of the victim and judged them again. That was no wonder, because in Switzerland everyone was wheel needed that could move on its own. You couldn't switch to an electric one locomotive dispense. Especially not if the A 3/5 and C 5/6 series are still busy under the Catenary steamed. There was a lack of modern ones Traction vehiclesso you set up the old stuff.
Even without this accident, the year 1952 was old for them Locomotives not good. On September 4th, 1952 the time had come. It was certain that the Swiss Federal Railways (SBB) had a new locomotive in their inventory.
The machine with the number 11 401 and the chrome did not cause panic yet. Actually only those who still use the Gotthard got nervous Locomotives, because there now came the third attempt.
We have to remember that the Be 4/6 series has operated on the Gotthard since electrification. The machines of the Ae 4/7 series could scratch the paint a little. The size Detachment should bring the row Ae 8/14. When that didn't work, the Swiss Federal Railways (SBB) tried it with the Ae 4/6 series during the war. But even after 32 years, the veterans had their work on the Gotthard.
So no one suspected that the Be 4/6 series was the latest locomotive should be hit hard. But for the time being, the machines on the Gotthard still had work to do. It was foreseeable, however, that it could not go on like this for much longer. The machine was able to withstand two attacks, but now a miracle really came on the rails, because the new series should be able to do more on its own than two Be 4/6.
The development did not stand still. The new one, like the Be 4/6 Bogies received, but no longer needed running axles. Luck for the Be 4/6 series was actually just that the two Prototypes the new series simply failed. Even so, they were still too good for the old machines. As a fan of the drive rods, you slowly but surely had to say goodbye to the Gotthard.
The journeys did not always work out. On May 30, 1954, the locomotive with the number 12 329 with a train towards Bellinzona. After this railway station from Claro, however, the train no longer arrived in Castione-Arbedo. In the search for it they finally found the Be 4/6 by train. Allegedly she just fell off the rails. However, there was nothing more and the one called Auxiliary car put the machine back on the rails.
The locomotive then became the near one in Bellinzona Main workshop fed. Nobody could be sure what was happening there because the first series in the series Ae 6/6 had been ordered.
The locomotivethat should make the rods off, was ordered. Nevertheless, the men took care of the machine and prepared the Be 4/6 so that they could handle the Main workshop could leave.
By 1953, after the first turbulent years, the machines of the Be 4/6 series had established themselves at their locations. The Depots use the machine primarily in freight transport.
However, occasionally belonged Passenger trains even in the Roster. The years were quiet and the series survived the war extremely well. But now a bitter time was to come, because she was ordered, the new one.
With the delivery of the first series-built machines Ae 6/6 From 1956, the Be 4/6 series on the Gotthard came under massive pressure for the first time.
The new locomotive could transport trains alone that were too heavy even for two Be 4/6. In doing so, she first drove up the Gotthard even faster. The new one even fought and replaced the crocodiles. These in turn snatched the work away from the weaker ones.
The old locomotive the Be 4/6 series was simply subject to the pressure and increasingly had to be content with auxiliary services and local transport. The days of the Be 4/6 on the Gotthard seemed to be numbered. Those who were driven with rods and only had four drive axles could pack their seven things on the Gotthard. Another wind was blowing there and it had chrome wherever you looked.
How steadfast they are Locomotives of the Be 4/6 series, a look at the prototype. It still existed and it did its job every day. He was deployed from Bern since the beginning of his career in 1919.
It has always been there, making it the only machine from the Be 4/6 series that was at home in Bern. Well there was still that prototype the MFO, but it was important that the 12 302 never got another one depot would have.
But now life came to the Be 4/6 with the number 12 302. It had locomotive since their delivery travel and Freight trains run from Bern. I moved to Biel in 1956. Bern had thus lost the last Be 4/6.
It was used on the slopes of the Jura. The machine was only able to keep the series program with great difficulty. Thanks to the smaller ones Wheels she lost her navel and became out of breath.
With the new machines in the range Ae 6/6 urged more and more Locomotives Be 4/6 ins flat land. There they came to the known locations.
These machines could now be found almost all over Switzerland. However, there were hardly any more Passenger trains to find. The last steam locomotives were displaced at the respective locations. The company wanted to become smoke-free and the Be 4/6 were just right.
When a Be 4/6 of the series arrived in Biel from Gotthard, it was for him prototype happen. He was ousted from the route service and had to look for new work. Therefore he hired himself in Marshalling yard from Biel as Shunting locomotive. Not a glorious job, but still better than the way to the scrap dealer, who was now busy with the steam locomotives and then possibly the Be 4/6 were on the agenda.
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