100 Year old Electric Locomotive Machinery Room and Cab Ride

[@Genius_at_Work]

I don't agree with KZbin hiding Dislikes. 8056 Likes, 106 Dislikes, 2024-03-13. Just so you know what to expect from the Video.

[@HrLBolle]

SBB Ce 6/8 III if you get the chance to video that one too maybe highlight the differentiating points between this, from the looks primarily passenger train locomotive and the SBB Ce 6/8 III which at its heart is a freight locomotive and maybe even a tour of SBB Ae 8/14

[@Genius_at_Work]

One of the two operational Ce 6/8 III is located in Olten, I couldn't show too much as almost all Machinery is located in the two Hoods, except for the High Voltage Equipment (Main Breaker, Transformer, Tap Changer). The Ae 3/6 II and both Types of Crocodiles have very similar Main Switches and Tap Changers, as all were built with MFO Electric Components. Probably the most important Factor regarding Passengers and Freight is the Gear Ratio between Motors and Jackshafts. Regarding the Ae 8/14 am I also "planning" to make a Video about the Buchli Drive, but probably either about an Ae 4/7 or an Ae 3/6 I. The Ae 4/7 of Club Mikado 1244 in Brugg has the Advantage, that they also have an excellent Model of a Buchli-Drive there, while an Ae 3/6 I (the brown one) is located at SBB Historic Lausanne, right next to the Ae 3/6 III. That would allow a direct Comparison of the Buchli and Westinghouse Drives, and by extent also Siderods on the Example of the Ae 3/6 II.

[@HrLBolle]

@@Genius_at_Work Ui das klingt ja Hoch- Spannend. Da warte ich doch gerne bis die Planung Früchte trägt und die Videos veröffentlicht sind 😁

[@HrLBolle]

@@Genius_at_Work und die Wiederstandsbremse für die Abfahrt am Gotthard

[@Genius_at_Work]

@HrLBolle Das kann bei mir schonmal mehrere Jahre dauern. An dem Video hier war ich seit 2021 dran, aber weil in Olten nur drei mal pro Jahr gefahren wird und ich zu diesen Terminen bis diesem Oktober nie Zeit hatte hat das halt gedauert. was bei den geplanten Videos noch hinzu kommt ist, dass ich die höchstwahrscheinlich mit Voiceover einsprechen werde, oder womöglich sogar mal wieder versuche vor der Kamera zu reden (hat bislang immer super geklappt, siehe mein Video von der Rendbsurger Schwebefähre). Voiceover-Videos habe ich in den letzten Jahren überhaupt nur fertige bekommen, wenn ich irgendeine Art "Deadline" dahinter hatte; bei der Rendsburger Schwebefähre wollte ich zügig nach der Neueröffnung veröffentlichen, um das erhöhte Interesse mitzunehmen, und beim Dampfschiff Stadt Luzern musste ich bei der SGV anfragen und wollte dementsprechend auch halbwegs zügig Ergebnisse vorweisen können. Vor ein paar Wochen gab's ja ein Video von Practical Enginnering über verschiedene Typen von Eisenbahnwaggons, ich wollte eigentlich was ähnliches über Frachtschiffe machen. leider hatte ich in den letzten Wochen einfach zu viel wichtigeres zu tun, um dazu zu kommen (Voiceover Videos sind sehr viel mehr Arbeit, als einfach texte einblenden). Komplett ohne Deadline komm ich leider meistens zu nichts, ich hab auf meine Festplatte noch unbearbeitete Aufnahmen von einem Geothermiekraftwerk in Island, der Wuppertaler Schwebebahn, den Maschinenräumen von U 995 und U 2540 und für ein verbessertes Video von der Dampfmaschine in Schlieren; ähnlich meinem Video vom Dampfschiff Stadt Luzern. Bei allen ist's die übliche Leier von einem Skript das ich ständig ändere, und gelegentlichen halbherzigen Voiceover-Aufnahmeversuchen. Ich brauche die Deadlines einfach, um irgendwann mal Skript und Aufnahmen für gut zu befinden anstatt ständig was verbessern zu wollen.

[@AndreiTupolev]

Vintage electrical technology is fascinating. You can see it all working just like a steam engine. Equipment by Oerlikon: a guarantee of quality

[@Shaggy.242]

Swiss technology was very much sought after back then and it still is!

[@Genius_at_Work]

Speaking as Marine Engineer, WinGD (formerly Sulzer) is the 2nd largest Designer of large, slow RPM Two Stroke Diesels. Sulzer used to be global market Leader in that Business, but was eventually overtaken by Burmeister & Wain from Denmark. Sulzer was bought by the Finnish Wärtsilä Conglomerate in the 1990ies, and Burmeister & Wain was bought by the German MAN in the 1980ies. In both Cases, the Two Stroke Departments remained in Winterthur/Copenhagen though, effectively keeping the accroding Engines Swiss/Danish Engineering. Because such Engines are too large to be transported to the Shipyards (especially from Winterthur, as that would require Road or Rail Transportation), they are built by licensed Companies near the Shipyards, such as Doosan, Hyundai, Kawasaki or Mitsubishi; or even by the Shipyards themselves. Mitsubishi Heavy Industries also designs their own Two Stroke Diesel Engines, but Mitsubishi is negligibly small compared to MAN B&W and WinGD.

[@andrewbrown6786]

You could look through the ‘engine room’ on a Class 86/7 or 90 and pretty much see an almost identical set of kit, just arranged differently - and traction motors would be bogie mounted. Fascinating to watch, especially amused by the side rids to drive the wheels 😏

[@Genius_at_Work]

Side Rods were quite common back the for the Suspension Reasons stated in the Video. The 1920ies saw the Introduction of flexible Drivetrains such as the Westinghouse Drive of the Ae 3/6 ''' in the Video, or the Buchli Drive of the Ae 3/6'. Bogie Motors as we know them today didn't come up in AC Locomotives until the 1930ies, with the Be 4/4 in Switzerland or the Class E 44 in Germany, which uses the same 15 kV 16 2/3 Hz System as Switzerland (and so do Austria, Sweden and Norway).

[@Schlipperschlopper]

The best quality ever!!! Even better than AEG and SIEMENS of the same time!

[@tsegulin]

Swiss railways are always really impressive, from the funiculars to the incredible tunnels through mountains and high bridges over deep gorges and the amazing spiral tunnels for changing height. The Swiss really were railway innovators and top class engineers. Now Stadler is making major inroads into the US rail business. This near century old electric locomotive shows just how advanced they were even then. Thanks to all the volunteers who made it possible to see this historic locomotive in operation. I also didn't realize that Oerlikon made anything other than guns. I must say that this is one of the best videos I've seen on KZbin that clearly explains the design and operation of a very complex machine. That was achieved with minimal graphics and no animation. Kudos to @Genius_at_work for a job particularly well done! I must look up your other videos.

[@Genius_at_Work]

I always recommend the Schynige Platte Bahn near Interlaken. It's a historic Rack Railway with excellent Views around the Alpine Scenery, including the Eiger, Mönch & Jungfrau Mountains. It certainly is much better than the nearby Jungfrau Railway, which just devolved into an overpriced and overcrowded Tourist Trap. If you just like to experience that sort of Altitude, better go to the Gornergrat Railway or the Engelberg-Titlis Cable Car, both climb to 3000+ m too. My Favourite Railway in Switzerland is the Bremgarten-Dietikon Bahn near Zürich though. It's a small Narrow Gauge Railway in the under-appreciated (Tourism-wise) Swiss Plateau, and is used mostly by Commuters. It has nice Scenic Views when climbing the Mutschellen Pass plus it passes the nice Town of Bremgarten, the latter can be seen in my "Historic Hydro Power Station"-Video. Two other nice ones are the Waldenburgerbahn and Birsigthalbahn in the Basel Area. The Waldenburgerbahn in the Swiss Jura used to be the only Swiss 750 mm gauge Railway until it was rebuilt and now resembles more of a Tram. The Birsigthalbahn in the Sundgau is even more Tram-like, as it continues as Tram inside Basel. The Sundgau is a mostly French Region and only small Parts of it are in Switzerland, and the Birsigthalbahn partially passes through France too. Here's some Cab Footage of these Railways: Bremgarten-Dietikon-Bahn Wohlen-Bremgarten-Dietikon: kzbin.info/www/bejne/Z5fSia2KhNKZbJosi=glt38SCLt0qOzkJ4 Waldenburgerbahn Waldenburg-Liestal: kzbin.info/www/bejne/rZqbanqvgb5mprssi=Tk8aK_xf6X5AMiI3 Birsigthalbahn Rodersdorf-Basel Heuwaage kzbin.info/www/bejne/jqawnaqejZuMi9k

[@Schlipperschlopper]

Brown Boveri, Maschinenfabrik Oerlikon, Escher Wyss, SLM, Sulzer, Rieter ....Switzerland had many high tech companies making even nuclear reactors

[@wideyxyz2271]

A beautiful masterpiece of engineering. Long may it continue to run.

[@SteamCheese1]

I can tell just by the video it must have smelled like heaven in that locomotive. God I love the smell of old machinery.

[@davetheelasticgoose4838]

never thought i'd get to see an AE 3/6II cab ride, even less with a detailed video documentation of all the main and auxiliary components in action🤯 an absolutely rare treat!

[@Genius_at_Work]

It's actually a bit "unrealistic": The Traction Motor Blower was stopped when I recorded the Traction Motors. I was standing in the Auxilary Equipment Room when recording, and the 220 V Supply was switched off for Safety Reasons. Similarly, I recorded the Auxilary Equipment partially from Cab #2 (Transformer Oil Cooler) and partially from the Traction Motor Room (Compressor). During the latter, the Traction Motor Room obviously had to be powerless. This clear Division of the Machinery Spaces is what allowed me to make this Video at all; other Locomotives would have been restricted to mounting GoPro Cameras in the Machinery Room when the Pantographs are down, and then leaving them unattended.

[@anehakansson7771]

Very nice video, indeed. This class was actually studied by Swedish engineers prior to the construction of the successful Swedish class D. Here, though, the wheel arrangement became 1´C1´ and the power regulation was done with contactors, with the following immense pyrotechnic sensation.

[@shopdog831]

I like how the reverser handle folds over in the neutral position thats a good safety feature

[@abloogywoogywoo]

I dunno why, but an electric locomotive whistling like a steam engine is just adorable, like a newcomer that wants to fit in.

[@Genius_at_Work]

Swiss Electric Locomotives did that well into the 1970ies

[@roberthocking9138]

That loco sure is a beast, I can’t believe how high it is off the ground, it almost looks top heavy . Hard to believe it was built 100 years ago.!! Wonderful video

[@Genius_at_Work]

It isn't higher than any other Swiss Locomotive. It just looks like, because the Frame is unusually high due to the Jackshaft Position, and the Body thus is a bit "flat". The Position of the Front End Doors show that really well; they match up exactly with the Doors on Passenger Cars and the lower end of the Door is below the Locomotive Body.

[@Schlipperschlopper]

Must be safe for heavy snow on tracks

[@SteamCrane]

@@Schlipperschlopper Having the motors up inside the carbody is definitely a good idea for snow country!

[@koiyujo1543]

that's interesting@@Genius_at_Work

[@Genius_at_Work]

@@SteamCrane That's one of the Reasons why Sweden/Norway had their Dm2 (Sweden) and El 12 (Norway) Locomotives built with Siderods as late as the 1950ies, to haul heavy Ore Trains over the Malmbanan Line far north of the Arctic Circle. Plus Siderods are much less likely to suffer Wheelslip, IIRC that was the main Reason for the Design Choice, as Motors mounted high up also is possible with Designs such as the Buchli Drive or Westingouse Drive.

[@SteamCrane]

As an engineer, I'm very glad you posted a technical analysis of the design. 17 steps seems like a pretty good method of speed control. It looks like there are no resistors involved, as were used with DC streetcars. There was a class of freight electrics on the US Virginian Railway that you knew was traveling at one of 2 fixed speeds. The quill drive axles look almost identical to the ones used on the Pennsylvania GG-1 4-6-6-4 locomotives.

[@Genius_at_Work]

DC usually works by changing the Motors between all serial (slowest) to all parallel (fastest) Setting, with Resistors for smoother Acceleration. All Swiss Tram Systems (Zürich, Geneva, Basel, Bern today, many more before) use DC, as well as many Narrow Gauge and Rack Railways. They all were controlled like that, until Semiconductor-controlled Triple Phase AC Motors came up in the 1990ies. Today, pretty much all Trams, Trains and Trolleybuses are controlled that Way.

[@etomcat]

> 17 steps seems like a pretty good method of speed control. Tap changer is an obsolete method, even with 33 taps instead of 17. More modern e-loks (thyristor, GTP, IGBT) don't use it.

[@SteamCrane]

@@etomcat They didn't have any semiconductors back then, this was actually a good solution, expect it did better than you think. And it was rugged.

[@filanfyretracker]

@@SteamCrane Amtrak trains in the USA still use tap changing along the NEC. While speed control is solid state because they are modern Siemens locos, the NEC is not all one voltage because its been electrified in parts by different RRs for over 100 years. So 12kv and 25kv sections exist as well as 60hz and 25hz. So rather than rebuild the electrical infrastructure they got trains that can just use whatever power they have.

[@MrToradragon]

@@filanfyretracker While that as well requires changing taps on transformer, it is not used for regulation of speed/force.

[@otiselevator7738]

This is a superior KZbin video. Too bad they aren’t all like this! This presenter did his homework. Kudos!

[@Genius_at_Work]

Thanks, making this Video has taken me 3+ Years, although most of that was spent on simply waiting, but that allowed me to research thoroughly. I first had to wait until I got my High Voltage Certificate (unrelated to KZbin, I need that for my Job) which allows me to go anywhere near Electrical Machinery like that at all, and then had to wait until I could record. These little driving around the Depot "Events" in Olten happen 3 Times per Year only, and I was notoriously occupied on these Days. It was just a Matter of a few Hours and I would have missed the last Event for 2023 and then would have had to delay the Video another 8+ Months.

[@garryferrington811]

Absolutely fascinating to see these early electric locomotives. Not something a lot of railroad museums can show.

[@HANKTHEDANKEST]

Certainly makes a nice noise going down the track. Just something extra special about old electric locos, and this one's a real peach. Thanks for sharing.

[@gaborgelencser430]

What an arc... Watch the third window 13:03

[@Astro_Aladfar]

Like old-school lifts/elevators, retro electric locomotives are beautiful machines.

[@31144]

What a fantastic video ❤ proper old school electrical engineering and locos

[@558vulcanxh]

These old pre transistor locos are very cleverly designed and complex They certainly knew their stuff did the designers 😊😊 and it works well 😊

[@IndustrialParrot2816]

Yep modern stuff you can just use an Inverter

[@robertalbertson889]

WOW! They sure don't build em like this anymore! Absolutely amazing that the machinery and build quality is so evident! Kudos to all the volunteers and other's involved in taking care of these jems! Such a treat to watch this video!😊❤

[@andrzejpaczynski8533]

Thank you for not adding any background "music". SHE is so pretty inside-and-out! Thank you for competent identifying the Components and their workings (!!).

[@yvesd_fr1810]

Nos amis suisses ont toujours été très forts en matière de traction électrique. La SNCF et les constructeurs français se sont inspirés de leurs engins pour les premières séries de 2D2 et pour la production de machine fonctionnant sous courant alternatif, avant de développer leurs propres approches. Superbe video en tous cas ; un grand merci !...

[@aveedub7403]

I hava a fascination with these 'old timers" just live seeing all the mechanical bits moving, connecting rods, motors etc just like on their steam cousins!🙂🙂🙂

[@IndustrialParrot2816]

As far as I know it's mostly a European thing the Only American Electric Locomotives like that were a Handful of Pennsylvania Railroad and Norfolk & Western electric's from the 1920s

[@Genius_at_Work]

The PRR GG1 use the same Westinghouse Drive as the Ae 3/6''' that you can briefly see here. An Oddity in some American Electric Locomotives is no Mechanical Drive at all; the Rotor of the Traction Motors is just part of the Axle. That Design has multiple Disadvantages though, the Wheels still are suspended and to allow Movement, the Air Gap between Stator and Rotor is ridiculously large making the Motors inefficient. Plus the Rotor adds a lot of unsprung Mass to the Wheelsets, causing excessive Wear to Wheels and Rails and making the Locomotives ride unstable.

[@taunusman75]

Magnificent video. It's a shame that the size of the subtitles is such that the most interesting parts are hidden. The same video with (much) smaller subtitles or even without subtitles would really be a plus.

[@Tom-Lahaye]

Nice tour of the locomotive, I have been inside this same locomotive and also the Ae8/14, which are impressive beasts. Just one correction though on the shown in the video. The locomotive doesn't use vacuum for the train brakes, the train brake is the Oerlikon/Westinghouse automatic air brake which activates the train brakes by dropping the pressure in the train brake line. A tripple valve under each car will then switch and connect an air reservoir under the car to the brake cylinders supplying pressurised air to these. When the brake valve in the locomotive is shut off the air compressor will restore air pressure in the train line, this causes the tripple valve to switch back to the brake off position, connecting the brake cylinders to the open air and so dropping the pressure from these to release the brakes. Also the train line is connected with the air reservoir under the car and so bringing up pressure in these again. The system offers safety in case of a coupler break, the air hose between the 2 cars will disconnect and air pressure in the train line will be dropped in an instance, causing the brakes in both separated parts of the train to go into emergency. Downside is that when brakes are applied often, there will be not enough time between applications to fully restore the air pressure in all the reservoirs and brakes may become ineffective, hence the introduction of dynamic or regenerative braking to minimise the use of the air brakes on long downhill slopes. Also a 2 line air brake was introduced later, a second line charging the reservoirs all the time and not just when brakes are released.

[@SteamCrane]

Thanks for this info. It is thus the same as US and North American practice. Vacuum brakes have the problem of sucking dirt in at each car, and the limitation to ~14 psi.

[@otiselevator7738]

I drove a Baldwin 2-8-0 and 2-6-2 for many years. Sooo… I was also jolted when the narration said “vacuum brakes.” And, I noticed the “brake stand” in the video. It looked an awful lot like the brake stand on my American locomotives. Identical, actually. Not a big deal, of course; this is a superior video. I just took notice because there were some early attempts to use vacuum to activate brakes on trains and they were by-and-large unsuccessful. Interestingly, vacuum brakes were markedly disfunctional at higher elevations. So… in Switzerland, or any mountainous railroad… no good.

[@Tom-Lahaye]

@@otiselevator7738 That's a good point about the elevation making vacuum brakes even less effective. Strangely enough that a country like South Africa with lots of its railway infrastructure at 2000ft + used vacuum brakes that long. The UK abandoned them as late as mid 1980s, about 20 years earlier air brakes started to be introduced but it lasted that long to phase out all old stock and locomotives needed to be dual brake in many cases during that period.

[@otiselevator7738]

Interesting. I didn’t know vacuum brakes were used that extensively. I didn’t think they were used much at all. What with the Westinghouse brakes used so profusely for so many years one would think vacuum brakes would have disappeared long ago. ‘probably a case of making a bad decision and then having to stick with it.

[@jamieblake2823]

They look brand new. Like they where built yesterday. Awesome job by the people that maintain them. 👍

[@stuartandrews4344]

Impressive electrical engineering for 100 year old loco, but my favourite loco, has to be the Ce 6/8 II Crocodile, Superb video.

[@michaelguerin56]

Thank you for a quality explication and explanation of this historic locomotive design. The scenery at the end was also quite nice. That very long covered bridge gives a hint as to winter weather conditions in Olten😊! Cheers from NZ. I have subscribed.

[@Genius_at_Work]

Olten has quite mild Winters, I grew up not far away in the Basel Area (but at the German Side of the Botders there). Olten is located in the relatively flat Swiss Plateau (aka Midlands) after all, the Mountains that you can see is the sharp southern Drop of the Swiss Jura Mountains.

[@michaelguerin56]

@@Genius_at_Work Sounds good. Still cold enough for dew to become ‘black’ ice, however. A covered bridge would certainly make life easier for everyone.

[@howardsimpson489]

And me too from NZ, lovely engineer's perspective, made me smile al thru.

[@beyondEV]

@@michaelguerin56 The covered bridge is made of wood and old. The main reason to cover it, would have been to protect the wood from degradation by water getting trapped inside the construction. those bridges are between something like 50 years up to a estimated 800+ years old. the oldest ones are near fribourg, but they lack a exact date of contruction. one near bern where i live is from the year 1535 (still in use for motor traffic, 20 mph max / 7000 lbs, one way). Most people only heard of the Kappellbrücke of Luzern (1333), but there are about 350 still standing (few are reconstructed ones). The one in the picture is from 1804. it's predecessors were destroyed by floods. Still, snow may have been a factor, too. Back then it was not uncommon to get over 1m of snow, even in they low-plateau. the weight of the snow potentially could have collapsed such a bridge if not cleared fast enough.

[@michaelguerin56]

@@beyondEV Thank you for that update. Apropos of that, if you have ever wondered why we carpenters tend to orient square washers in a diamond fashion when we bolt together timber trusses and pile braces, it is because water is more likely to run off the washer than it is to get in behind the washer, where it could cause timber decay and/or corrosion. It is NOT to make the hardware look pretty. Have a good festive season.

[@overload65]

I have always been interested in these types of older loco's. Thank you for the tour and putting so much detail for each section.

[@MadeIzwar]

indeed, sometimes i forgot how electricity can be controlled without semiconductor. just mechanically!

[@scottweisel3640]

Much more efficient than steam engines, but these early electrics still would have had significant power losses from just the transformer alone in heat. They are still magical machines and their longevity is a testament to the people who designed and built them.

[@rastaman5105]

Great this 100 years old electric locomotive , love electric locomotives, electric trains and catanary systems from all over the world !!

[@shpalin]

Отличное видео, в кабине скоростиметр как на Российских локомотивов. Ретро!

[@applecounty]

Excellent production, I thoroughly enjoyed it. The noise associated with such vintage machinery is to be expected, it's of its time.

[@jshawbitter]

Just want to say what a great video I have always loved Swiss vintage electric locomotives fantastic

[@jhonsiders6077]

The N&W in the US ran a bunch of boxy locomotives in this style on lines with tunnels as helpers and main locomotives the crews said they were very hot inside they ran with the front doors open to get fresh air into the cab . Some used dynamoters to provide clean power to the traction motors because the overhead power was too dirty to run them well. Same for the big electric drag lines I’ve been around them .

[@cofeebeing]

Thank you for this great presentation. Deep respect for the skill of the designers and maintainers. Of course the volunteers too. Thanks too for the Olten scenery at the end of video.

[@MervynPartin]

I have always had an interest in electric traction and particularly the older types like these. I was lucky enough to see and be hauled by some early SBB locos during a school trip to Switzerland in the early 1960s. This was a fascinating video tour through the loco and I thoroughly enjoyed it.👍

[@Genius_at_Work]

The Ae 3/6 II was still around back then, most were retired and scrapped during the 70ies. The Ae 3/6 I and the very similar Ae 4/7 kept going until the mid-90ies, making some almost 75 Years old when they were retired. If there wasn't a Surplus in Locomotives then, they could as well have been kept going well into the 2000s.

[@marekjanovsky]

very interesting indeed, thanks! 👍

[@ampicoab]

Good presentation. I found it to be very educational and it covered topics new to me. The clear, concise facts presented are sure to draw others, like me, who know nothing about these machines into an appreciative audience. Thanks.

[@grahamblake3188]

Good Video. A pity about the large captions hiding the video. Vocal commentary would be far better.

[@kikivoorburg]

Wonderful locomotive, very pleasant and endearing whistle too! Here in the Netherlands we also began using electric traction quite early on, and it’s served us well since. It’s neat to see that Switzerland was early too - I think we even got some Swiss electric loco’s after WW2. Thanks for the video!

[@Genius_at_Work]

Yes, and you got some Swiss Steam Locomotives too. The Netherlands electrifying early too is quite odd, as early Electrification usually happened in Places with plenty Hydropower available. There couldn't be a harder Opposite than the Netherlands, where Power is used to pump Water up in many Places.

[@etomcat]

German speaking countries and Scandinavia still to this day keep the one-third frequency (16.7Hz AC 15kV) electric traction system which is very expensive, because it is essentially a second national grid alongside the general-purpose 50Hz grid, thus doubles the construction and maintenance costs. (Hint: general purpose grid couldn't become the 16.7Hz, because incandescent lightbulbs visibly flicker at 40Hz or less frequency and until the advent of TV, PC etc. consumer electronics, illumination was by far the most important use of electricity.) The 16.7Hz traction system is bi-secting East and West Europe, which is a great hinderance to general adoption of the UIC standard 25kV / 50Hz AC system throughout the unified Europe and makes railways uncompetitive to aviation. (Imagine if airplanes had to land at every state border and replace the engines to continue their journey, because each country had different percentage of oxygen / nitrogene in its atmosphere.) USA also suffered from this problem with their 25Hz reduced frequency railway traction grid, versus the 60Hz AC national grid - but they have largely abandoned hydro powered electric traction for hihgly polluting diesel locomotives, so the AC frequency duality doesn't bother them as much.

[@flyingspirit3549]

Excellent, comprehensive video and visible text explaining how this historic locomotive works! Thanks for preparing and posting this!

[@jindrichpilecek3991]

I don't understand a thing about the machinery, but this was an amazing journey!

[@MarkInLA]

I was affixed to this fantastic video from the first to last second !!! It absolutely floored me how complex boxcab traction has/had to be, and especially the type with no trucks (bogies) but instead fixed in place motors moving side rodded drivers !! Hats off to the men and women who keep these giants alive and well, leave alone the catenary and trackage they run on 🛤🌄🛤.... Los Angeles, California, USA

[@666Tomato666]

Such a symphony of sounds. Can't say if I prefer the tap changer, or the AC hum when the engines start to rotate more.

[@kookamunga2458]

The engine compartment looks straight out of Fritz Lang's Metropolis. It's just awesome.

[@tahirahmad3005]

I'm graduate Mechanic Engineer and I found this video very interesting and technical. Well-done.

[@billalbion]

Thank you very much indeed for a most interesting and informative video. Absolutely fascinating to see and have explained the machinery, and driving controls so accurately and clearly. Very much appreciated. Thanks again.

[@saxonaudio]

The 4-6-2 wheel arrangement? That is called the pacific type.

[@iantaf5559]

Thank you for the great efforts you made in making this video. Very educative and enjoyable!

[@Zdem0Z]

controlling speed by mechanically changing winding ratio is very cool! didn't know they worked like that

[@Genius_at_Work]

Does on almost all old Single Phase AC Locomotives. Prior to Transfromer-Tap Changer-Series Motor Technology, Single Phase AC used Repulsion Motors that were somehow controlled by adjusting the Motor Brushings. I yet have to figure out how pretty much anything on that works. These Motors were hughe and ran so slow, that they didn't need Reduction Gearboxes. Here's two Pictures of what that looked like: upload.wikimedia.org/wikipedia/commons/3/39/1926_Linke-Hofmann_-_Werke_AG%2C_E_50_42_ex_pr_EP242_Breslau.JPG upload.wikimedia.org/wikipedia/commons/a/a5/Rh%C3%A4tischen_Bahn_Ge_2_4.jpg The second one is an RhB Ge 2/4, one of them (#205) might be restored to operational Condition. If so, it would be the only operational Locomotive of that Technology in the World. It would rank very high on my Bucket List of potential Videos then. Right now, regarding Rail Electrification I focus on Triple Phase AC, aka the Reason why some Railways have two Overhead Power Lines. These are the Gornergratbahn and Jungfraubahn in Switzerland (climbing to almsot over 3000 m respectively almost 3500 m above Sea Level), the Chemin de Fer de la Rhune in France and the Corvocado Rack Railway in Brazil. Two Phases are in the Catenary Wires and the Third Phase is in the Rails. This means that one Phase is grounded instead of the Neutral Point, and the Triple Phase System rotates around that Phase. Speed is controlled by changing the Number of Poles in the Motorsand by Cascading the two Motors . These yield a few synchronous Speeds, and for smooth Acceleration there also are Restsitors for between these synchronous Speeds. Apparently, there also is some Trickt to get four Phases which yields even more Synchronous Speeds, but again that's something that I yet have to figure out. I'll probably make that Video at the Chemin de Fer de la Rhune, as the two Swiss Railways use mostly modern EMU Trains that work like any other modern Electric Train (Synchronous Traction Motors controlled by a Frequency Converter), while in France only 1920ies Locomotive-hauled Trains are used. The Locomotives are SLM He 2/2, where the Machinery is nicely visible inside. I've got a Video coming up in a few Weeks of the Schynige Platte Bahn in Switzerland, which also exclusively uses He 2/2 Locomotives. One Engineer there was nice enough to allow me to briefly record the Traction Motors while shunting. However, that Video of the Schynige Platte Bahn will just show the Railway and the Scenery, and won't feature any Explanations.

[@peterduxbury927]

I didn't know that the main Transformer had 'stepped' Windings to control Power Output. I was looking for a Bank of Huge Resistors, thinking that Speed Control was done in that way. It also looks like the manufacturer of the system used a Safety factor of four in almost all mechanical switchgear - it's so rugged! Finally, I just have to say that your work in producing such a high-class video has not gone unnoticed, and is a real education for future Electrical Engineers around the world. Greetings from Australia.

[@Genius_at_Work]

Huge Resistor Banks is how DC Traction works, partially at least. DC Locomotives often have plenty Traction Motors that can be changed between Serial and Parallel Wiring, and Resistor Banks are used for smooth Transistion between the various different Motor Wirings. Resistors are also neccessary for Dynamic Braking; Regenerative Braking is impossible with DC as the generated Power can't go past the Rectifier in the Substations and thus can't be fed back into the Transmission Grid. Btw did I recently see another interesting Approach in Diesel-Electric Marine Propulsion on the Finnish Icebreaker Sampo (built 1961). The Diesel Generators always run at 325 RPM there, so the DC Voltage always stays the same. Instead, the Propeller Motors are controlled by changing the Excitation; Exciting Current is generated with five Rotative Converters. A Video of that is coming some Time soon.

[@g.j.647]

Very good video. Lots of explanations and nice pictures.👍

[@andydelle4509]

Fantastic detail of the electrical and propulsion system. Thanks.

[@LuGer212]

I saw this beauty in the open once in a while when driving past the depot. Always thought it's just a "we keep it standing here cause it's nice" - but seeing it running, oh my. Thanks for this video! :)

[@Genius_at_Work]

It probably was rolled outside on a Maintenance Day. The Locomotives that aren't worked on are moved out of the Depot to get more Space for working. I recorded the Footage of the Switchgear in Action on such a Day.

[@josephcooksley3219]

I saw this version quite often when i was working in Swiss 1970/71 as well as the Croc's Bern to Thun line ! Olten never stopped in Olten always passed through it . So next time i am over there i stop and take a look around lol ...😅

[@captainvladmir7535]

This was a wonderful video tour. Thank you for filming it.

[@osrr6422]

Why does the engineer never seem to have a seat to sit in the older Euro/UK stuff? And I gotta say, I don't know what it is about high voltage electrical gear, but those clunks as things move/turn on/off is satisfying.

[@Bugsworth]

Hi Thanks for that. Appreciate the detailed technical description and the effort made showing all the machinery to us. Enjoyed that. A great film, thanks again :-)

[@atlanticcoastexpress]

Truly excellent work…thank you for a most informative video! It was fascinating to see 100 years old equipment working and your descriptions were excellent too! I wish my German can eventually become as good as your English language text! Finally, even 100 years later we can fully understand how the switchgear and tap-changing was achieved because it’s not so different to what was used on our 25kV 50Hz overhead electrification system her in the UK 50 years ago. Many thanks and I hope to watch many more similar videos from you. Es war spitze…danke Sehr! Rob In Bournemouth, England.

[@mikeuk4130]

Wonderful and fascinating. I actually felt myself being transported back in time as I watched and I could hear and smell the 1920s.

[@rizalardiansyah4486]

That throttle/regulator is really satisfying to look! This is what quality content is!

[@equartos]

damn.... i love it...there is no lcd screens, computers but it looks more interesting from new tech trains....

[@IO-zz2xy]

An increadably facinating and well made video sir, it was truly unbelievable how complicated control technology was in the early days and how large it had to be. To think that most of that type of control can be achieved by compact circuit boards and equipment less than half the size and less than an 1/8th the weight. Many thanks. Regards from South Africa

[@bojcio]

The text is distracting, smaller or less frequent text would allow one to focus on the images more, but otherwise great video. Thanks!

[@pontushaggstrom6261]

Really cool to see an steam/air whiste on an electric loco!

[@Genius_at_Work]

Every Swiss Locomotive had that until the 1960ies to 70ies, also the very few Swiss Diesel Locomotives. Germany had that too but switched earlier to conventional Horns.

[@capo0122]

Very nice video illustrating all the main parts and function of an electric locomotive

[@PeterNGloor]

some translation hints: I think what you call air bottles would be air reservoirs. The train brake is Westinghouse air brake, whereas vaccuum brakes used to be used on narrow gauge trains.

[@smukerji7065]

The only sound you hear in modern locos is the switching circuits making the shrill electronic noise while switching the IGBTs

[@finlayfraser9952]

I have been watching this again to confirm the motor type. They are "Universal" motors in that they can run on DC or AC, a type only seen in vacuum cleaners these days. From what I read AC single and three phase motors were tried in the early days of electric locomotives but never caught on, being difficult to control. It wasn't until the 80s that electronic control development allowed the use synchronous AC motors. Thanks again.

[@ncascadehiker]

So glad this machine was preserved. I'm assuming the tap changer doesn't change constantly during normal operation as in this demonstration.

[@Gearz-365]

I usually don't like electric power but locomotives like this one are exceptions. I love their drivetrains, especially how they use coupling rods like a steam locomotive

[@swanvictor887]

Fascinating video of a type I know nothing about. The leap from Steam to these must have been amazing for those first crews, back in 1923, it must have felt they were in the future. The style of body and cab, seems to have set the design language for many European operations, the 'look' remaining very close to that original, even up to the 1970s. Quite amazing engineering. Very well-produced and shot video, thank you very much. Cheers from a Welshman in Brunei!

[@Genius_at_Work]

That Leap happened almost 10 Years earlier; the Ae 3/6" were built for Passenger Trains in the relatively flat Swiss Midlands, where Main Lines were electrified in the 1920ies. The two Lines crossing the Alps (Gotthard and Lötschberg) were electrified in the 1910s, and the Locomotives introduced there drastically outperformed the old Steam Locomotives. These Types introduced in the 1910s were the Be 4/6 for Passenger Trains, and the Ce 6/8" for Freight. The latter is the legendary Swiss Crocodile.

[@IndustrialParrot2816]

​@@Genius_at_Workso introduced not long after the Legendary General Electric Boxcabs for the Milwaukee Road

[@etomcat]

First fully electrified railway mainline was the Valtellina in north Italy, close to the swiss border. Work started in 1898 and revenue service started in 1902.

[@IndustrialParrot2816]

@@etomcat yeah the Milwaukee Road finished it's first section of Electrification between Harlowton Montana and Avery Idaho in 1915

[@3v249]

100 years old and still running. Well if it’s over 100 years old, it’s an antique. I’m so glad as a young man to have machinery that has lasted over the age still around. In our modern day where did we go wrong? Nowadays, everything is like a candle, and once the wick runs down, that’s it.

[@willhovell9019]

Electric trains can go on indefinitely. Look at the London Underground 1938 stock running on the Isle of Wight until recently. Saw an Italian FS early 1920s built loco hauling trains in the late 1970s, looking like a scarab in dark mustard livery.

[@darylcheshire1618]

fascinating, reminds me of the VR E class locomotives, colloquilly known as electric chairs or butterboxes. They were used into the ‘90s and a couple are still preserved. I briefly looked inside an E class in the late ‘70s and remember it full of 1920 era brass dials and gauges like the Frankenstein set. I’d like to look at one again. The Dynamometer Car also has brass gauges. Marvelous to look at.

[@Genius_at_Work]

The Ae 3/6 I and the very similar Ae 4/7 were used into the 90ies as well, and could have been kept going well into the 2000s if there wasn't a Locomotive Surplus after the Introduction of the "Lok 2000" Class Re 460. The Ae 3/6 I is from the early and to mid 1920ies, and the Ae 4/7 from the late 1920ies to mid 1930ies. Both use the Buchli-System as Drivetrain between Motors (one per Wheelset) and Wheels, and the Ae 4/7 basically is just a stretched Ae 3/6 I with one more Set of Driving Wheels. However, the Ae 3/6 I was built by BBC only, while the Ae 4/7 were built by BBC; MFO and SAAS (the three big Electrical Engineering Companies of Switzerland) and thus had accordingly different Electric Designs. Both Ae 3/6 I and Ae 4/7 have a couple preserved Operational and some more on Static Display. For the Ae 3/6 II and Ae 3/6 III, the operational ones in Olten/Lausanne are the only preserved ones. Ae 3/6 II (MFO) and Ae 3/6 III (SAAS) were retired in the 1970ies though, before large Scale Preservation Efforts started. Regarding the Manufacturers should I clarify perhaps, that all these Locomotives were built by SLM (Schweizerische Lokomotiv- und Maschinenfabrik) in Winterthur, and the Electrical Companies just built the Electric and Drivetrain Side of the Locomotives. BBC is Brown, Bovieri & Cie, located in Baden (near Zürich), MFO is Maschinenfabrik Oerlikon, located in Oerlikon (today a District of Zürich) and SAAS is Societe Actionaire des Ateliers de Secheron, located in Secheron (District of Geneva). MFO and SAAS were eventually bought by BBC, and BBC later merged with the Swedish ASEA (Allmänna Svenska Elektriska Aktiebolaget) forming ABB.

[@IndustrialParrot2816]

Ah but those are DC Locomotives I'd say they are mechanically much more similar to the R-motors used by the South Shore Railroad

[@tomschmidt3165]

Quite a historic piece of equipment from days gone by. Very informative. Thanks for the posting.

[@tompaah7503]

The side rod resign also has the advantage of eliminating the possibility for individual axle slippage. Other than that, and the mentioned feature about proven technology, side rod designs are mostly disadvantageous. High mechanical stress, balancing, hammer blowing and high maintenance/lubrication.

[@robinforrest7680]

Fascinating. Thankyou. 1923, the same year LNER 4472 Flying Scotsman emerged from Doncaster works…

[@gopalakrishna8335]

Like I keep saying, our forefathers have done everything & that too in such thoughtful & decent ways.. The later generation keeps thinking they've done revolutionary things.. The old timers were trailblazers & we're only building on the solid foundations they've left for future generations..

[@johnl2727]

Thanks for posting. Been to Switzerland many times for railroad photography. Olten is a great place for train spotting.

[@Foxo1441]

Dunny enough sweden has a locomotive called the literera D thats electric, and you cant enter the engine room when its on without having the possebility of getting electricuted tl death. That means you have to turn the engine off to get into the engine room. Also it does spark while driving. You cant hear it from the outside but you can hear it clearly from the cabin.

[@2xtreem4u]

There is an electric locomotive in Sweden made in 1914 for malmbanan

[@newgnu5779]

Fascinating, informative and well produced. Thanks for posting

[@centamangila1217]

These locomotives are essentially contemporaries of Iowa Traction Railway's Baldwin-Westinghouse steeple cabs, which were also built in the 1920s and still at work to this day.

[@Snufkin812]

I love early European electric locomotives! It was a great time looking into the insides of old electric locomotives and how they work. Unlike today's electric locomotives which have a simple and modern design, they have a very creepy and unique design. I believe this old lady will still be working fine in 2223. Switzerland, Austria, and southern Germany are mountainous, so electric railways were developed and they have been famous for their excellent mechanical technology since the past. 👍

[@Genius_at_Work]

Sweden and Norway too, their early Adoption led to all five agreeing to standardise on 15 kV 16 2/3 Hz. The Catenary Geometries are a little different though; Trains can't just go from Germany or Austria into Switzerland as the latter requires a narrower Pantograph. Some Lines like between the Basel Badischer Bahnhof (German) and Basel SBB (Swiss) Stations are built with the Catenary being "narrow" enough that it doesn't slip off Swiss Pantographs while the Sides also have enough Clearance that German Pantographs don't crash into something. This is only viable for short Distances though, as running a German Pantograph under Swiss Width Catenary for prolonged Times would wear it out unevenly. Can't tell for sure for going into Scandinavia, but there's either Denmark's 25 kV 50 Hz System or the un-electrified Rostock-Trelleborg Ferry between Germany and Sweden anyway. Pluf OFC there's the different Train Control Systems, but I can't really tell much about them as I'm more of an Engineering than a Railway Guy and never really looked into them. Plus they're mostly Electronics/Computers, and especially the latter often is Dark magic to me.

[@Snufkin812]

@@Genius_at_Work of course! Unlike international trains such as Eurostar, these older electric locomotives will have power system compatibility issues if they are to be operated in other countries. On the other hand, since many European countries use standard gauges, diesel locomotives probably do not have this problem.

[@jean-emmanuelrotzetter6030]

Switzerland switched to electrically powered locomotives after WWI Main reason was lack of coal - no coal mines in the country and problems importing coal during the war.

[@Snufkin812]

@@jean-emmanuelrotzetter6030 Interesting. Electric railways consume a lot of electricity. What was the electricity situation like in Switzerland at the time? Was there hydroelectric power? In the early 20th century, most countries produced electricity from thermal power plants, so it is difficult to imagine the power system of Switzerland 100 years ago.

[@jean-emmanuelrotzetter6030]

@@Snufkin812 Switzerland had 1914 more than 6700 hydraulic power plants, only 14 with more than 10 Megawatt power. Those small power plants were sufficient for mainly tramways and small trains, as well as for industry. A first mountain lake was built 1908 with the turbines 329 m below the lake (Klöntalersee and Löntsch). Bernina railways were built built between St.Moritz and Tirano 1908 to 1910, already for electrical power. Switzerland had 1910 world highest hydroelectricity production per inhabitant. After WW1 larger power plants were built. 1939 some 77% of the railway network was built for using electrical power.

[@lorirocks777]

Nice video.

[@steviep1965]

Super interesting and brilliant engineering, I love the fact that the TM and compressor commutators and brush boxes are all exposed!!!

[@dukwdriver2909]

Watched to the end so they can get a worthwhile donation for keeping these machine "live".

[@alcopower5710]

Simply outstanding. Thank you for showing all facets of its operation 👍

[@Stefan_Boerjesson]

Great video. Well done, recording and presenting the machinery, like You did. excellent.

[@FlyingScott]

I love how she's not symmetrical! With the frame being of a 4-6-2 arrangement and the jackshafts only operating on one side, logically. The real-time gear changes are just fascinating!

[@Genius_at_Work]

It has Jackshaft and Siderods on both Sides; having them on only one Side would cause unneccessary Stress to the Bearings.

[@Terraceview]

Mega cool, thanks so much for this video!

[@scopex2749]

SUPERB! Thank You

[@Spee78]

I simply love such machinery....... period !! Beauties on sight that simply modern ones cannot copy and reach.

[@m.fauzin.2048]

Another one that very similar to this loco in Asia, located in Jakarta there is BonBon electric loco and still operating but not regularly

[@RODALCO2007]

What a beautiful piece of Swiss engineering. Great that this locomotive is preserved and still used. Those two large traction motors are impressive. Great video. New subscriber from New Zealand.

[@Genius_at_Work]

There is another Locomotive that might be restored to operational Condition with an even larger Traction Motor, but because it's just a small Narrow Gauge Train, the Traction Motor may not be much larger than here but literally fills the Locomotive. It's RhB Ge 2/4 #205 (the RhB is where the legendary Bernina Express runs, and partially the Glacier Express too), and that entire Locomotive might fit into the Traction Motor Room of an Ae 3/6 II. The Motor is an Repulsion Motor instead of a Series Motor, and it is controlled not by a Tap Changer and Transformer, but somehow by moving the Brushings on the Commutator. I yet have to figure out how that works exactly. If it gets restored, it would be the only Locomotive with that Technology Worldwide. Restoration is tricky though, as such a Motor causes huge inductive Phase Shifting (aka a bad Power Factor) when starting, that could cause Problems with modern Equipment on other Trains or in the Power Transmission System. Plus back when these Locomotives were in Service, the Power Transmission was nowhere near as powerful as today, meaning to say the Voltage dropped significantly when these Motors started up. With today's Power Grid, you wouldn't even notice a Difference but still keeping up the full Voltage when the Motors draw maximum Current during starting might blow the Insulation. So to restore this Locomotive, a new AC-DC-AC Converter must be fitted to separate the Phase shifted AC at the Motor from the Transmission Grid, and that Converter must also reduce the Voltage at strong Currents. That's some serious Engineering Effort required first, but some Electrical Engineering Students at the ETH Zürich University are working on that as Diploma Thesis. This Semiconductor Techmology is Dark Magic to me though; I did have some Electrical Engineering Classes when studying Marine Engineering, but they didn't cover any of that. Btw. I am getting plenty Comments from New Zealanders; according to KZbin Analytics you only rank at 34th in my Viewership Numbers, making up less than 1% (it's a small Country after all, Population-wise). You just seem very above-average vocal about where you are from.

[@RODALCO2007]

Thank you for your very long and detailed reply. I work in the electrical utility industry in Auckland on the 11,22, 33 and 110 kV networks. Besides of that I love railways, the locomotives, the signalling systems in different countries. As a kid I have seen the green Crocodile locomotive in Switzerland in the mid 1970's. I was impressed with the jackshaft system they used on and electric locomotive. It is so awesome to see it work, so much more interesting to see the moving parts instead of a BoBo or CoCo arrangement. NZ has the 3ft6 gauge and we use electric BoBoBo locomotives which we call toasters, as they look like that. Look forward to more electrical video's when you have time to upload them. I am a meter collector of electro-mechanical kWh meters. That was where I started KZbin off with about 15 years ago. @@Genius_at_Work

[@skovner]

Excellent video. Compared with today, the equipment looks so primitive, but was high-tech for the time.

[@obifox6356]

Beautifully maintained !

[@SLeslie]

It is so good to see that there are places where the heritage of mankind is matters and is taken care of. The worlds first commissioned 16 kV 50 Hz locomotive was the Kandó V40 if I'm correct. They kept one from melting it but it is not functional.

[@IndustrialParrot2816]

Same Story for the GG1 (the GG1 used 11kV 25Hz)

[@jupiterbjy]

that transformer tap changes are amazing, wish there was some 3d visualization of how it works like those car transmission videos

[@nutzeeer]

mehr als die loks mag ich, das so alte technik wertgeschätzt wird.