It will basically act like any other freight car, but if uncoupled from the lead locomotive it can be urged to move on its own. Shift-right-click the trailing locomotive with the coupler tool, and the game will give you a text blurb saying the locomotive can be pulled. Place your trailing locomotive behind it so that they are back-to-back. This is covered in TrainCraft’s guidebook, but since we’re here let’s describe it. Be mindful that you now have to monitor fuel on two engines, and I really wouldn’t suggest doing this with steam locomotives unless it’s an emergency or there is a player to man each locomotive and watch the fuel consumption. If you really need to you can utilize multiple locomotives on your train. They knew that real-world trains are more often than not colossal and need multiple locomotives to move, and they programmed this same thing into TrainCraft. TrainCraft’s developers were pretty smart from the beginning. combinations of the newest design.The idea for this section really started as a way for me to abuse TrainCraft and document its real capabilities. They always prefer it to the nominally similar output of B-B m.u.
Many locomotive engineers swear by the ten powered axles and the decent weight. Otherwise, the two locomotives could haul another several hundred tons over the mountain. The productivity of this combination is only limited by the maximum load on the couplers of 1,400 metric tons on a 2.6% grade. Even more impressive is the so-called "Re 10/10", the double-heading of an Re 4/4II and an Re 6/6, which has become an everyday sight at least on the Gotthard line. It is still impressive today, when an Re 6/6 fights its way up the ramps of the Gotthard with a long freight train. This did not change until the turn of the century when all of the Re 6/6 units were assigned by 2003 to the new freight service group SBB Cargo.
Traincraft diesel series#
Delivery of the second series of 40 Re 6/6 locomotives (road numbers 11650 - 11689) took place immediately thereafter from the end of 1977 to the end of 1980.įrom then on heavy EC, IC, and express trains as well as the heaviest freight trains with up to 1,600 metric tons were the domain of the Re 6/6 locomotives on the Gotthard and Simplon lines.
Delivery of them began in 1975, was carried out within two years, and was completed by 1977. After a final version began to emerge, the SBB ordered 45 production units of the Re 6/6 from SLM/BBC as early as February 23, 1973.
These four units were placed into service by the fall of 1972 and were then exhaustively tested. The center truck had to have appropriate side play and the three trucks are connected to one another by means of elastic cross couplings.īased on these specifications, the SBB ordered four different prototypes in 1969 from SLM (mechanical parts) and from BBC (electrical parts). Naturally, such a high performance as 8,020 kilowatts / 10,755 horsepower could only be applied to six axles, hence the rather unusual wheel arrangement of B-B-B for central European circumstances in order to combine the resultant tractive effort with good running characteristics on curves. For a long time it was viewed as the most powerful electric locomotive in the world and still has this rating in Switzerland. It was and still is something special – the Swiss Federal Railways (SBB) Re 6/6.