|It takes something to step into the
shoes of a famous predecessor.
The Re 6/6 was built to relieve the venerable Ae 6/6 and not
only relieve; it was intended to surpass it in all parameters.
To achieve this the SBB from start intended the new locomotive
to be a veritable powerhouse. The initial target was 10.000+
horse power, at that time only rivalled by one other locomotive:
the Deutsche Bundesbahn E103 also a C0-C0 locomotive.
To obtain the necessary tractive
effort, a construction comprising six driven axles was necessary -
the Ae 6/6 had shown that this was the way to go, if you intended to
negotiate the 26‰ gradients of the Gotthard at speed.
But the six-axle setup of the Ae 6/6 was also its biggest flaw.
Built into two bogies the wheels of the Ae 6/6 were extremely hard
on the rail in the sharp curves of the gotthard ramp, earning the
old workhorse the not exactly flattering nickname "Schienenmörderer"
(track killer). Conversely this also disqualified the DB E103 in
case the SBB were to look outside Switzerland for a contender.
The decision of ordering a B0-B0-B0
unit was the logical consequence when the need was to combine
traction with good running characteristics in curves. The middle
bogie can move sideways, and the three bogies are connected by
elastic cross couplings.
Ultimately the design parameters for
the new locomotive were as follows:
Re 6/6 11 682 at
A six axle bogie B0-B0-B0 locomotive
for express and freight service alike with
A service tractive effort of 6 x
1000 HP at 74 km/h; sustained tractive effort of 6 x 900 PS at 78,5 km/h,
A max weight of 120 t, with a
20 t axle weight,
An electrical (regenerative) brake
capable of application at top speed and bringing 400 t train
to full stop on the steep
ramps of the Gotthard ramp.
Moving 800 t trains at 80 km/h on the steep
26 ‰ ramps of the Gotthard route,
Moving 800 t on 6,5
‰ at 140 km/h placing the locomotive in the R category
Continuously going from
standstill to the above mentioned speeds and braking without damaging neither running gear nor power
It is interesting to note that the design parameters
match the layout of the new Gotthard Basistunnel, which also
requires 800 t trains at 140 km/t on a 6,5
In 1969 the SBB ordered four
prototypes by the Schweizerischen Lokomotiv- und
Maschinenfabrik in Winterthur (SLM) and by the Brown Boveri
& Co (BBC). SLM were responsible for the mechanical part and BBC
dealt with the electrical components. The four units were to be
ready for service by fall 1972.
Two of these - 11
601 and 602 - were built with a split locomotive body, alowing
the body to make up for its impressive (by SBB
standards) length, by way of a hinge which enabled the
locomotive body to follow the gradient of the track.
The other two prototypes - 11 603 and 604 - got a softer secondary suspension instead of the joint, which proved to be so reliable in everyday use that all series locomotives were built this way. Nevertheless, the two prototypes with a
split body are still in regular operation.
Otherwise the exterior design is similar to the Re 4/4II, as are
the driver's controls and the conventional transformer technology
with fixed running notches, which was applied for the last
time for this locomotive. In contrast to the Re 4/4II, the Re 6/6
has two transformers (one power and one control transformer), which
are mounted on the frame between the bogies. Due to the higher roof,
the Re 6/6 looks huskier than the Re 4/4 II, especially when
seen from the front.
out of the prototypes was a 10.600 HP locomotive and at that time
- at least in switzerland - this had only been surpassed by the mighty
Ae 8/14 11 852 double locomotive. Worldwide it was the
strongest six-axle locomotive of is time. Even the afore mentioned
DB E103 was beaten with 95 HP. The Re 6/6 kept this status for 35
maximum tractive effort was 395 kN. The continuous effort at 140
km/h was 270 kN which still left an impressive overhead. This
made the locomotive the best suited for service in the Gotthard
Basistunnel even if it did not exist at that time. All in all the
regular Re 6/6 followed in the best traditions of the Ae 6/6: they
were sturdy, reliable and built to last.
January 1973 the SBB placed the first order of forty four Re
6/6's numbered 11 605 -649. The next much needed flight of forty
units numbered 11 650 - 689 was ordered by October 1975, but it
was blocked until april 1976 due to fiscal issues . A planned third
flight of twenty units were - to the regret of the Railway
Staffers - scrubbed and replaced by twenty five Re 4/4 II's
numbered 11 371 - 397 which incorporated some of the distinct
features of the Re 6/6 - especially the built-in rear-view mirrors
The locomotives are named after towns and all
bear the relevant wappen (coat of arms) in relief and painted in
hi-gloss enamel colours and name in stainless steel.
These are desired objects amongst collectors of railway
and very often you see a Re 6/6 with a dark
smudge where the wappen and name were supposed to be. This
sad fact has led the SBB to omit the old wappen
and names on the units repainted in Cargo livery, replacing them
last Re 6/6 was delivered to the SBB on December 19th
The Re 6/6 is equipped with multiple
unit train control together with Re 4/4II, Re 4/4III, Re 4/4IV and
In passenger traffic they pulled heavy passenger trains over the Gotthard
route as an alternative to a double heading of Re 4/4
IIs (nowadays this is very seldom as passenger traffic
is almost exclusively handled by Re 4/4 IIIs and Re 460s). In
freight traffic they were used all over Switzerland for heavy
trains, on the Gotthard route very often together with an Re
4/4II or Re 4/4III. Such a couple, often referred to as "Re
10/10" (both locomotives are Re class, so the couple is Re
class; 10/10 means that they overall have 10 driven axles out
of 10), is capable of pulling the maximum train weight of 1300
tons on the 26 ‰ gradients of the Gotthard line.
trains, up to 1600 tons are operationally feasible; an additional
bank engine has to help push the train in order not to overload the
couplers. This used to be an Ae 6/6, but these days the task is more
and more handled by
Re 4/4 IIIs since the
venerable Ae 6/6 has been seconded to other areas of
After two locomotives were tentatively equipped
with radio remote control for pushing trains on the Gotthard
line (such that the locomotive pushing at the end of the train
may be controlled by the engineer at the front), about 30 locomotives
were equipped with it in 2000. To make them administratively distinguishable, they
got the new designation Ref 6/6.
In 1990 Locomotive 11638 was heavily damaged in an accident and subsequenly retired and
scrapped. For the renumbering to the UIC-conforming new numbering
scheme in 1992, only the still existing locomotives were considered,
thus the 11638 got no new number any more. But the renumbering was
never done consistently. During 2005, the UIC numbering scheme was
re-worked, and 620 001 (instead of 000) was defined to be the
smallest number. To make things easy, the scrapped 11638 also got a
new number, 620 038. About half a dozen locomotives bore the new
numbers at the beginning of 2006.
Due to the division of the
SBB-CFF-FFS into SBB Cargo and SBB passenger division, all
remaining 88 locomotives were assigned to SBB Cargo. Due to
the reassignment of the Re 460 to the passenger division, the
Re 6/6 again dominate the freight traffic on the Gotthard
The locomotives are
assigned to the workshops Erstfeld, Bellinzona and Lausanne
(Lausanne: 2000, today unknown), revisions are done at the
main workshop at Bellinzona.
will we offer?
The Re 6/6 has not changed much over the
years. Obviously the introduction of different communications
and safety devices has added to the overall appearence of the
locomotive, but mainly we are looking at details. The most
conspicious changes came with the introduction of the "Mercedes" headlights and the platform for shunting staff on the rightside buffer, and during the last five years the introduction of airconditioned cabs, which added a large ventilation
grill just behind the driver's position on both cabs.
first Re 6/6's were SBB green and in
the mid eighties, for at least half of the remaining units, SBB
red. Presently a number of units are sporting the red and
blue SBB Cargo livery.
From the above it
would appear that we have widespread options as far as versioning
goes. But true to the spirit of protovr we will try
to match the everyday look of these locomotives. That means
green, red and Cargo liveries alike as well as both shiny
clean and grimy versions.
The first releases will be true
to the original look of the locomotive i.e. green and with
round headlights. Later on we will release versions
matching the present look with Mercedes headlights and full
The wappen and names will all be in full 3D
for the red and green version and in
hi-definition textures for the Cargo livieried version. Obviously some names will be a
little costly in polys, but it is our firm belief that it is
the way of things to come in Trainz.
The number of special liveries for the Re 6/6 is small
and we would like offer these to you as well, but we need more
photos to able to get for instance the mint green Cargo livery
Obviously the locomotives must have cabs, but the
question is which cab layout? Initially we will settle for the
cab that the locomotives were equipped with twhen they entered
service. Later on - when the scripters give the thumbs up - we
will go for all the other stuff that have been added to the
layout over the years.
On a lovely day in July the sky
over Erstfeld reflects off 11 675 "Gelterkinden's"
no. 1 cab windows
11601 – 11689
Train numbers (UIC)
Re 620 001
– Ae 620 089
one unit 1990
4 (2 x
2) Prototype locomotives
with different features
SBB Ae 6/6
SBB Re 482
Service tractive effort
Starting tractive effort
with 80 km/h
on a 26 ‰ ramp
The Re 6/6 for Trainz
the Re 6/6 we continue along the standards set by the A 6/6. We
intend to continue to provide you with some of the most detailed
models for TRS available. Hence the number of polygons is
HIGH. Especially the bogies and suspension are tough on the
polygon counter, but an over-all aggressive LOD policy will soften
the blow to your PC's performance.
As with the Ae 6/6
we know that the protovr concept
dictates that "if it is there
it is here too" but we still recognise the fact that details disappear
at a distance.
There are a number of factors that distinguishes the
cab layout of the Re 6/6 when compared to its smaller sisters
of the later Re 4/4 II and III batches. Especially the
integrated rearview mirrors stand out.
At the original
driver’s console there was a band tachometre as opposed
to the Re 4/4 II and III’s dial and needle type.
The cab of 11 608 equipped with ETCS and a very
competent guide and contributor to the project at the
As the picture above clearly
demonstrates, the cab has been subject to changes reflecting
the development of new equipment and especially the ETSC
system has influenced the look of the cab. But if you ask the
engineers they will probably say that the air conditioning was the biggest improvement.
In short the
- unrivalled details in 3D work,
- high definition textures,
- prototypical scripted
- prototypical enginespec
(hopefully a BRUMMELENGINE as with the Re 4/4 II and III)
accurately reflecting the locomotive's specs and
wappen and names
- super detailed cab
with scripted features.
Buying an Re 6/6 pack gives
- Three SBB green locomotives with unique
road numbers or
- Three SBB red locomotives with unique
road numbers or
- Three SBB Cargo locomotives
with unique road numbers or
- One specific
locomotive matching three different historical periods
- Free upgrade service
At present the model is being tested in game (TC3) and the last
3D objects are being finalised. Unfortunately due to circumstances beyond our control
we cannot give a release date yet, but we will post it in
all relevant fora as soon as we have it.
The above still stands but we can
safely add that thanks to Beetsme's efforts at Muttenz II
the locomotive body is coming very close to completion and
ready for the first of a series of mapping and texture
trials - as per usual we have Mr. Texture himself Steffen
Gross AKA sg1 making sure that this gem of a model will
redefine the leading edge of Trainz modelling.
As seen to the right the cab is well underway and here we
have another wizard at work. We will not disclose his
identity yet, but suffice to say that he knows what he is
doing and his work is widely recognised amongst the payware
When we have something more definitive to offer, we will
post it on the forums, but we can say this much: the
scripted items will facilitate a wide range of SBB cabs for
your driving pleasure.
We will like to stress that this project never
would have reached its state of perfection without the contributions
of our dedicated group of Swiss field researchers. Especially
Patricia_B, Stef89 and Beetsme deserves a big hand for their work
providing us with a steady stream of photographs and other gems.
Thank you and keep up the good work.
Mr. Bruno Lämmli of Erstfeld deserves a special mention
here. His very thorough and competent demonstration of the Re
6/6 cab and its abundance of switches, dials, handles and computer displays
is invaluable to the 3D artist and scripter alike.
Do you have a special feature or
maybe a favourite locomotive that you feel is missing?
Then tell us about it