#Traincraft diesel mod
#Traincraft diesel manual
#Traincraft diesel mods

It isn’t easy to control when you are running a lot of mods that require keybindings, but it’s quite amazing. Fully interactive inside requires 10 buttons to control the entire thing – brakes and regulators reverser, dynamic lighting, and the horn. The most fascinating aspect is the ability to control the locomotive itself. It’s a bit of a surprise that steam locomotives don’t require water. Connecting vehicles is easy and they’ll connect if they’re close enough. The preview mode of f5 can be helpful but it’s not my least favorite rail-laying.

#Traincraft diesel manual

The process of laying track is a bit difficult. The pieces are lengthy and require manual effort however when you’re making curves, you need to lay one down, move to the opposite end, align it, and then place it. The sound of the locomotive roaring through the tracks is amazing. Moving around the train’s cabin is a possibility as well since you’re not locked inside.

#Traincraft diesel mod

combinations of the newest design.Rails of War can be described as a mid-1800s mod on steam trains. With gorgeous designs and full-scale, it’s a stunning display.

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. 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.