Hammond Motors Svadilfari Ultra-Heavy Cargo Locomotive
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Svadilfari locomotive with Dillard Industrial Logistics livery.
Art by EmperorMyrric
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Svadilfari locomotive with Dillard Industrial Logistics livery.
Art by EmperorMyrric
Height: 7,000 mm to roof
Width: 6,000 mm
Gauge: 3,000 mm
Length: 66,000 mm (three-section variant), 44,000 mm (double-section)
Power: 70,000 kW (93,000 horsepower), 47 MW (double-section)
Crew: 4 (6 Drivers + 2 engineers + 2 security personnel) (driverless option available)
Mass: 900 tons (300 tons per section)
Top speed: 160 k[h
Cost: $90 million Svadilfari and $60 million Svadilfari-K
DPR: $30 billion
Post all your orders at Allanean Defense Exports
Overview: The vast rail distances involved in our multiverse, and the vast military movements required, have continuously lead to an increase in train loads and the distances they had to be carried. This in turn increased the length of trains, creating a difficulty in management of the traffic of trains (the longer trains are, the more difficult it is to organize their movement, as some trains can in fact end up longer than a mile). Therefore, the Emperor of Greater Prussia, Alexander Blaken-Kazansky, had proposed and had the Imperial Budget fund, a transregional railway using an intensely broad gauge, the 3000mm Breitspuhrbahn gauge (also known as bredräl in Imeriata, literally meaning 'broad-rail').
Named after the many-armed giant of Greek myth, the Hekatoncheires was capable of replacing several intensely powerful locomotives.(Originally, a nuclear-powered train was discussed, but then, for cost and safety reasons, it was decided to use a powerful electric motor instead – "Since we will likely use nuclear power to make the electricity" – said Thomas Hammond, "It's still a nuclear train – we're just putting the reactor outside the locomotive." On-board batteries keep the train mobile during brief interruptions of power.
The resulting train exported to a variety of nations, most prominently, 2,000 Hekatoncheires locomotives were sold to the Rinie Ministry of Traffic, as well as being purchased by Dillard Industrial Logistics and the Free Kingdom Armed Forces.
The vast revenue from the sale of the locomotives allowed the development of a follow-up vehicle. Where Hekatoncheires was optimized for speed, capable for moving high-speed trains at speeds in excess of 300 kilometers, the new locomotive was a cargo locomotive, a three-section machine known as the Svadilfari, after another giant of Greek myth. Just like Svadilfari drew power from the earth, so does the Svadilfari locomotive depend on power from the grid to achieve its miracle. Optimized for torque, its mighty electric engines depend on 50-kilovolt catenary lines to output in excess of 93 thousand horsepower produced via three 22-meter long locomotive sections.
The three sections of the Svadilfari are two locomotive sections (equipped with steering positions for the drivers and entirely identical to each other, enabling the locomotive to reverse its direction with ease and minimizing complexity of maneuvering) and a central station containing only power rooms and support equipment). Being pared into three 22-meter sections makes it easier for the locomotive to maneuver and reduces its turn radius.
(A shorter version, the Svadilfari-K is available, with a ‘mere’ 60 thousand horsepower).
A substantial issue was the need to operate the train in the cold conditions of Northern Reichskamphen, Imeriata, and the Prussian Tundra, where temperatures can fall to -20 degrees Celsius or even lower in December and January. For this reason, all materials used in the construction of the Anteus have been tested extensively for durability in harsh weather conditions, and the brakes have been tested extensively for operation in winter conditions.
Safety: The Svadilfari is equipped with a collision-avoidance computer, short-range RADAR, and an array of cameras covering all approach angles, both for driving safety and for security reasons. These cameras are of sufficient resolution to be used in an autonomous driving application and to assist a human driver.
Crew conditions: Of course, in the modern day, it is fully possible to operate the Svadilfari fully as an autonomous or remote-controlled train. However, for safety reasons as well as due to labor union demands, many of our customers still require a crew. For this reason, each locomotive section of the Svadilfari contains sleeping quarters for up to 6 men, to include train crew and security personnel). The train’s water tank can be refilled at stations, or if necessary in ultra-long journeys, using snow.
The train is equipped with onboard broadband Internet (as broad as the train's gauge!), IPTV connections for each crew cabin and the dining room.
Security: For survival in the violent multiverse, this train is equipped with protective measures similar to those aboard cargo ships for protection against pirates. Therefore, each Svadilfari locomotive section comes with a rifle locker for up to 12 small arms, and all sections are equipped with a soft-kill APS system to reduce the train's vulnerability to guided weapons fire. The driver's compartment is armored with a layer of spidersilk armor, protecting the driver and assistant driver from rifle fire and shrapnel from RPG impacts.
Moreover, each locomotive section is armed with a single .50 BMG machine gun in a remote weapons station, controllable from the driver dashboard or alternately capable of operating in semi-autonomous mode to engage slow-moving aviation targets and missiles.
Principal uses: At the vast distances that make the bredräl economically viable, regular passenger traffic likely shifts to air travel. This means the principal use of the bredrälis the commercial freight (a regular bredral platform can fit as many as thirty TEU containers, carried two wide and three tall ).
Another important use is the use of the Hekatoncheires locomotives in the powering of palace-trains for use with members of the national elite. The Emperor of Greater Prussia, as well as a range of other dignitaries in allied countries, have palace-trains on order.
Named after the many-armed giant of Greek myth, the Hekatoncheires was capable of replacing several intensely powerful locomotives.(Originally, a nuclear-powered train was discussed, but then, for cost and safety reasons, it was decided to use a powerful electric motor instead – "Since we will likely use nuclear power to make the electricity" – said Thomas Hammond, "It's still a nuclear train – we're just putting the reactor outside the locomotive." On-board batteries keep the train mobile during brief interruptions of power.
The resulting train exported to a variety of nations, most prominently, 2,000 Hekatoncheires locomotives were sold to the Rinie Ministry of Traffic, as well as being purchased by Dillard Industrial Logistics and the Free Kingdom Armed Forces.
The vast revenue from the sale of the locomotives allowed the development of a follow-up vehicle. Where Hekatoncheires was optimized for speed, capable for moving high-speed trains at speeds in excess of 300 kilometers, the new locomotive was a cargo locomotive, a three-section machine known as the Svadilfari, after another giant of Greek myth. Just like Svadilfari drew power from the earth, so does the Svadilfari locomotive depend on power from the grid to achieve its miracle. Optimized for torque, its mighty electric engines depend on 50-kilovolt catenary lines to output in excess of 93 thousand horsepower produced via three 22-meter long locomotive sections.
The three sections of the Svadilfari are two locomotive sections (equipped with steering positions for the drivers and entirely identical to each other, enabling the locomotive to reverse its direction with ease and minimizing complexity of maneuvering) and a central station containing only power rooms and support equipment). Being pared into three 22-meter sections makes it easier for the locomotive to maneuver and reduces its turn radius.
(A shorter version, the Svadilfari-K is available, with a ‘mere’ 60 thousand horsepower).
A substantial issue was the need to operate the train in the cold conditions of Northern Reichskamphen, Imeriata, and the Prussian Tundra, where temperatures can fall to -20 degrees Celsius or even lower in December and January. For this reason, all materials used in the construction of the Anteus have been tested extensively for durability in harsh weather conditions, and the brakes have been tested extensively for operation in winter conditions.
Safety: The Svadilfari is equipped with a collision-avoidance computer, short-range RADAR, and an array of cameras covering all approach angles, both for driving safety and for security reasons. These cameras are of sufficient resolution to be used in an autonomous driving application and to assist a human driver.
Crew conditions: Of course, in the modern day, it is fully possible to operate the Svadilfari fully as an autonomous or remote-controlled train. However, for safety reasons as well as due to labor union demands, many of our customers still require a crew. For this reason, each locomotive section of the Svadilfari contains sleeping quarters for up to 6 men, to include train crew and security personnel). The train’s water tank can be refilled at stations, or if necessary in ultra-long journeys, using snow.
The train is equipped with onboard broadband Internet (as broad as the train's gauge!), IPTV connections for each crew cabin and the dining room.
Security: For survival in the violent multiverse, this train is equipped with protective measures similar to those aboard cargo ships for protection against pirates. Therefore, each Svadilfari locomotive section comes with a rifle locker for up to 12 small arms, and all sections are equipped with a soft-kill APS system to reduce the train's vulnerability to guided weapons fire. The driver's compartment is armored with a layer of spidersilk armor, protecting the driver and assistant driver from rifle fire and shrapnel from RPG impacts.
Moreover, each locomotive section is armed with a single .50 BMG machine gun in a remote weapons station, controllable from the driver dashboard or alternately capable of operating in semi-autonomous mode to engage slow-moving aviation targets and missiles.
Principal uses: At the vast distances that make the bredräl economically viable, regular passenger traffic likely shifts to air travel. This means the principal use of the bredrälis the commercial freight (a regular bredral platform can fit as many as thirty TEU containers, carried two wide and three tall ).
Another important use is the use of the Hekatoncheires locomotives in the powering of palace-trains for use with members of the national elite. The Emperor of Greater Prussia, as well as a range of other dignitaries in allied countries, have palace-trains on order.
Post all your orders at Allanean Defense Exports
OOC: Many thanks go to the brilliant Spizania for providing technical advice on this design.