The Swiss Railways (SBB) recognised before World War I the advantages of electric railroad operation. In November of 1913 the decision was reached to electrify the Gotthard line between Erstfeld and Bellinzona. The rising cost of coal and the lack of coal during the following war years confirmed the correctness of this decision and contributed to the acceleration of electrification at the end of the war. Electrification of the Gotthard grades as well as the Gotthard tunnel was completed by December 12, 1920. The SBB had to come up with a brand new locomotive for freight trains, because there was hardly any data available for such a mountain locomotive.

The builders Maschinen-Fabrik Oerlikon (MFO) and Schweizerische Lokomotiv- und Maschinenfabrik Winterthur (SLM) suggested a 2-6-6-2 locomotive with long hoods and two powered trucks. "The" Gotthard was born with this "Crocodile" as it was quickly named.

The two powered truck frames, each with three powered axles and a Bissel pilot truck, were connected by a close coupling. A short locomotive body was enthroned between the two powered truck frames which gave the locomotive marvellous manoeuvrability on curves.

The drive system was done with two traction motors per powered truck via countershaft, jackshaft, triangular rods, and side rods to the driving axles.

A total of seven Ce/Be 6/8II were preserved as famous and popular locomotives: SBB Historic (14253), the Swiss Transportation Museum in Lucerne (13254), the South Railroad Museum in Mürzzuschlag, Austria (13257), the Technology Museum of Speyer (14267), Club del San Gottardo (14276), and the Auto and Technology Museum in Sinsheim (14282).