MTS7 Tram
The MTS7 Tram is a light rail solution for the inner city. This capacious 3 unit design can comfortably seat over 70 people and carry more than 200. The MTS7 features an 80% low floor, which means it can traverse elevation, however it is suitable for wheelchairs. The MTS7 also features air conditioning.
The MTS7 is also fuel efficient, and is fitted with a KERS (Kinetic Energy Recovery System) which means its fuel bill and environmental impact is reduced. Two MTS7 units can be connected, doubling their capacity with only one driver.
The MTS7 is fitted with 6 electric motors, each producing 125kw and allowing the MTS7 a generous top speed of 90kmh. The MTS7 uses 1.5kV DC overhead powerlines to run, however can be fitted to run off a third rail. The KERS system collects energy when the tram brakes and recycles that into electricity, helping to reduce the fuel consumption of the tram.
If your city has a tram line and doesn't run the MTS7, why not?
Capacity
-70 seats, licenced to carry 210 adult passengers.
-8 doors w/hydrualic ramps
Dimensions
Weight | 28.6 tonnes |
Length | 23.98 m |
Width | 2.75 m |
Height | 3.46 m |
Power | Electric Motors 6x 125kW |
Maximum Speed | 90 km / h |
Overhead Voltage | :1500V DC |
Pricing: $1,750,000 per unit
MTR8 Metro/Subway rail (EMU)
The MTR8 is the standard, all purpose workhorse, capable of completing basically any inner-city transport task thrown at it. Whether it be service in the sub-terrainian tunnels of large subway systems or on the elevated metro lines of sprawling ground level systems, the MTR8 is the logical choice for all.
The MTR8 has two or three powerful three-phase asynchronous traction motors mounting one traction motor in each of the cars, with an electronic digital traction system based on experience on previous locomotives. The device was modified to adapt it for use with the different voltages, featuring technical innovations such as the use of a primary multitension converter as a front-end inducer to the filter feeding current. The resulting output on 3kV power supply is 1500kw, with 1000kw available on 15kV AC supply should the preferred DC current be unavailable.
Pantographs are single-armed "Y" shaped. The two pantographs are different, designed for use on two different electrification systems: one (WBL 85/15, on side B) for the 15 kV alternated, one (WBL 85/3 on side A) for the 3 kW / 1,5 kV continuous. The first can stand 3 kA, the second only 0.8 kA. Special recirculation bolt technology helps keep the pantograph flush against the overhead cables at all times.
The closed circuit, liquid cooled converters feed the triphase motors. Every converter gives energy to only one motor on every bogie, to reduce breakdown effects. Two more 450 V 60 Hz converters energize all the secondary devices, including a semiautomatic emergency fire extinguishing system
The motors employ a double-star type connection; if a traction inverter is inoperative (i.e. due to a failure), the motors use a delta-type connection and are fed by only one inverter. During braking, the motors can be used as generators in order to recover electric energy (regenerative braking).
In addition the electrodynamic brakes can charge both a battery pack, as well as high capacity capacitors, meaning that energy absorbed on de-acceleration can be re-used later on. This feature slightly saves harmful emissions and fuel consumption, if the batteries and capacitors are full a roof mounted set of resistors provides the remainder or additional rheostatic braking. The maximum electrical braking effort is 125 kN. For additional braking a pneumatic braking system is included which can bring the total braking effort to an astounding 250kn.
Bogies are fixed to the chassis with Flexicoil coils, a solution that removes the necessity of a central rotation point. A low traction bar and an auxiliary bar hold the weight: the traction motors are partly placed on these, connected with the Adtranz bogies.
Braking on the bogies is made in two ways: mechanical and "energy recover". The first is a common system with 8 self venting discs on the 6 axles, automatically regulated. The second one is an advanced electric system that uses the traction motors as generators, recovering some electricity and re-using the energy for propulsion. This is a particularly efficient system on mountain lines where braking is frequent. The brake has different presets, fitted to cargo trains or passenger trains. There is a third mechanic "station brake", controlled by electrovalve regulated coils. An emergency system enables the driver to totally shut down the MU.
The cockpit of the MTR8 is set out like a modern airliner. Using a glass cockpit set up, the driver is provided with information pertaining to the state of the train (speed, traction, weight, centre of gravity, etc) and to the state of the rails ahead (signals, track obstructions, other trains, stations, level crossings, etc) The onboard computer will also regulate the cabin climate for the whole train keeping it at a preset climate, usually preset by the driver.
Pricing:
$5,500,000 per two car unit
$7,250,000 per three car unit
Rating Voltage | 25kV |
Gauge | 1,435mm |
UIC Axle Arrangement | Bo-Bo-(22)-Bo-Bo |
Service Weight Lead Car | 46 tonnes |
Service Weight Intermediate Car | 32 tonnes |
Total Wheelbase | 15,890mm |
Width | 3050mm |
Length Lead Car | 24,458mm |
Length Intermediate Car | 22,502mm |
Height (pantograph lowered) | 4,210mm |
Generators | 2x Thales Nimrod200C |
Total Installed Power | 2500kw |
Transmission Mode | AC-DC-AC Drive |
Never Exceed Speed | 200kmh |
Continuous Rated Speed | 80km/h |
Max Service Speed | 160km/h |
Starting Traction Effort | 314kN |
Continuous Traction Effort | 186kN |
Brakes | Compressed Air (all wheel) |
Electric Brake Mode | Regenerative Brake |
Brake Power | 2,400kW |
Operating Limits | Can only operate on track not exceeding a grade of 10% at any time |
Max Capacity | 275 (single economy spec 2 car set) |
MTR9 'Veloce' High Speed Urban Train (DMU)
The MTR9 was conceieved as an inter-urban express train, the fastest possible way to get passengers from one point to another within the city. However, its skill-set was soon broadended with the addition of diesel power, giving the MTR9 the same go-anywhere practicality that is not featured in Electric Multiple Units. The MTR9 is well suited for short-range, high-speed passenger service, whether that be in the city, or between two cities.
The MTR9 is powered by a pair of Forza diesel engines, one in each power car. Each engine produces
1900hp which is then converted into 3000kw of power and put to the rails via the AC-DC current transmission. With a low continuous tractive effort of just 126,000 Newtons, the MTR9 is perfectly suited to highspeed cruising, and its clever suspension and transmission set up means that it only needs 224,000 Newtons to overcome its inertia and start moving, less than even the LR-E400-HS Hitachi.
The MTR9 has a top service speed of 240km/h and a continuos rated speed of 200km/h. While other trains may be faster on paper, few can match the continuous 200km/h speed of the Veloce. Trains that are faster can only sustain higher speeds for short periods of time. The Veloce can also overcome gradients of up to 12% and operate at virtually any altitude due to a forced air induction system.
The MTR9 can carry 250 passengers in three car spec and 400 passengers in five car spec. The train can be outfitted to virtually any need, with WiFi and seat television screens able to be fitted.
The cockpit of the Veloce is set out like a modern airliner. Using a glass cockpit set up, the driver is provided with information pertaining to the state of the train (speed, traction, weight, centre of gravity, etc) and to the state of the rails ahead (signals, track obstructions, other trains, stations, level crossings, etc) The onboard computer will also regulate the cabin climate for the whole train keeping it at a preset climate, usually preset by the driver.
Pricing:
3 car: $9,100,000
5 car: $14,500,000
Gauge | 1,435mm |
UIC Axle Arrangement | Bo-Bo-(222222)-Bo-Bo |
Service Weight Lead Car | 42 tonnes |
Service Weight Intermediate Car | 34 tonnes |
Total Wheelbase | 15,890mm |
Width | 3100mm |
Length Lead Car | 25,002mm |
Length Intermediate Car | 22,002mm |
Height | 4,240mm |
Engine | 2x Forza DD2X @ 1900hp each |
Generators | 2x Thales GC225 |
Total Installed Power | 3000kw |
Transmission Mode | AC-DC[td] |
270kmh | |
Continuous Rated Speed | 200km/h |
Max Running Speed | 240km/h |
Starting Traction Effort | 224kN |
Continuous Traction Effort | 126kN |
Brakes | Compressed Air (all wheel) |
Electric Brake Mode | Regenerative Brake |
Brake Power | 4,400kW |
Operating Limits | Can only operate on track not exceeding a grade of 12% at any time |
Max Capacity | 400 |
MTR10 'Supermax' BiLevel EMU
The MTR10 Supermax BiLevel EMU is an exceptionally large double decker train that is designed and built to carry as many passengers as possible. While the large profile of the MTR10 makes it relatively unsuitable to all but the largest subway tunnels, the MTR10 is well suited to operating on high capacity train lines and to carry well over 1000 passengers at a time.
The MTR10 has six powerful three-phase asynchronous traction motors mounting one traction motor in each of the cars, with an electronic digital traction system based on experience on previous locomotives. The device was modified to adapt it for use with the different voltages, featuring technical innovations such as the use of a primary multitension converter as a front-end inducer to the filter feeding current. The resulting output on 3kV power supply is a sizeable 3000kw, with 2000kw available on 15kV AC supply should the preferred DC current be unavailable.
Pantographs are single-armed "Y" shaped. The two pantographs are different, designed for use on two different electrification systems: one (WBL 85/15, on side B) for the 15 kV alternated, one (WBL 85/3 on side A) for the 3 kW / 1,5 kV continuous. The first can stand 3 kA, the second only 0.8 kA. Special recirculation bolt technology helps keep the pantograph flush against the overhead cables at all times.
The closed circuit, liquid cooled converters feed the triphase motors. Every converter gives energy to only one motor on every bogie, to reduce breakdown effects. Two more 450 V 60 Hz converters energize all the secondary devices, including a semiautomatic emergency fire extinguishing system
The motors employ a double-star type connection; if a traction inverter is inoperative (i.e. due to a failure), the motors use a delta-type connection and are fed by only one inverter. During braking, the motors can be used as generators in order to recover electric energy (regenerative braking).
In addition the electrodynamic brakes can charge both a battery pack, as well as high capacity capacitors, meaning that energy absorbed on de-acceleration can be re-used later on. This feature slightly saves harmful emissions and fuel consumption, if the batteries and capacitors are full a roof mounted set of resistors provides the remainder or additional rheostatic braking. The maximum electrical braking effort is 125 kN. For additional braking a pneumatic braking system is included which can bring the total braking effort to an astounding 250kn.
Bogies are fixed to the chassis with Flexicoil coils, a solution that removes the necessity of a central rotation point. A low traction bar and an auxiliary bar hold the weight: the traction motors are partly placed on these, connected with the Adtranz bogies.
Braking on the bogies is made in two ways: mechanical and "energy recover". The first is a common system with 8 self venting discs on the 6 axles, automatically regulated. The second one is an advanced electric system that uses the traction motors as generators, recovering some electricity and re-using the energy for propulsion. This is a particularly efficient system on mountain lines where braking is frequent. The brake has different presets, fitted to cargo trains or passenger trains. There is a third mechanic "station brake", controlled by electrovalve regulated coils. An emergency system enables the driver to totally shut down the MU.
Vital information relevant to the engineer, such as locomotive speed, can displayed onto a HUD located on the lower part of the windshield so that the driver does not have to take his eyes of the track ahead to check for data.
The interior of the double deck is designed to carry as many passengers as possible whilst still respecting the size of some commuters. Seats are a standard width of 60 centimetres with one hundred and fourty seats available in each carriage on the top and bottom levels. During peak hour crush times, the MTR10 can hold a further eight passengers standing in the aisle and in the spaces towards the front and rear of each carriage.
Wifi connections are also available in the train.
Pricing:
6 Car Unit: $21,000,000
Rating Voltage | 25kV |
Gauge | 1,435mm |
UIC Axle Arrangement | Bo-Bo-(22222222)-Bo-Bo |
Service Weight Lead Car | 76 tonnes |
Service Weight Intermediate Car | 72 tonnes |
Total Wheelbase | 15,890mm |
Width | 3050mm |
Length Lead Car | 24,458mm |
Length Intermediate Car | 22,502mm |
Height (pantograph lowered) | 6,810mm |
Generators | 6x Thales Nimrod200D |
Total Installed Power | 3000kw |
Transmission Mode | AC-DC-AC Drive |
Never Exceed Speed | 200kmh |
Continuous Rated Speed | 100km/h |
Max Running Speed | 120km/h |
Starting Traction Effort | 370kN |
Continuous Traction Effort | 190kN |
Brakes | Compressed Air (all wheel) |
Electric Brake Mode | Regenerative Brake |
Brake Power | 2,400kW |
Operating Limits | Can only operate on track not exceeding a grade of 10% at any time |
Max Capacity | 1320 |
ML550-SS 'Blitzen'
The word Blitzen comes from the German language, meaning 'faster than lightning,' a good description of this awesome feat of engineering.
The ML550-SS is a superspeed MagLev system, capable of reaching speeds in excess of 500kmh and 'cruising' at an astounding 450km/h, making the ML550-HS the fastest trainset on offer by Los Rios, even faster than the Hitachi SHST. SS stands for superspeed, a progression from the S badge meaning speed and the HS badge meaning High Speed. The ML550-SS can reach 400km/h in just over two minutes, and can travel 50km in as little as ten minutes.
The ML550-SS is best suited for high speed lines with relatively short distances between them, due to the extreme cost of the track and the relatively high level of mantinence required.
The superspeed maglev system has no wheels, axles, transmissions, or pantographs. It does not roll, it hovers using the attractive magnetic force between the two linear arrays of electromagnetic coils - one side in the vehicle, the other in the guideway - that function as a magnetic dipole. Electronic systems measuring the distance at 100 kHz frequency guarantee that the clearance between the coils attached to the underside of the guideway and the magnetic portion of the vehicle wrapped around the guideway edges remains constant (nominally 10 mm). When levitated, the vehicle has about 15 centimeters of clearance over the guideway surface. The ML550-SS requires less power to hover than it needs to run its air conditioning equipment. The levitation system and all on board electronics are supplied by the power recovered from harmonic oscillations of magnetic field of the track’s linear stator (those oscillations being parasitic cannot be used for propulsion) at speeds above 80 km/h, while at lower speeds power was obtained through physical connections to the track up to version ML550-SS; this new energy transmission has been developed for ML550-HS so that the trainset no longer needs physical contact at any speeds. In case of power failure of the track’s propulsion system, the car can use on-board backup batteries to power the levitation system.
The ML550-SS maglev system uses a synchronous longstator linear motor for both propulsion and braking. It works like a rotating electric motor whose stator is "unrolled" along the underside of the guideway, so that instead of producing a torque (rotation) it produces a linear force along its length. The electro magnets in the vehicle that lift it also work as the equivalent of the excitation portion (rotor). Since the magnetic traveling field only works in one direction, if there were several trains on the track section, they would travel in the same direction, making collisions between moving trains less likely.
The cockpit of the Blitzen is set out like a modern airliner. Using a glass cockpit set up, the driver is provided with information pertaining to the state of the train (speed, traction, weight, centre of gravity, etc) and to the state of the rails ahead (signals, track obstructions, other trains, stations, level crossings, etc) The Blitzen's onboard computer will also regulate the cabin climate for the whole train keeping it at a preset climate, usually preset by the driver.
Another feature of the Blitzen, shared with the Hitachi, is the Nightvision system in tandem with its powerful light display. This ensures that the driver misses nothing relating to train safety, which could be potentially deadly at speeds above 400km/h.
The ML550-SS is available in three and five car sets.
Pricing
Five Car: $70,000,000
Three Car: $50,000,000
Rating Voltage | 25kV |
Gauge | 1,550 centre monorail |
UIC Axle Arrangement | MagLev |
Service Weight Lead Car | 42 tonnes |
Service Weight Intermediate Car | 40 tonnes |
Total Wheelbase | 15,890mm |
Width | 3050mm |
Length Lead Car | 24,458mm |
Length Intermediate Car | 22,502mm |
Height | 3,910mm |
Generators | 3-5x Thales Nimrod 220T |
Total Installed Power | 4500-5200kw |
Transmission Mode | AC-DC-AC Drive |
Never Exceed Speed | 475kmh |
Continuous Rated Speed | 575km/h |
Service Speed Range | 50kmh-475kmh |
Max Running Speed | 510km/h |
Starting Traction Effort | 214kN |
Continuous Traction Effort | 116kN |
Brakes | Compressed Air |
Electric Brake Mode | Regenerative Brake |
Brake Power | 4,100kW |
Operating Limits | Can only operate on track not exceeding a grade of 10% at any time |
Max Capacity | 425 |
Personal Transport
PRT4
Weight | 8.6 tonnes |
Length | 6.98 m |
Width | 2.75 m |
Height | 3.46 m |
Power | Electric Motors 2x 125kW |
Maximum Speed | 110 km / h |
Overhead Voltage | :1500V DC |
Pricing: $150,000 per unit
Used/Run Out Products
MTS6 Tram
Great range of used MTS6 Trams
If you want to upgrade or build a new tram network, but are having trouble financing, it could be an idea to look at our huge range of used trams. These come in varying condition and represent outstanding value
550 in stock (various conditions)
200x High End trams: $200,000
150x Med range trams: $165,000
200x Low end trams: $110,000
Capacity
65 seats, licenced to carry 190 adult passengers.
8 doors w/hydrualic ramps
Weight
29.3 t
Dimensions
Length 22.75 m
Width 2.72 m
3 Articulated sections
Height 3.46 m
Power
Motors 6x 110kW
Maximum Speed 80 km / h
Overhead Voltage: 1500V DC
Inner City Rail Systems
Its easy, simply buy the track, buy the stations and then buy the rolling stock! We can also build depots, mantinence facilities and signal boxes. You know what your city needs, we can provide you the materials so you can run it.
Metro track:
MTS7-Light Rail track (trams) $7,500,000/km
MTR8/MTR9-overhead power source: $13,500,000/km
MTR8/MTR9-elevated track: $20,000,000/km
MTR8-sub-terrain track: $25,000,000/km
SMR-1000-Monorail track: $22,000,000/km
ML550-SS- MagLev track: $50,000,000/km
Stations
-Small stations (less than 20,000 patrons per day): $110,000
-Medium stations (20,000-100,000 patrons per day): $560000
-Large stations (100,000-1,000,000 patrons per day): $1,350,000
-Grand Stations (1,000,000 + patrons per day): 20,000,000
All our stations can be fitted with: WiFi, LCD TV screens, climate control, news broadcasts, weather information.
Depots
-$500,000 + $10,000 per train
Mantinence Facilities
-$500,000 +1 $10,000 per train
-Depot + $200,000 + $10,000 per train
Signal Boxes
-$1,100,000