Additional car options
Presidential & Royal packages
Orbis Rail Systems was founded in the mid 1940s as Rai'Lal Heavy Engineering company and tasked with producing locomotives for the Pan Aurora Rail Company. In 1972 the company was brought under the Project Aurora umbrella as part of a nationalisation program carried out under the government of Gareth Edwardsson. In order to reflect the nationalisation of the company, the name was changed to ORBIS RAIL SYSTEMS, Several new contracts were issued for the new railway company, in addtion Trans Polar Railways, set about developing new locomotives, and high speed trains.
The establishment of a pan regional railway company in 2013, allowed Orbis to become a key supplier for high speed stock, and Astyrail. They also began developing equipment for the 2E2-9 high speed train, and the new IC-X series train.
In November 2013, Orbis Rail Systems recieved a GETRAX 4-star rating, More information can be found HERE
The establishment of a pan regional railway company in 2013, allowed Orbis to become a key supplier for high speed stock, and Astyrail. They also began developing equipment for the 2E2-9 high speed train, and the new IC-X series train.
In November 2013, Orbis Rail Systems recieved a GETRAX 4-star rating, More information can be found HERE
As the skies became more conjested, and the fact that airplanes had become much larger, the required expansion of airports was an unfeasible expense. This lack of avalible air travel left just one option open for mass long-distance transport, the railway system. Ever since man first laid down rails lines in order to move product or people from one place to another, there has been a desire and increased demand over the centuries and Orbis is here to provide the equipment needed by transport companies to fulfill these requirements with products ranging from a heavy freight train with multiple headed power or a high speed passenger train capable of covering 350 kilometers in an hour. As well providing a short haul commuter train. Orbis's product line is proven and designed to be economical and efficient for the operator as well as offer a safe, and smooth ride for the passengers..
To cope with a raise in demand tow that we have opened to the export market, Orbis has opened a new production facility located in South Sands, close to the port and power station complex, this allows newly built locomotives to be loaded directly onto ships at the factory rather than to be hauled across country to a port to be loaded and shipped out. Individual orders, depending on product and weight can be shipped by air athough there is a 15% surcharge on the order for air shipment of product. Please note that ICX, R500 and 2E2-9 full HST consists, Interstar and Capestar trains can not be air lifted.
To cope with a raise in demand tow that we have opened to the export market, Orbis has opened a new production facility located in South Sands, close to the port and power station complex, this allows newly built locomotives to be loaded directly onto ships at the factory rather than to be hauled across country to a port to be loaded and shipped out. Individual orders, depending on product and weight can be shipped by air athough there is a 15% surcharge on the order for air shipment of product. Please note that ICX, R500 and 2E2-9 full HST consists, Interstar and Capestar trains can not be air lifted.
Orbis Rail Systems, being part of the Project Aurora group, has to abide by the strict environmental concerns and protocols of its parent company as well as local legislation laid down by the Federal government, or further afield by the WA in relation to emissions of chemicals, greenhouse gases and energy usage, as a result Orbis has a state of the art production centre. Being south of the arctic circle, and so within the tree line, the Orbis factory is surrounded by large pine plantatons in order to make it blend in with the local surroundings, reducing the visual impact of the factory, whilst the factory itself has 3 times the normal amount of insulation to keep heat and noise in, making it gentle on the ears of local residents.
When it comes to emissions from our products, such as the 2D2-M diesel multiple unit, Orbis Rail Systems has worked to ensure that they conform to tight emissions standard, with the smaller diesel engines, such as the 16 litre inline 6 cyliner units used in the 2D2-M series multiple unit, are fitted withg EGR as well as Adblue technology, reducing their NoX emissions and particulate emissions, whilst enhanced muffler and engine mount technology works to make these sets quieter.
When it comes to emissions from our products, such as the 2D2-M diesel multiple unit, Orbis Rail Systems has worked to ensure that they conform to tight emissions standard, with the smaller diesel engines, such as the 16 litre inline 6 cyliner units used in the 2D2-M series multiple unit, are fitted withg EGR as well as Adblue technology, reducing their NoX emissions and particulate emissions, whilst enhanced muffler and engine mount technology works to make these sets quieter.
CLICK HERE for the Bi-Level Variant
Designed for a service speed of 320km/h, the 2E2-9 HST is one of the Aurora Confederacy's more common types of high speed train. Each 200m long consist has 2 power cars and 8 trailers, with the capability to link up multiple sets to run in consists of 10, 20, 30 or even 40 cars, (giving 2, 4, 6 or 8 power cars). air ride suspension on all units means that passengers get an extremely smooth ride whilst the on board signalling system sends signalling information directly to the cabin for the driver to read, this is because at 320km/h, line-side signals will be hard to read and potentially missed, and in the event of a driver missing a red signal, ATP which comes as standard on ALL Orbis products applies full emergency braking.
On board systems for the 2E2-9 include 4 control computers which monitor motor output, wheel speed, ground speed over and a host of other parameters, making sure that the 2E2-9 is doing exactly what it should be doing. Unlike some high speed trains, the traction motors are located in the bodies of the power car, making for a lighter wheelset and so reducing unsprung the weight of the train. The articulated design of the coaches gives improved ride and stability at high speeds, reducing the chance of a train jack-knifing in the event of a derailment, this increases passenger safety as the train is more likely to stay upright in case of such an event.
In the event of a collision, the train cars are designed with a high level of internal bracing to prevent deformation of the passenger areas, allowing the passenger area doors to still be able to be opened and allow for evacuation of the train.
2E2-9s are designed to be multi voltage capable, though to switch between AC and DC power, the motors must be brought to idle and the train coast across the bridging zone between the AC and DC current before power is reapplied.
Passenger cars on the 2E2-9 HST due to their articulation have a very smooth ride, which is further enhanced due to air suspension, whilst inside there is a mixture of airline and table seating on offer depending on customer requirement. Airline seating also has the option of video screens being installed in the headrests of the seat in front to give passengers the ability to watch TV whilst they go about their journey.A development of the single-level 2E2-9 series high speed trains, the 2E2-9BL brings increased capacity to those who need additional capacity to the standard 2E2-9 family and ICX family but who's network clearances are too tight for the wider R500 series high speed train and who's platforms can not cope with the length of 16 car trains.
Providing the power for the Bi-level sets are identical cars to the single level trains, featuring all the same safety features of the single level counterpart such as in-cab signalling for the driver, the 8 trailers however sit slightly taller than the power car, raising the overall height of the train to 4.32. with traditional bi-level train cars, the top deck has a feeling of instability due to the deck being higher off the ground than in a traditional single level car, however the Orbis 2E2-9 high speed train utilises computer controlled active suspension to counteract this by making micro adjustments as needed within the air suspension system to ensure that the upper level ride is the same level of sway and comfort as a traditional single-level passenger car.
The design of the bi-level cars has the walk through area situated at the upper level of the cars with the doors situated at the level of the single-level cars. Seating in the bi-level cars can be set up with either air-line seating or face to face type seating with tables between facing seats, offered in 3-abreast type seating in first class, 4 abreast seating in coach class. Additional layouts and options include individual mini-pods, sold as "prestige class", these reduce capacity to 10 pods per deck if on the upper level, 8 pods per car on the lower deck, giving a total of 18 pods per car total. Mini pods come fully equipped with seats that fully recline to form lay-flat beds, video screens and individual air conditioning per pod, dimmable lighting and cabin window blinds.
The ICX is a related development of the 2E2-9 high speed train, evident in the fact that tye two trains share body shells, though the ICX has its running gear mounted under floor in all cars rather than with end-train mounted power cars, this gives the ICX to get up to speed quicker than the 2E2-9 whilst also allowing for quicker deceleration using the traction motors in an electro-dynamic-brake mode, which along with eddy current brakes mounnted on the bogie frames gives the IC-X excellent stopping power, shortenning the stopping distance by up 40% in full emergency brake conditions, furthermore the eddy current brake system is not affected by track conditions such as autumn leaf mulch lying on the rail head. Travelling at speeds in excess of 300km/h means that signals are quite simply a blur on the trackside, as a result the IC-X features in-cab signalling, bringing the signal directly to the driver display unit, this beings an increased degree of safety to the train which is further enhanced by an ATP system that should the driver not heed a red signal, the IC-X automatically puts the brakes on, bringing the train to a rapid stop using its standard and eddy current brake system.
With the Aurora Confederacy being primarily electrified with 10kv DC, and everywhere else having AC power, the IC-X has been designed for interoperability between the two voltage transmission types, however unlike the 2E2-9, the IC-X has the ability to switch over on-load meaning the driver can keep the power on when going through a change over zone.
With the high speed of the IC-X, a tilt mechanism has been installed, this tilt mechanism can be switched off where there are clearance issues in order to prevent damage to train or infrastructure, though when active the tilt mechanism means the train can corner up to 20% faster around corners than with the tilt system turned off without making passenger uncomfortable as they ride aboard the IC-X. Where some trains are capable of multiple running within type, the Orbis IC-X is designed to multiple run with other IC-X sets as well as 2E2-9 high speed trains, with up to 5 coupled sets possible, allowing for a single train up to 1 kilometer in length, all controlled by one driver.
Passenger areas of the ICX, unlike the 2E2-9 feature airline seating throughout the train with all seats being able to recline and featuring onboard video however first class cars have powered recline seating. Lighting throughout the train can also be specified to customer requirements but is available in LED as well as flourescent and comes in a range of soft tone colours to make passengers feel relaxed as the ICX shuttles them along to their destination in comfort and safety.
With all the systems in place to reduce the likelyhood of a crash, there is still the chance that a crash may occur involving an IC-X train, there is after all the human factor to consider and so because of this the IC-X is built to a high degree of crash worthiness. In the event of a collision, the train cars are designed with a high level of internal bracing to prevent deformation of the passenger areas, allowing the passenger area doors to still be able to be opened and allow for evacuation of the train.
Developed from the Earlier R-series trains, the Orbis R500 is packed with electronics and innovations as from the outset, the R500 offers passengers a smooth, quiet ride, whilst superior aerodynamics make the R500 slippery and quiet for people living close to the railway line, as part of the aerodynamics package, the end-most bogies under the cockpits of the control cars have aerodyamic shrouds over them to reduce turbulence induced noise, whilst the T-shaped pantographs slice through the air with minimal aerodyamic drag over traditional scissor type and two-arm type pantographs.
Propelling the Orbis R500 to its maximum speed of 370km/h are 64 traction motors, each with 0.38Mw of power, giving a total of 24.6Mw of power available for sustained operation, this high power enables the R500 to accellerate very quickly from a standing start. To bring the train to a stop, a combination of electrodynamic eddy current brakes and disc brakes are used, the primary high speed braking being the eddy current brakes which are capable of providing 90% of the brake force available, with the disc brakes only used through the lower end of the speed range once the R500 has decelerated below 80km/h. This means that the type has smooth braking throughout all of its speed range.
Further enhancing the ride is a hydraulic tilt mechanism that enables the R500 to lean into corners, allowing for 10% higher cornering speeds over conventional trains without affecting passenger comfort as the tilt mechanism reduces the percived centrifugal forces by the passengers, whilst yaw dampers between the cars improve stability further, improving safety, given the high speed of the R500, the control cabins of the R500 feature in-cab signalling to bring the signals straight to the driver as a signal will be a mere blur when travelling at speeds in excess of 300km/h. Keeping a close eye on the driver of the R500 there is a driver awareness button which needs to be pressed every 2 minutes, or on acknowlegement of a signal, failure to respond will activate the emergency brake system until the driver responds.
PTCC
This is a sophisticated control system that synchronises the traction motors and monitors all the on board parameters of the train, this system was developed initially by Genesis Aerosystems for the aircraft but adapted for use on the railway. It consists of 4 control computers, each one watching over the train as well as its 3 partner computers with each one retaining to shut a computer down if one of the computers develops a fault. PTCC also has signal recognition software, so to prevent a red signal being passed which is one of the main causes of train crashes according to historical statistics where drivers have failed to stop for a signal set at danger. PTCC works to prevent this by taking into integrating totally into the signalling system.
When it comes to aerodynamics, the Orbis R500 leads the way, carefully designed to slice its way through the air like a dart, this attention to aerodynamics also extends to the pantograph, which unlike the pantographs of the ICX family which are a double-arm type that forms a sideways V when raised, the pantograph of the R500 is a vertical lifting T-shaped pantograph with a fully faired vertical arm to maximise the aerodynamic efficiency of the pantograph. Operating on AC and DC overhead wires and DC third rail, the R500 can move between AC and DC overhead power, or between overhead and third rail supply whilst at speed without the need to slow down or coast over the change over as the sophisticated on board electronic control system allow on-load change overs.
Eddy Current Brake SystemThe Eddy Current system is based around two sets of electro magnets, one unit situated on the bogie frame, the second set surrounding an iron disc, these two brake systems work in conjunction with the wheel brakes to bring the R500 to a stop. At speeds over 100km/h, the rotary eddy current brake (REB) is used, whilst at speeds over 200km/h, the linear eddy current brake (LEB) is activated during braking. The LEB generates a powerful magnetic field that interracts with the track, increasing the drag of the train significantly and induces a deceleration rate that keeps the R500 within safe operation parameters. This means that a full on emergency stop can be performed in around half the distance of a regular TGV type train, giving a significant increase on safety. The Orbis R500 utilises two LEB units on each bogie, these are 10mm off the rail for maximum effiency and when activated give up to 25Mw of brake force depending on braking force needed whilst the axle mounted REB give around half that power but still capable of bringing the R500 to a swift deceleration.
Seating 1,324 passengers, the Orbis R500 has through-out airline type seating to maximise the passenger capacity of the type, 300 passengers sat in first class, seating 4 abreast with 1,124 passengers sat in a coach class arrangement that seats 5-abreast but still permitting plenty of legroom in the air conditioned cabins. If customers whish to have a dining car installed within the 16 car set, seating capacity is reduced by 100 persons in standard class due to the space taken up by the catering area within the dining car.
Seats in the first class cabins are electrically reclined whilst all coaches have two sets of lights, the pure white light for embarkation of the train, allowing passengers to see what they are doing, whilst on long night trips, the lights can be set to a light blue, giving a soft relaxing feel to the train, providing enough light yet not be overbright, allowing passengers to sleep without being disturbed by bright cabin lights, this can be further enhanced by the retracting blinds in the windows, these being electrically operated in first class!
At each end of the cars are passenger washrooms that are fully wheelchair access capable, with wide pneumatic operated doors provinding access between cabin and the vesibule areas, operation of these doors is by a press button situated on the side of the bulkhead adjacent to the door. When activated the doors glide silently into the bulkhead, with a pressure plate activating the closure mechanism and motion sensors situated across the doorway ensure that the doors do not close on passengers.
To cope with varying platform height, the coaches are equipped with retractable steps that can be set to extend to enable passengers to board from low level platforms, these retractable steps are operated by the train conductor, again to prevent injury the retractable steps are fitted with sensors that cause the system to stop if it senses a person standing in the way.
The Orbis R500 is also designed to be a safe train to travel in, the long aerodynamic nose is designed to act very much like the crumple zone of a car in the event of a collision, which when combined with the reinforced passenger cells in the main section of the train, the Orbis R500 series has a high degree of passenger safety, With car doors close to the ends of the cars, each train is equipped with a damping system that not only acts as a stabilisation system preventing car sway at high speed but also acts as a means of preventing carriage telescoping, which when combined with anti-rise jaws on each car end the R500 forms one extremely stable vehicle in the event of a train crash.
The 2E3-4 electric locomotive is designed for mixed traffic applications with multiple heading capability with 6 traction motors giving a total of 6.2Mw of power which is sufficient power to haul a 20-car freight train at 100km/h,or a 10 car passenger express at 140km/h. Heavier trains are not a problem with the 2E3-4 as the type is designed to operate either as a single locomotive or as part of a locomotive team.
As part of its climbing ability, the 2E3-4 is also fitted with a rack system that, in conjunction with a power output of 6.2 Megawatts, allows it to climb mountain gradients with consumate ease up to a gradient of 1 in 6 whilst hauling a heavy freight or passenger train. Being a mixed traffic locomotive, the 2E2-4 is also fitted with 415v 3-phase AC, 800v -1000v AC/DC electric train power supply for providing passenger carriages with power for lighting, heating Air conditioning and auxiliary systems.
Traction of the 2E3-4 class locomotive is controlled by 4 on board computers which work to reduce any wheelslip to a minimum and so thereby allowing a relatively quick accelleration from a standing start with a loaded train whether it be passenger or freight and with multi-voltage capability the 2E3-4 is also versitile as to where it can operate
Braking for the 2E3-4 is provided by 4 primary systems, electric brake actuation, where by an electric signal is sent to each wheel brake assembly, in order to operate a valve, pneumatic auxiliary, this is the standard backup system for the type, as the primary mode of actuation is the electronic brake system, however train brakes are provided primarily by air though for older stock the 2E3-4 has vacuum brakes where the operation is by suction rather than compression of air. Long down hill decents are controlled, not by air brakes but by electro-dynamic braking where the traction motors are used as the primary braking system, converting the forward motion of the train into heat energy. This is done by reversing the polarity of the current flow through the motors, thus adding resistance and slowing the train down.
With the Aurora Confederacy being primarily electrified with 10kv DC, and everywhere else having AC power, the 2E3-4 has been designed for interoperability between the two voltage transmission types, however unlike the 2E3-4 Prometheus has the ability to switch over on-load meaning the driver can keep the power on when going through a change over zone.
The Saturn class locomotive, powered by a 140 litre 12 cylinder sleeve valve diesel engine is designed primarily for freight trains however the type is equally at home hauling medium speed passenger trains. Like the electric Prometheus class locomotive, the Saturn features the ability to work in multiple head operations where several power units are coupled together to form one large power unit and controlled from the lead locomotive however multiple running capability is restricted to within class.
Traction for the Saturn is provided by 6 independently controlled traction motors providing a total power output of 2.9Mw, translating to 2.1Mw at the rail which when combined to the locomotive weight of 131tonnes, gives the Saturn plenty of power to haul a 2,500tonne freight train without assistance. The 6 independent traction motors are controlled through a central control bus consisting of 4 computers, this gives the type superior control, both at high speed and for low speed operations such as when taking a coal train through an unloading dock at a power station. The low speed control of the type can be set to speeds as low as 100m per hour (0.10km/h)which also makes the type ideal for hauling track ballasting trains.
Braking for the Saturn class is provided by means of traditional air disc brakes as well as electro-dynamic brakes where the traction motors are used to provide a degree of braking, this is an ideal feature when operating on challenging terrain where there are a lot of steep gradients as the dynamic brakes are able to take the load off the disc brakes, preventing brake fade. For train brakes, the Saturn is equipped with both air brakes for modern rolling stock as well as vacuum brakes for older rolling stock.
The Orbis 2E2-8 Rapier is designed for mixed traffic operations with multiple-heading capability with other electric locomotives such as the Prometheus. Though not as powerful as the larger 6-axle Prometheus, the Rapier will comfortably head a 10-car passenger express with ease, though unlike the Prometheus the type does not have a rack system built into the transmission so is limited to regular railroad gradients.
At the heart of the Rapier is the Orbis Dynamic Traction Control System which consists of 4 computer processors, these 4 computers work as one cohesive unit, providing a high degree of back up capability in the event of a failure of one of the 4 modules that controls the locomotive, allowing the Rapier to continue on its journey until a repair can be actioned, this keeps the rapier in service and reduces downtime due to electronics failure. This system is used across the Orbis range and was originally put to use with the various offerings from Genesis Aerosystems.
To bring the Rapier to a stop, high performance electro-pneumatic disc brakes are employed with built in anti-slip allowing for fast efficient braking, this is also augmented by the in-built feature of electrodynamic braking through the traction motors, this reverses the polarity of the motors, putting them into brake mode, allowing for fade-free braking over long down hill decents. For the train brake supply the Rapier is fitted with air only brakes rather than featuring older vacuum brakes.
Like the faster 2E2-9 and HST range, the Rapier features in-cab signalling, this brings signalling information directly into the cab making things easier for the driver and reducing the likely hood of a driver inadvertently passing a red signal, though in that event the Rapier is fitted with an automatic train protection system which applies the brakes if the driver passes a red signal.
Swift DMU-Interstar EMU- Railbus - Metrostar
Probably the most numerous type of train within the Aurora Confederacy, the 2D2-M series DMU is a no frills affair, simple, safe, reliable and comfortable, a versitile multiple unit that can link up several of its own type or similar DMU to form a longer train when peak times demand, and during off peak travel times, run as a two-car set.
Air suspension gives the 2D2-M a smooth ride whilst the 6 speed bi-directional automatic transmission gives the 2D2M1 brisk accelleration from a standing start, whilst its twin diesel engines are sufficent to propel the train to 140km/h for a distance of around 1,400km between refuelling. Each train car has its own engine, with the inner most wheeltruck driven by cardon-shafts from the gearbox, the front and rear wheeltrucks of each train are unpowered to reduce driveline drag and thereby increasing performance and fuel economy.
Interstar Standard Class
First Class Cabin
Related to the 2D2-M1 series of diesel commuter trains, the 2E2-M2 is a 4-car high density commuter set designed for inter-urban commuting. Like its related model, the 2E2-M2 "Interstar" sets are designed for multi unit capability where several sets can be coupled together to form one train, requiring only a single train crew where as some of the more aerodynamic DMU and EMU sets still require a conductor in each sub train that forms the consist due to lack of walk-through capability.
Each consist has 4 units, with power going to the 2 end cars and one of the intermediate cars, whilst the pantograph car remains un-powered, This, combined with relatively light weight single-shell design means that the Orbis Interstar can accellerate swiftly despite only having a modest 1.8 megawatt power output from its 6 traction motors, and with close-set power notches, the accelleration not just swift, but smooth as well. To bring the Interstar to a stop, there is the standard disc brake system with ABS and electro-dynamic braking system which uses the traction motors to bring the train to a stop.
Seating in the Interstar is simple, functional but comfortable with standard class seating 5 abreast and first class seating 4 or 3 abreast depending on customer specification. First Class is located usually at the no1 end of the train, but can be specified for a whole number of areas within the consist. For medium distance operations, a catering island can also be installed the end of either no2 or no3 cars depending on customer preference.
To keep passengers comfortable on their commutes, each car is fully air conditioned and fitted with a powerful electric heating system for colder climates, allowing for a comfortable passenger environment, whilst to allow for disable access, the main doors are a double-pug type and have sufficient clearance for a wheelchair, a feature that is also carried though to the on board toilet facilities on the train.
Other options
Through-out airline type seating
Throughout table seating
Ceiling mounted video screens for express operators
Interstar trains are designed for AC or DC pantograph operation however 750v DC Third rail is also an option
Developed from the Pantograph only Interstar, the Interstar TR features all of the features of the all overhead Interstar though to differentiate the TR model from the standard Interstar, the car-ends have had a restyle.
Fully type connectable with the 2D2-M Swift, the 1D2-1 Railbus is designed for low density operations and branch line working. Access to the cars is through 6 side-mounted bi-fold doors, 3 per side, giving access to the passenger cabins which seat 102 with 2 wheelchair spaces.
Transmission for the type consists of 2 12 litre sleeve valve diesel engines driving a generator system with each axle driven electrically rather than mechanically, this gives the type brisk accelleration, whilst a modest weight 48 tonnes means the type is ideal for light tracks that are not suitable for heavier trains. Passenger cabins are fitted with a powerful heating system that can keep the cabin warm in the coldest of conditions, though these are not fitted with air conditioning, instead using opening windows and fans to provide cooling in summer weather.
Designed for the modern subway system, the Metrostar is equally at home working deep level subway systems as well as mixed surface and underground subway systems, providing a smooth ride to commuters thanks to its active air suspension system.
At the heart of the metrostar is a 1.2Mw power system, giving the Metrostar excellent accelleration from a standing start, this power is provided by AC traction motors thanks to inverted power supply from the DC pickups which are available in third rail where the neutral of the circuit is provided by the traction rails or 4-rail systems where the conductor rails are totally seperate to the traction rails. Power control is provided by a fully digital control system which is switchable between manual and automatic modes.Interior of the Metrostars feature sideways facing seats against the car sides, providing a large floor area to maximise space for standing passengers, allowing for over 1,200 passengers to be carried aboard each Metrostar during peak travel times, however seating in conventional airline type layouts can be provided at a reduced seating capacity. Each car has 2 doors per side which are of the sliding type, sliding along the exterior face of the cars, ans when fully open, the doors provide space for 2 wheel chair users to pass with ease, whilst the intermediate ends also have walk through gangways like a conventional mainline railcar, allowing passengers to move around the car as needed, and to assist passengers with their journey, each Metrostar can be specified with an automated station announcment system that announces the forthcoming station, in addition to this, LED Dot Matrix signs are also available. For passenger security, each train comes with as standard a CCTV system that uses high definition cameras, with up to 8 cameras per car available, covering all doors and looking down the cars including the vestbiule areas between cars.
Interior lighting
Each Metrostar is equipped with LED lights or Flourescent lights depending on customer requirement, providing plenty of interior light for passengers, especially ideal when the type is operating on underground lines, as incandescent lights are somewhat dimmer than flourescent lights, Driving areas are provided with switchable LED lights, allowing the driver to work with lights out in order to see trackside signals in the dark tunnels.
External lights Halogen white lights and LED red lights to signify direction od travel, with sequenced flash capability and orange strobes when operating in depot areas, giving warning to people who are working around the depot area.
Designed for medium to high speed trains up to a service speed of 200km/h, (125mph), the Galaxy passenger is a third generation passenger car that is built with a fully monocoque construction giving light weight and high strength making it one of the safest passenger cars in its class. Each carriage features its own 3-phase inverted power supply and independent air conditioning system with the condenser equipment mounted in the fully faired in under-body which resultsin a clean uncluttered appearance with excellent aerodynamics.
These carriages form the backbone of the the locomotive hauled passenger stock used within the Aurora Confederacy and are famed for their smooth ride thanks to dual - layer suspension system, and a quiet ride thanks to sound insulation and double glazing and disc brakes as opposed to clasp brakes used on earlier coaches where the wheel face formed the braking surface.
The Galaxy is available in several formats, these being first class, coach class, restaurant, first class sleeper and coach class sleeper. Apart from the restaurant car, all car layouts have a luggage rack and a toilet at each end, (the restaurant car has just one luggage rack and one toilet installed at one end of the train). To aid passenger movement through a consist, the doors that lead into the vestibule areas of the Galaxy coach are operated pneumatics, this mechanism can be operated either by pressure pad in the floor or touch-pad in the door unit, exterior doors come in electro-pneumatic plug operation with central locking, preventing them from being opened whilst the train is on the move, the control for these doors is located on the door unit of the exterior of the train and the end bulkhead on the interior of the train.
Lighting in the passenger areas of the cars is by warm white or light blue LED lighting technology with warm white LED lighting in the washrooms and vestbule areas, this allows passengers to feel comfortable and relaxed as they ride in the cars, whilst the use of LEDs for the primary lighting system means less power is used over conventional fillament and flourescent lighting, resulting in significantly reduced load on the power generation system of the train.
LUXURY TRAINS
There are times when heads of state may choose to travel by rail, Orbis is now catering to that development, offering royal packages to allow your head of state, be he or she a ruling monarch or a federal president, the ability to travel across country in total luxury whilst being able to remain in contact with his or her government. Royal packages are custom designed and come fully equipped, and can be based on the following vehicles:
- 2E2-9 TGV - both variants
- IC-X
- R500
- Galaxy passenger coach (the reccomended option)
- Cape Express
Royal/presidential train packages come in 8 car units, featuring two state cars, with full size bathroom suite a catering & dining car, 2 lounge cars, 2 VIP cars and a crew car, communications packages can be installed however for this Orbis will ship the cars to your nation without the communications systems installed however the wiring will be ready to allow these items to be installed by the recieving government under the grounds of your soverign security as a foreign contractor we fully understand the reasons for secrecy, everything else however will be fully pre installed.
Cost: base cost of carriage / set+ 50%
When it comes to freight cars, Obris produces them specific to customer requirements, featuring traditional 3-chain link couplings a swell as clasp couplers like north-American equipment usually comes with. These units are all built with the same attention to detail and feature disc brakes or wheel tread brakes depending on your requirements.
Generally these are built to a height of 4m and a width of 2.8 to 3m depending on your loading gauge, though come in a variety of lengths which can be specified by customer requirements. Our products include Auto-racks, flat cars, refrigerated cars, box cars, tank cars, all offered in two axle rigid format or bogie truck cars so there is a freight car available for your requirements with ALL gauges covered from 1,000mm all the way to 1800mm.
Meteor
Harking back to the golden age of rail travel, the Meteor is a large heavy passenger locomotive, its 4-8-4 wheel configuration and large tender give the type a large presence on the railroad, its multi jet, multi tube firebox is designed to be as efficient as possible, making full use of the oil fuel in order to generate steam, which thanks to radiators on the tender unit, the steam is re condensed into water for recycling, increasing the water range of the locomotive over a traditional steam locomotive.
The Meteor is perfectly at home on fast passenger routes in nations which do not have the infrastructure for diesel or electric locomotives, or hauling tourist trains across scenic areas of a railroad network making it an asset for any self respecting railway that wishes to maximise its income with tourism.
