Los Rios Group - 2011 Locomotive & HST Line Up

[Vitaphone Racing]

Freight Locomotives
General Purpose Locomotives
Fast Passenger Service Locomotives
High Speed Trainsets
Passenger Cars

[Vitaphone Racing]

Freight Locomotives

LR550-H Alcantara Series III

The LR550-H is a large, high power, heavy freight locomotive, designed for slow and medium speed freight service, pulling loads in excess of fifteen thousand tonnes.

The LR550-H is powered by a twenty cylinder opposed piston diesel with a bi-turbochager system, displacing over fifty litres and producing 4000kw. An opposed piston was selected because of its capability to employ compression ratios which are appreciably higher than those of conventional piston engines. An opposed piston engine mounts two pistons at each end of a cylinder, driving two different crank shafts. The weakest point of a cylinder block is the zenith of the cylinder; something that is missing on the opposed piston as the concave cylinder wall is replaced by another piston. Two pistons utilize the same inlet and exhaust valves.

Naturally, the compression ratio is very high, of 25:1. This is lower than other opposed piston diesels due to the use of direct fuel injection and commonrail technology. The DD020-XX can shut down 16 of its cylinders when it is at idle, leaving four remaining, resulting in much improved fuel economy for stop/start routes. Commonrail technology allows the cylinders to be re-fired almost instantaneously without an extended warming or cranking period as common with other large diesels. The engine also employs a dual stage particle filter on the exhaust, bring it into compliance with strict emissions laws.

The power generated by the engine is used to drive a three-phase brushless alternator. The three phase electrical supply is rectified to DC to supply a pulse width modulator, which in turn generates a three phase electrical supply to the induction traction motors, the four traction motors being connected in parallel. Because the LR550-H is a six axle Co-Co locomotive, it uses one pulse width modulator per bogey amounting to two in total.

Pulse-width modulation (PWM) is a commonly used technique for controlling power to inertial electrical devices, made practical by modern electronic power switches.

Electrical taps from the main DC power supply also provide power to other electronically controlled power supplies including those that power the cooling fans (also known as 'blowers') at 440V 3phase 60Hz. The power supply for passenger operations (coach heating, lighting etc.) is optional and is located separately under the main frame whereas the rest of the electronic equipment is mounted in the body of the vehicle. This is available upon special request.

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.

The frame of the LR550-H is mainly constructed of high-density steel, with the upper most parts of the frame being constructed of lighter magnesium-alloy to save weight, not so much to improve performance but to lower the centre of gravity of the locomotive. The locomotive is designed to be made of as few parts as possible, and is of modular construction, with separate components (engine, electronics etc.) kept in separately fabricated units and are designed to be easily replaceable. The chassis is in steel beams with bent steel foils as coverings, except for the upper part in aluminium and the front shields in composite plastics. The front of the two control cabs have two characterizing "masks", made by thermoforming technology. The chassis is solid and compact, well isolated and responding to the strict standards of comfort needed by the new work laws.

The LR550-H also has sound-deadening covers fitted standard on the inside of the body panels covering the engine, reducing the noise which may have a derogatory impact on any settlements this locomotive may happen to tear through at speed. For extra returns, an additional cover may be fitted directly to the engine, however this should be removed before undergoing mantinence on the engine itself.

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 locomotive.

The cabin of the LR550-H has accommodation for two drivers, featuring several crew ammenities along with the latest technology for railways. A small fold out bed is provided to the rear of the cabin, seperated by a thin slide-aside partition from the cockpit. Because of the close proximity of the sleeping quarters to the generator, additional sound proofing is provided. Adjacent to the bed is a small bathroom with wash basin and toilet. When the bed is folded away, it becomes a bench seat which may be used by the non-driving crew member. A refrigerator, microwave and 21" LCD screen with DVD player is fitted standard, additional features are available upon request or can be fitted by the purchaser.

The control console is made up of three different but similar parts, to follow varying national laws laws. Movement controls are duplicated on both the left and right and on the right side a third monitor is used for operation in nations where the main direction of travel on multiple track lines is the opposite from that of others for cross border operations. An on-board computer chooses the active controls, giving priority to one or another based on the electric frequency. The cabs are connected by a corridor, and have climate controls, while in the central body of the locomotive all the technical equipment that can be reached easily from the corridor are placed. The whole electric and electronic systems have a self-control system.

The lighting system of the LR550-H is a powerful bi-xenon display, featuring the SmartLight system. There are three banks of lights, two either side of the cabin working as running-lights and also as night-time lights. The third is a powerful overhead display, working only as a 'high-beam' light on long desolate streches of railroad. The reason this can't be used in normal service is due to the fact this light is capable of blinding oncoming trains with its brilliant blue light.

Smartlight is the system which controls exterior and interior lighting for the train. Smartlight controls where the headlamps point, how long they remain on for and the subsequent beam they give. When the locomotive is in motion, Smartlight will angle the inner beam of each headlamp (there are two beams per head lamp) to follow the rail ahead, allowing the driver to see where he is going as opposed to where he was going. This system is essentially pulled off road going cars and applied to railroads.

Clearskies is a system in which the locomotive will act to keep visability at its peak. Clearskies is an automatic system which controls the windshield wipers and defogging system to keep any obstructions to visability from taking effect. If the Clearskies system detects vapour on the inside of the windshield, it will use its own integrated defogging system to clear the vapour without effecting the temperature inside the car. At the same time, the windshield wipers will automatically ajust the period and speed of rotation to keep the winshield free of rain, mud and other obstructions.

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.

Operating Limits

Only in Temperatures between -4 and 55 degrees Celsius. Only cleared to work at below 7000 metres

Gauge	1435mm
Axle arrangement	Co —Co
Wheel Diameter	1150mm

Calculated Gross Weight

130 tonnes

Engine	Forza DD020-X
Max Power	4000kw
Transmission	AC - DC - AC Drive

Continuous Effort	450kN
Max Starting Effort	575kN
Never Exceed Speed	140km/h
Maximum Service Speed	110kmh
Continuous Speed	60kmh

Min. Negotiation Curve Radius	130m
Wheelbase	1850mm
Bogie Wheelbase	3640mm
Total Wheelbase	16000mm

Locomotive Dimensions

Length	23240mm
Width	3070mm
Height	4650mm
Capacity of fuel tank	10750L

Price: $3,850,000 per unit

[Vitaphone Racing]

General Purpose Locomotives

LR575-M Carada Series II

The Carada is an entry level diesel locomotive, designed soley for routes where speed and tonnage aren't important but efficiency is everything. Because of this, the Carada is one of the most fuel efficient locomotives available today, offering brilliant value for money. The LR575-M is a versatile mixed traffic locomotive, capable of hauling passengers or freight at medium speeds across short and medium distances

The LR575-M is powered by a sixteen cylinder opposed piston diesel with a bi-turbochager system, displacing over fifty litres and producing 3000kw. An opposed piston was selected because of its capability to employ compression ratios which are appreciably higher than those of conventional piston engines. An opposed piston engine mounts two pistons at each end of a cylinder, driving two different crank shafts. The weakest point of a cylinder block is the zenith of the cylinder; something that is missing on the opposed piston as the concave cylinder wall is replaced by another piston. Two pistons utilize the same inlet and exhaust valves.

Naturally, the compression ratio is very high, of 25:1. This is lower than other opposed piston diesels due to the use of direct fuel injection and commonrail technology. The DD020-XX can shut down 16 of its cylinders when it is at idle, leaving four remaining, resulting in much improved fuel economy for stop/start routes. Commonrail technology allows the cylinders to be re-fired almost instantaneously without an extended warming or cranking period as common with other large diesels. The engine also employs a dual stage particle filter on the exhaust, bring it into compliance with strict emissions laws.

The power generated by the engine is used to drive a three-phase brushless alternator. The three phase electrical supply is rectified to DC to supply a pulse width modulator, which in turn generates a three phase electrical supply to the induction traction motors, the four traction motors being connected in parallel. Because the LR575-M is a four axle Bo-Bo locomotive, it need one pulse width modulator to power both bogeys.

Pulse-width modulation (PWM) is a commonly used technique for controlling power to inertial electrical devices, made practical by modern electronic power switches.

Electrical taps from the main DC power supply also provide power to other electronically controlled power supplies including those that power the cooling fans (also known as 'blowers') at 440V 3phase 60Hz. The power supply for passenger operations (coach heating, lighting etc.) is optional and is located separately under the main frame whereas the rest of the electronic equipment is mounted in the body of the vehicle. This is available upon special request.

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 frame of the LR575-M is mainly constructed of high-density steel, with the upper most parts of the frame being constructed of lighter magnesium-alloy to save weight, not so much to improve performance but to lower the centre of gravity of the locomotive. The locomotive is designed to be made of as few parts as possible, and is of modular construction, with separate components (engine, electronics etc.) kept in separately fabricated units and are designed to be easily replaceable. The chassis is in steel beams with bent steel foils as coverings, except for the upper part in aluminium and the front shields in composite plastics. The front of the two control cabs have two characterizing "masks", made by thermoforming technology. The chassis is solid and compact, well isolated and responding to the strict standards of comfort needed by the new work laws.

The LR575-M also has sound-deadening covers fitted standard on the inside of the body panels covering the engine, reducing the noise which may have a derogatory impact on any settlements this locomotive may happen to tear through at speed. For extra returns, an additional cover is fitted directly to the engine, however this should be removed before undergoing mantinence on the engine itself. This makes the LR575-M exceptionally quiet and suitable for use in built up areas.

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 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 4 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 locomotive.

The control console is made up of three different but similar parts, to follow varying national laws laws. Movement controls are duplicated on both the left and right and on the right side a third monitor is used for operation in nations where the main direction of travel on multiple track lines is the opposite from that of others for cross border operations. An on-board computer chooses the active controls, giving priority to one or another based on the electric frequency. The cabs are connected by a corridor, and have climate controls, while in the central body of the locomotive all the technical equipment that can be reached easily from the corridor are placed. The whole electric and electronic systems have a self-control system.

The lighting system of the LR575-M is similar to the LR550-H, but lacking the overhead beam. The system is a powerful bi-xenon display, featuring the SmartLight system. There are three banks of lights, two either side of the cabin working as running-lights and also as night-time lights.

Smartlight is the system which controls exterior and interior lighting for the train. Smartlight controls where the headlamps point, how long they remain on for and the subsequent beam they give. When the locomotive is in motion, Smartlight will angle the inner beam of each headlamp (there are two beams per head lamp) to follow the rail ahead, allowing the driver to see where he is going as opposed to where he was going. This system is essentially pulled off road going cars and applied to railroads.

Clearskies is a system in which the locomotive will act to keep visability at its peak. Clearskies is an automatic system which controls the windshield wipers and defogging system to keep any obstructions to visability from taking effect. If the Clearskies system detects vapour on the inside of the windshield, it will use its own integrated defogging system to clear the vapour without effecting the temperature inside the car. At the same time, the windshield wipers will automatically ajust the period and speed of rotation to keep the winshield free of rain, mud and other obstructions.

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.

Operating Limits

Only in Temperatures between -4 and 55 degrees Celsius. Only cleared to work at below 7000 metres

Gauge	1435mm
Axle arrangement	Bo —Bo
Wheel Diameter	1150mm

Calculated Gross Weight

90 tonnes

Engine	Forza DD016-X
Max Power	3000kw
Transmission	AC - DC - AC Drive

Continuous Effort	350kN
Max Starting Effort	465kN
Never Exceed Speed	180km/h
Maximum Service Speed	140kmh
Continuous Speed	110kmh

Min. Negotiation Curve Radius	130m
Wheelbase	1850mm
Bogie Wheelbase	3640mm
Total Wheelbase	16000mm

Locomotive Dimensions

Length	20240mm
Width	2970mm
Height	4250mm
Capacity of fuel tank	7750L

$3,250,000 Per Unit

LR-E88-M Vale Electric Series III

The LR-E88-M is a high powered electric locomotive designed for mixed traffic operations at slow and medium speeds.

The LR E88-M has four very powerful three-phase asynchronous traction motors, 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 5000kw, with 4000kw available on 15kV AC supply.

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.

The frame of the LR E88-M is mainly constructed of high-density steel, with the upper most parts of the frame being constructed of lighter magnesium-alloy to save weight, not so much to improve performance but to lower the centre of gravity of the locomotive. The locomotive is designed to be made of as few parts as possible, and is of modular construction, with separate components (engine, electronics etc.) kept in separately fabricated units and are designed to be easily replaceable. The chassis is in steel beams with bent steel foils as coverings, except for the upper part in aluminium and the front shields in composite plastics. The front of the two control cabs have two characterizing "masks", made by thermoforming technology. The chassis is solid and compact, well isolated and responding to the strict standards of comfort needed by the new work laws.

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 locomotive.

The control console is made up of three different but similar parts, to follow varying national laws laws. Movement controls are duplicated on both the left and right and on the right side a third monitor is used for operation in nations where the main direction of travel on multiple track lines is the opposite from that of others for cross border operations. An on-board computer chooses the active controls, giving priority to one or another based on the electric frequency. The cabs are connected by a corridor, and have climate controls, while in the central body of the locomotive all the technical equipment that can be reached easily from the corridor are placed. The whole electric and electronic systems have a self-control system.

The lighting system of the LR E88-M is a powerful bi-xenon display, featuring the SmartLight system not unlike the LR575-M. There are two banks of lights, two either side of the cabin working as running-lights and also as night-time lights. The overhead light is not fitted on the LR E88-S

Smartlight is the system which controls exterior and interior lighting for the train. Smartlight controls where the headlamps point, how long they remain on for and the subsequent beam they give. When the locomotive is in motion, Smartlight will angle the inner beam of each headlamp (there are two beams per head lamp) to follow the rail ahead, allowing the driver to see where he is going as opposed to where he was going. This system is essentially pulled off road going cars and applied to railroads.

Clearskies is a system in which the locomotive will act to keep visability at its peak. Clearskies is an automatic system which controls the windshield wipers and defogging system to keep any obstructions to visability from taking effect. If the Clearskies system detects vapour on the inside of the windshield, it will use its own integrated defogging system to clear the vapour without effecting the temperature inside the car. At the same time, the windshield wipers will automatically ajust the period and speed of rotation to keep the winshield free of rain, mud and other obstructions.

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.

Price: $2.75 million per unit

Rating Voltage	3kV
Gauge	1,435mm
Axle Arrangement	Bo-Bo

Service Weight	105 tonnes
Total Wheelbase	13,890mm
Width	3020mm
Length	20,032mm
Height (pantograph lowered)	4,640mm

Generators	2x Thales GZ135
Installed Power	7000kw
Transmission Mode	AC-DC-AC Drive

Never Exceed Speed	240kmh
Continuous Rated Speed	150km/h
Max Running Speed	200km/h

Starting Traction Effort	264kN
Continuous Traction Effort	206kN

Brakes	Compressed Air (all wheel)
Electric Brake Mode	Regenerative Brake
Brake Power	4,400kW

[Vitaphone Racing]

Fast Passenger Service Locomotives

LR650-S Torsion Series II

The LR650-S is a large, high powered locomotive designed for fast passenger service on long routes, hauling thousands of tonnes worth of passenger cars.

The streamlined body and advanced aerodynamic package of the LR650-S is partly responsible for the sharp increase in service speeds over the LR550-H, despite sharing much running gear between the two locomotives. The LR650-S returns a Co-Efficient of Drag of a relatively low 0.36, making it far more aerodynamic than typical diesel engines. This greatly improves fuel economy when the LR650-S is travelling at its top service speed of 250km/h.

The LR650-S is powered by a twenty cylinder opposed piston diesel with a bi-turbochager system, displacing over fifty litres and producing 4000kw, which is shared with the LR550-H. An opposed piston was selected because of its capability to employ compression ratios which are appreciably higher than those of conventional piston engines. An opposed piston engine mounts two pistons at each end of a cylinder, driving two different crank shafts. The weakest point of a cylinder block is the zenith of the cylinder; something that is missing on the opposed piston as the concave cylinder wall is replaced by another piston. Two pistons utilize the same inlet and exhaust valves.

Naturally, the compression ratio is very high, of 25:1. This is lower than other opposed piston diesels due to the use of direct fuel injection and commonrail technology. The DD020-XX can shut down 16 of its cylinders when it is at idle, leaving four remaining, resulting in much improved fuel economy for stop/start routes. Commonrail technology allows the cylinders to be re-fired almost instantaneously without an extended warming or cranking period as common with other large diesels. The engine also employs a dual stage particle filter on the exhaust, bring it into compliance with strict emissions laws.

The power generated by the engine is used to drive a three-phase brushless alternator. The three phase electrical supply is rectified to DC to supply a pulse width modulator, which in turn generates a three phase electrical supply to the induction traction motors, the four traction motors being connected in parallel. Because the LR650-S is a six axle Co-Co locomotive, it uses one pulse width modulator per bogey amounting to two in total.

Pulse-width modulation (PWM) is a commonly used technique for controlling power to inertial electrical devices, made practical by modern electronic power switches.

Electrical taps from the main DC power supply also provide power to other electronically controlled power supplies including those that power the cooling fans (also known as 'blowers') at 440V 3phase 60Hz. The power supply for passenger operations (coach heating, lighting etc.) is fitted standard unlike other diesel locomotives and is located separately under the main frame whereas the rest of the electronic equipment is mounted in the body of the vehicle.

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.

The frame of the LR650-S is mainly constructed of high-density steel, with the upper most parts of the frame being constructed of lighter magnesium-alloy to save weight, not so much to improve performance but to lower the centre of gravity of the locomotive. The locomotive is designed to be made of as few parts as possible, and is of modular construction, with separate components (engine, electronics etc.) kept in separately fabricated units and are designed to be easily replaceable. The chassis is in steel beams with bent steel foils as coverings, except for the upper part in aluminium and the front shields in composite plastics. The front of the two control cabs have two characterizing "masks", made by thermoforming technology. The chassis is solid and compact, well isolated and responding to the strict standards of comfort needed by the new work laws.

The LR650-S also has sound-deadening covers fitted standard on the inside of the body panels covering the engine, reducing the noise which may have a derogatory impact on any settlements this locomotive may happen to tear through at speed. For extra returns, an additional cover may be fitted directly to the engine, however this should be removed before undergoing mantinence on the engine itself.

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 locomotive.

The cabin of the LR650-S has accommodation for two drivers, featuring several crew ammenities along with the latest technology for railways. A small fold out bed is provided to the rear of the cabin, seperated by a thin slide-aside partition from the cockpit. Because of the close proximity of the sleeping quarters to the generator, additional sound proofing is provided. Adjacent to the bed is a small bathroom with wash basin and toilet. When the bed is folded away, it becomes a bench seat which may be used by the non-driving crew member. A refrigerator, microwave and 21" LCD screen with DVD player is fitted standard, additional features are available upon request or can be fitted by the purchaser.

The control console is made up of three different but similar parts, to follow varying national laws laws. Movement controls are duplicated on both the left and right and on the right side a third monitor is used for operation in nations where the main direction of travel on multiple track lines is the opposite from that of others for cross border operations. An on-board computer chooses the active controls, giving priority to one or another based on the electric frequency. The cabs are connected by a corridor, and have climate controls, while in the central body of the locomotive all the technical equipment that can be reached easily from the corridor are placed. The whole electric and electronic systems have a self-control system.

The lighting system of the LR650-S is a powerful bi-xenon display, featuring the SmartLight system not unlike the LR550-H. There are three banks of lights, two either side of the cabin working as running-lights and also as night-time lights. The third is a powerful overhead display, working only as a 'high-beam' light on long desolate streches of railroad. The reason this can't be used in normal service is due to the fact this light is capable of blinding oncoming trains with its brilliant blue light.

Smartlight is the system which controls exterior and interior lighting for the train. Smartlight controls where the headlamps point, how long they remain on for and the subsequent beam they give. When the locomotive is in motion, Smartlight will angle the inner beam of each headlamp (there are two beams per head lamp) to follow the rail ahead, allowing the driver to see where he is going as opposed to where he was going. This system is essentially pulled off road going cars and applied to railroads.

Clearskies is a system in which the locomotive will act to keep visability at its peak. Clearskies is an automatic system which controls the windshield wipers and defogging system to keep any obstructions to visability from taking effect. If the Clearskies system detects vapour on the inside of the windshield, it will use its own integrated defogging system to clear the vapour without effecting the temperature inside the car. At the same time, the windshield wipers will automatically ajust the period and speed of rotation to keep the winshield free of rain, mud and other obstructions.

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.

Operating Limits

Only in Temperatures between -4 and 55 degrees Celsius. Only cleared to work at below 7000 metres

Gauge	1435mm
Axle arrangement	Co —Co
Wheel Diameter	1150mm

Calculated Gross Weight

130 tonnes

Engine	Forza DD020-X
Max Power	4100kw
Transmission	AC - DC - AC Drive

Continuous Effort	452kN
Max Starting Effort	575kN
Never Exceed Speed	280km/h
Maximum Service Speed	250kmh
Continuous Speed	250-100kmh

Min. Negotiation Curve Radius	130m
Wheelbase	1850mm
Bogie Wheelbase	3640mm
Total Wheelbase	15200mm

Locomotive Dimensions

Length	22520mm
Width	3100mm
Height	4100mm
Capacity of fuel tank	9700L

Price: $4 million per unit

LR-E100-S Century

The LR-E100-S is a high powered electric locomotive designed for fast passenger operations at high speeds.

The extremely aerodynamic body of the LR-E100-S Century has been optimized for the air resistance encoutered at speeds of 300km/h, with as little equipment on the outside of the train as possible to keep the train impeccably streamlined and with a startling low co-efficient of drag. Aerodynamics is important for high speed trains as it means that they do not need to rely on obscenely high power to reach their intended speeds, not to mention reducing the demand on the power supply.

The LR-E100-S has four very powerful three-phase asynchronous traction motors, 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 an immense 7000kw, with 4500kw available on 15kV AC supply, making the Century one of the most powerful electric locomotives ever to see service

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.

The frame of the LR-E100-S is mainly constructed of high-density steel, with the entire upper half of the frame being constructed of lighter magnesium-alloy to save weight, not so much to improve performance but to lower the centre of gravity of the locomotive. When travelling around corners at speeds in excess of 200km/h, the last thing you want is the train to be overly heavy at the top. Having a low centre of gravity keeps the train from banking too steeply around fast turns.

The locomotive is designed to be made of as few parts as possible, and is of modular construction, with separate components (engine, electronics etc.) kept in separately fabricated units and are designed to be easily replaceable. The chassis is in steel beams with bent steel foils as coverings, except for the upper part in aluminium and the front shields in composite plastics. The front of the two control cabs have two characterizing "masks", made by thermoforming technology. The chassis is solid and compact, well isolated and responding to the strict standards of comfort needed by the new work laws.

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 4 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 locomotive.

The control console is made up of three different but similar parts, to follow varying national laws laws. Movement controls are duplicated on both the left and right and on the right side a third monitor is used for operation in nations where the main direction of travel on multiple track lines is the opposite from that of others for cross border operations. An on-board computer chooses the active controls, giving priority to one or another based on the electric frequency. The cabs are connected by a corridor, and have climate controls, while in the central body of the locomotive all the technical equipment that can be reached easily from the corridor are placed. The whole electric and electronic systems have a self-control system.

The lighting system of the LR-E100-S is a powerful bi-xenon display, featuring the SmartLight system not unlike the LR575-M. There are two banks of lights, two either side of the cabin working as running-lights and also as night-time lights. The overhead light is not fitted on the LR-E100-S

Smartlight is the system which controls exterior and interior lighting for the train. Smartlight controls where the headlamps point, how long they remain on for and the subsequent beam they give. When the locomotive is in motion, Smartlight will angle the inner beam of each headlamp (there are two beams per head lamp) to follow the rail ahead, allowing the driver to see where he is going as opposed to where he was going. This system is essentially pulled off road going cars and applied to railroads.

Clearskies is a system in which the locomotive will act to keep visability at its peak. Clearskies is an automatic system which controls the windshield wipers and defogging system to keep any obstructions to visability from taking effect. If the Clearskies system detects vapour on the inside of the windshield, it will use its own integrated defogging system to clear the vapour without effecting the temperature inside the car. At the same time, the windshield wipers will automatically ajust the period and speed of rotation to keep the winshield free of rain, mud and other obstructions.

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.

Price: $5.75 million per unit

Rating Voltage	3kV
Gauge	1,435mm
Axle Arrangement	Bo-Bo

Service Weight	95 tonnes
Total Wheelbase	13,890mm
Width	3020mm
Length	20,032mm
Height (pantograph lowered)	4,640mm

Generators	2x Thales GZ140
Installed Power	7000kw
Transmission Mode	AC-DC-AC Drive

Never Exceed Speed	340kmh
Continuous Rated Speed	250km/h
Max Running Speed	300km/h

Starting Traction Effort	364kN
Continuous Traction Effort	226kN

Brakes	Compressed Air (all wheel)
Electric Brake Mode	Regenerative Brake
Brake Power	5,200kW

[Vitaphone Racing]

Highspeed Trainsets

LR-E420-HS Tyhpoon Super High Speed Train

The Typhoon is an extremely powerful high speed electric trainset, capable of speeds in excess of 400km/h. In a rail world endangered by air travel, the Typhoon proves to the world the future of fast intercity passenger service does not necessarily lie in the sky. Unlike an airliner, the Typhoon doesn't wait around on the tarmac and leaves at a moments notice. The Typhoon isn't effected by storms and doesn't burden its occupants with the effects of motion sickness. For fast intercity passenger service which all can afford and all can sit in comfort, do not look past the impressive Typhoon from Los Rios.

The extremely aerodynamic body of the Typhoon has been optimized for the air resistance encoutered at speeds of 300km/h, with as little equipment on the outside of the train as possible to keep the train impeccably streamlined and with a startling low co-efficient of drag. Aerodynamics is important for high speed trains as it means that they do not need to rely on obscenely high power to reach their intended speeds, not to mention reducing the demand on the power supply.

The Typhoon uses twenty-four very powerful three-phase asynchronous traction motors, with an electronic digital traction system based on experience on previous electric 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.
Two traction motors are placed in each of the cars which power one bogey rather than two larger traction motors in each of the lead cars. This increases efficiency, reliability of the trainset and amounts for an overall smoother operation by saving space which would normally be taken up by a large motor and generator. On a suitable power supply, each motor is capable of yielding 1MW.
The resulting output on 3kV power supply is an immense 24000kw, with 18000kw available on 15kV AC supply, allowing the Typhoon its 400km/h top speed.

Pantographs are single-armed "Y" shaped with two pantographs mounted on each of the lead cars, giving four pantographs in total although only two are ever employed at the one time. 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.

The suspension of the Typhoon is made up of constantly variable airsprings, keeping the trainset in optimal contact with the rails at all time. This prevents the train from dipping out at the bottom of the hill or lurching at the zenith of elevation. The suspension also provides passengers with a smooth ride.

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 4 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 locomotive.

The control console is made up of three different but similar parts, to follow varying national laws laws. Movement controls are duplicated on both the left and right and on the right side a third monitor is used for operation in nations where the main direction of travel on multiple track lines is the opposite from that of others for cross border operations. An on-board computer chooses the active controls, giving priority to one or another based on the electric frequency. The cabs are connected by a corridor, and have climate controls, while in the central body of the locomotive all the technical equipment that can be reached easily from the corridor are placed. The whole electric and electronic systems have a self-control system.

The cockpit of the Tyhpoon 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 Hitachi's onboard computer will also regulate the cabin climate for the whole train keeping it at a preset climate, usually preset by the driver.

The lighting system of the Tyhpoon is a powerful bi-xenon display, featuring the SmartLight system. There are two banks of lights, two either side of the cabin working as running-lights and also as night-time lights. The powerful overhead light can penetrate up to fifty metres in front of the train, illuminating a ten metre wide arc with its brilliant blue light.

Smartlight is the system which controls exterior and interior lighting for the train. Smartlight controls where the headlamps point, how long they remain on for and the subsequent beam they give. When the locomotive is in motion, Smartlight will angle the inner beam of each headlamp (there are two beams per head lamp) to follow the rail ahead, allowing the driver to see where he is going as opposed to where he was going. This system is essentially pulled off road going cars and applied to railroads.

Clearskies is a system in which the locomotive will act to keep visability at its peak. Clearskies is an automatic system which controls the windshield wipers and defogging system to keep any obstructions to visability from taking effect. If the Clearskies system detects vapour on the inside of the windshield, it will use its own integrated defogging system to clear the vapour without effecting the temperature inside the car. At the same time, the windshield wipers will automatically ajust the period and speed of rotation to keep the winshield free of rain, mud and other obstructions.

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.

Because of its design as a train set and not as a locomotive, the Typhoon conists wof ten passenger cars as well as the two power cars at each end of the train set. These carriages cannot be removed from the trainset without unintsallation, nor can any additional carriages although they can be seperated for mantinence and transport purposes.

The Tyhpoon can come in several specification levels. Private spec. will outfit the cars with private cabins, Luxury Spec trades 5 seat wide rows for 4 seats wide, allowing passengers to capitalise on the extra space. Cabins come complete with WiFi and in seat television screens that make it possible to watch free-to-air tv, so long journeys are comfortable. Two carriages of the train can be converted to dining room and kitchen for your passengers.

Pricing:
12 Car Set $47,500,000

Rating Voltage	25kV
Gauge	1,435mm
UIC Axle Arrangement	Bo-Bo-(222222)-Bo-Bo

Service Weight Lead Car	105 tonnes
Service Weight Intermediate Car	52 tonnes
Total Wheelbase	15,890mm
Width	3120mm
Length Lead Car	21,032mm
Length Intermediate Car	19,502mm
Length Total	237,004mm
Height (pantograph lowered)	4,540mm

Generators	24x Thales Nimrod400R
Total Installed Power	24000kw
Transmission Mode	AC-DC-AC Drive

Never Exceed Speed	450kmh
Continuous Rated Speed	350km/h
Max Service Speed	455km/h

Starting Traction Effort	314kN
Continuous Traction Effort	186kN

Brakes	Compressed Air (all wheel)
Electric Brake Mode	Regenerative Brake
Total Brake Power	12,400kW

Operating Limits	Can only operate on high speed track not exceeding a grade of 10% at any time
Max Capacity	1250 (single economy spec)

[Vitaphone Racing]

Passenger Cars

M2000 Comfortline

The M2000 Series of passenger cars are based on the standard cars used on the MiG railway system. These are available in several specifications ranging from Economy to Private spec, and can seat anywhere between 120 and 20 people.

The M2000 series are compatible with all but one of the locomotives offered by Los Rios (that locomotive being designed for freight use), and are able to communicate directly by the locomotive using the Los Rios' CrowdControl system.

CrowdControl is a function installed in all passenger cars that allows their climate control, lighting and braking to be controlled by the lead locomotive. It also allows a direct emergency line to the driver in case something goes wrong. CrowdControl allows for the driver, or for the conductor to change the suitability of the train and ensure comfort for all riding aboard.

The M2000 also features air-sprung suspension, which automatically adjusts itself on fast corners to keep the train's centre of gravity central to prevent dangerous listing, also ensuring a far more comfortable ride for all involved.

Economy spec seats 120 people in 24 rows. A row is made up of 5 seats with a centre aisle between seats 3 and 4. Split system air conditioning and heating is provided by automatic climate control set by the driver in the lead locomotive. Economy spec features optional TV screens and audio however these are not fitted standard to the car.

Luxury spec seats 80 people in 20 rows. A row in Luxury is made up of 4 seats with a centre aisle between seats 2 and 3. Passengers can alter their climate using the climate controls mounted on the arm rest. Fold out tables, TV screens and audio are fitted standard. WiFi and a permanent 3G network is also fitted.

Private Spec removes all seats and instead allows for 5 seperate compartments, each which can sleep 4 people. Private spec includes bedding and couches. An aisle is included down the left side of the carriage. A full size TV is included along with WiFi and a permanent 3G network.

Presidential Spec is made up of one large compartment with private bedrooms and lounge rooms. This is recommended for the transport of dignitaries.

Dining Spec is a restaurant on wheels. Catering for 60 people at a time, this carriage includes a kitchen and bar. Tables are fixed to the ground with a range of lighting available.

Overnight Spec can sleep 40 people in cabins of 4. There are 10 cabins throughout the train with an aisle down the left side of the carriage. Fullsize TV screens are fitted along with powerpoints and WiFi.

Compatible With:
-LR575-M
-LR650-S
-LR-E88-M
-LR-E100-S

Pricing

Economy	$220,000
Luxury	$280,000
Private	$550,000
Dining	$550,000
Overnight	$550,000
Presidential	$1,200,000

[/tr]

Gauge	1435mm
Length	26,006mm
Wheelbase	18,000mm
Width	3200mm
Height	4205mm
Never Exceed Speed	350kmh

[Mikoyan-Guryevich]

Can you post this in the OP please Vit.

viewtopic.php?f=6&t=19566