Los Rios Group -Transport Specialists -Road/Rail/Sea/Air

[Mikoyan-Guryevich]

OOC: Nations that operate this storefront are Mikoyan-Guryevich and Vitaphone Racing. Either of us may respond to your request. Thank you for your understanding.

The Way you Move

Storefront Version 2.2

Welcome to the Los Rios Storefront
We specialize in public transport options for countries globally. We sell locomotives, metro and light rail, buses and now ferries for private or government run companies. Public transport can be the lifeblood of a country, so scroll down to see exactly what we can do for you and your commuters. Currently, we supply over 70 nations with our products, could yours be the next?

Our goal is to provide excellent products that ensure a future for our world by not harming it today, and providing excellent service that is second to none in providing what the customer wants.


Showroom guide
Building a System/ Deals & Packages
Metro or Inner City Train systems Multiple Units, Trams, Monorails
Regional Rail Systems Locomotives and High Speed Trains
Road Transport Buses
Sea Transport Ferries and Cargo Ships
Air Transport Airliners
Track and Building Information
Specials Relic Steam Engines

Offsite Showrooms
M-Liners, Commercial Aircraft

Our Business Partners
Rothstein+Lange
Terrace Hotels & Suites

If you think you have something that might sell and you would like to sell it through our storefront, fill out this application form
Sell products Appliaction

Product Name:
Product Class: (tram, metro train, diesel engine, electric engine, bus etc)
Picture: (attach a picture here, optional, but preferred)
Building date:
Production run: (how many were made?)
Specifications: (attach the specifications here, eg, max speed, max power, dimensions, weight, capacity etc. The more the better, products not properly specified will be overlooked)

Los Rios was formed in 1997 for the sole purpose of designing a new railway network for Mikoyan-Guryevich. From there, we have perfected our track laying abilities and have developed new technologies to help railway tracks withstand greater forces, allowing for much higher speeds and much heavier loads. Our electric track is also a masterpiece. Special cables reduce friction between lines and conducters by 20%, allowing trains to travel much faster. At Los Rios, it isn't about where your destination is, but how fast and how easily you get there. That is whats important to us. Because to us, its not why but the way you move.

Our first locomotive was the diesel-electric Carada, which was designed in 1988, before the company began service. The Carada was further developed to increase power and improve fuel efficiency in 2004, before being replaced by the all new Torsion in 2009. The pride of our stock is the 400kmh Hitachi SHST. This powerful locomotive revolutionised high speed travel, and made inter-city commuting a breeze. Twice as fast as most cars, and far more efficient than an aeroplane, the Hitachi really is the paragon of performance.

Los Rios recently expanded to the air and sea, releasing the M565 Aspire Jet, the F-100 and F-250 Ferries and the capacious Vleigende Draek and Bloemfontein Class cargo ships. Soon to be released are the M555 Jet, a jet much smaller than the 565 and the Century Class Cruise Ship

So where does that leave you? At Los Rios, we know our trade and have been building systems and selling transport for many years. When you design your countries new transport network, remember, its the lifeblood of your city, if not your nation. Don't beat around with other companies who are vying for a contract. Come to us, Los Rios, the transport specialists.

Los Rios will give a 5% discount across our range of products to any nation home to a corporation within the Global League of Major Corporations.
Los Rios may also give a sizeable discount to any developing country as an act of goodwill.
Los Rios will not discriminate against nations based on their political idealogy.

The critics said:
Classification: Civilian – Transportation (Road / Rail / Sea / Air)
Overall Rating: 18 / 20 (Exceptional Quality)

Design Creativity – 6/6
"From an international commercial marketplace that seems to offer only military equipment, the Los Rios Group rests in the particularly rarefied class of civilian storefronts. As a member of such a select group, Los Rios really shines as a producer of civil transportation solutions. Their products are not simply well-designed, but inspired."

Product Variety – 3/4
"For a relatively young transportation corporation, the Los Rios Group has amassed an extremely impressive line of products and services. If you're in the market for land or sea-based commercial or civilian transportation, than you've definitely found your company. The only thing preventing perfect marks in this category is the limited selection available for air-based transportation, but there's no reason to expect this lack of investment won't be addressed in the near future."

Layout – 3.5/4
"Save for one or two minimally documented product lines, there are almost no faults that can be found in the company's product catalog. Everything is easily accessible from the main showroom, and each department is conveniently categorized in to unique and concealed product lines. You view what only you want to see - nothing more or less."

Customer Service - 3/3
"The customer service of the Los Rios Group has about the most energetic and talented collection of staff seen in any storefront – regardless of the nation or equipment being sold. Virtually every order is treated not as a one-time purchase, but as a plan for growth. This, on top of generous discounts and credit incentives to small nations, easily earns maximum marks for this corporation."

Price – 1.5/2
"Large states will find their products and services to be extremely competitive, and smaller developing states with limited budgets will benefit greatly from Los Rios' discount plans. The only reason this doesn't reach maximum marks is because of the limited information available on airliner pricing. Once those costs have been established, it would be quite easy to offer this storefront perfect marks."
International Palatability - 1/1
"The products offered by the Los Rios Group are not simply transportation systems, they're a valuable public service to whoever purchases them. It's difficult – nay virtually impossible – to claim this corporation as being anything less than an internationally respectable storefront."

We are a proud member of the GLOMC

[Mikoyan-Guryevich]

Metro & light rail

MTS7 Tram

The MTS7 Tram is a light rail solution for the inner city. This capacious 3 unit design can comfortably seat over 70 people and carry more than 200. The MTS7 features an 80% low floor, which means it can traverse elevation, however it is suitable for wheelchairs. The MTS7 also features air conditioning.
The MTS7 is also fuel efficient, and is fitted with a KERS (Kinetic Energy Recovery System) which means its fuel bill and environmental impact is reduced. Two MTS7 units can be connected, doubling their capacity with only one driver.

The MTS7 is fitted with 6 electric motors, each producing 125kw and allowing the MTS7 a generous top speed of 90kmh. The MTS7 uses 1.5kV DC overhead powerlines to run, however can be fitted to run off a third rail. The KERS system collects energy when the tram brakes and recycles that into electricity, helping to reduce the fuel consumption of the tram.

If your city has a tram line and doesn't run the MTS7, why not?


Capacity
-70 seats, licenced to carry 210 adult passengers.
-8 doors w/hydrualic ramps

Dimensions

Weight	28.6 tonnes
Length	23.98 m
Width	2.75 m
Height	3.46 m

:

Power	Electric Motors 6x 125kW
Maximum Speed	90 km / h
Overhead Voltage	1500V DC

Pricing: $1,750,000 per unit

MTR8 Metro/Subway rail (EMU)

The MTR8 is the standard, all purpose workhorse, capable of completing basically any inner-city transport task thrown at it. Whether it be service in the sub-terrainian tunnels of large subway systems or on the elevated metro lines of sprawling ground level systems, the MTR8 is the logical choice for all.

The MTR8 has two or three powerful three-phase asynchronous traction motors mounting one traction motor in each of the cars, with an electronic digital traction system based on experience on previous locomotives. The device was modified to adapt it for use with the different voltages, featuring technical innovations such as the use of a primary multitension converter as a front-end inducer to the filter feeding current. The resulting output on 3kV power supply is 1500kw, with 1000kw available on 15kV AC supply should the preferred DC current be unavailable.

Pantographs are single-armed "Y" shaped. The two pantographs are different, designed for use on two different electrification systems: one (WBL 85/15, on side B) for the 15 kV alternated, one (WBL 85/3 on side A) for the 3 kW / 1,5 kV continuous. The first can stand 3 kA, the second only 0.8 kA. Special recirculation bolt technology helps keep the pantograph flush against the overhead cables at all times.

The closed circuit, liquid cooled converters feed the triphase motors. Every converter gives energy to only one motor on every bogie, to reduce breakdown effects. Two more 450 V 60 Hz converters energize all the secondary devices, including a semiautomatic emergency fire extinguishing system

The motors employ a double-star type connection; if a traction inverter is inoperative (i.e. due to a failure), the motors use a delta-type connection and are fed by only one inverter. During braking, the motors can be used as generators in order to recover electric energy (regenerative braking).

In addition the electrodynamic brakes can charge both a battery pack, as well as high capacity capacitors, meaning that energy absorbed on de-acceleration can be re-used later on. This feature slightly saves harmful emissions and fuel consumption, if the batteries and capacitors are full a roof mounted set of resistors provides the remainder or additional rheostatic braking. The maximum electrical braking effort is 125 kN. For additional braking a pneumatic braking system is included which can bring the total braking effort to an astounding 250kn.

Bogies are fixed to the chassis with Flexicoil coils, a solution that removes the necessity of a central rotation point. A low traction bar and an auxiliary bar hold the weight: the traction motors are partly placed on these, connected with the Adtranz bogies.

Braking on the bogies is made in two ways: mechanical and "energy recover". The first is a common system with 8 self venting discs on the 6 axles, automatically regulated. The second one is an advanced electric system that uses the traction motors as generators, recovering some electricity and re-using the energy for propulsion. This is a particularly efficient system on mountain lines where braking is frequent. The brake has different presets, fitted to cargo trains or passenger trains. There is a third mechanic "station brake", controlled by electrovalve regulated coils. An emergency system enables the driver to totally shut down the MU.

The cockpit of the MTR8 is set out like a modern airliner. Using a glass cockpit set up, the driver is provided with information pertaining to the state of the train (speed, traction, weight, centre of gravity, etc) and to the state of the rails ahead (signals, track obstructions, other trains, stations, level crossings, etc) The onboard computer will also regulate the cabin climate for the whole train keeping it at a preset climate, usually preset by the driver.

Pricing:
$5,500,000 per two car unit
$7,250,000 per three car unit

Rating Voltage	25kV
Gauge	1,435mm
UIC Axle Arrangement	Bo-Bo-(22)-Bo-Bo

Service Weight Lead Car	46 tonnes
Service Weight Intermediate Car	32 tonnes
Total Wheelbase	15,890mm
Width	3050mm
Length Lead Car	24,458mm
Length Intermediate Car	22,502mm
Height (pantograph lowered)	4,210mm

Generators	2x Thales Nimrod200C
Total Installed Power	2500kw
Transmission Mode	AC-DC-AC Drive

Never Exceed Speed	200kmh
Continuous Rated Speed	80km/h
Max Service Speed	160km/h

Starting Traction Effort	314kN
Continuous Traction Effort	186kN

Brakes	Compressed Air (all wheel)
Electric Brake Mode	Regenerative Brake
Brake Power	2,400kW

Operating Limits	Can only operate on track not exceeding a grade of 10% at any time
Max Capacity	275 (single economy spec 2 car set)

MTR9 'Veloce' High Speed Urban Train (DMU)

The MTR9 was conceieved as an inter-urban express train, the fastest possible way to get passengers from one point to another within the city. However, its skill-set was soon broadended with the addition of diesel power, giving the MTR9 the same go-anywhere practicality that is not featured in Electric Multiple Units. The MTR9 is well suited for short-range, high-speed passenger service, whether that be in the city, or between two cities.

The MTR9 is powered by a pair of Forza diesel engines, one in each power car. Each engine produces
1900hp which is then converted into 3000kw of power and put to the rails via the AC-DC current transmission. With a low continuous tractive effort of just 126,000 Newtons, the MTR9 is perfectly suited to highspeed cruising, and its clever suspension and transmission set up means that it only needs 224,000 Newtons to overcome its inertia and start moving, less than even the LR-E400-HS Hitachi.

The MTR9 has a top service speed of 240km/h and a continuos rated speed of 200km/h. While other trains may be faster on paper, few can match the continuous 200km/h speed of the Veloce. Trains that are faster can only sustain higher speeds for short periods of time. The Veloce can also overcome gradients of up to 12% and operate at virtually any altitude due to a forced air induction system.

The MTR9 can carry 250 passengers in three car spec and 400 passengers in five car spec. The train can be outfitted to virtually any need, with WiFi and seat television screens able to be fitted.

The cockpit of the Veloce is set out like a modern airliner. Using a glass cockpit set up, the driver is provided with information pertaining to the state of the train (speed, traction, weight, centre of gravity, etc) and to the state of the rails ahead (signals, track obstructions, other trains, stations, level crossings, etc) The onboard computer will also regulate the cabin climate for the whole train keeping it at a preset climate, usually preset by the driver.


Pricing:
3 car: $9,100,000
5 car: $14,500,000

Gauge	1,435mm
UIC Axle Arrangement	Bo-Bo-(222222)-Bo-Bo

Service Weight Lead Car	42 tonnes
Service Weight Intermediate Car	34 tonnes
Total Wheelbase	15,890mm
Width	3100mm
Length Lead Car	25,002mm
Length Intermediate Car	22,002mm
Height	4,240mm

Engine	2x Forza DD2X @ 1900hp each
Generators	2x Thales GC225
Total Installed Power	3000kw
Transmission Mode	AC-DC[td]

[td]Never Exceed Speed

270kmh
Continuous Rated Speed	200km/h
Max Running Speed	240km/h

Starting Traction Effort	224kN
Continuous Traction Effort	126kN

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

Operating Limits	Can only operate on track not exceeding a grade of 12% at any time
Max Capacity	400

MTR10 'Supermax' BiLevel EMU

The MTR10 Supermax BiLevel EMU is an exceptionally large double decker train that is designed and built to carry as many passengers as possible. While the large profile of the MTR10 makes it relatively unsuitable to all but the largest subway tunnels, the MTR10 is well suited to operating on high capacity train lines and to carry well over 1000 passengers at a time.

The MTR10 has six powerful three-phase asynchronous traction motors mounting one traction motor in each of the cars, with an electronic digital traction system based on experience on previous locomotives. The device was modified to adapt it for use with the different voltages, featuring technical innovations such as the use of a primary multitension converter as a front-end inducer to the filter feeding current. The resulting output on 3kV power supply is a sizeable 3000kw, with 2000kw available on 15kV AC supply should the preferred DC current be unavailable.

Pantographs are single-armed "Y" shaped. The two pantographs are different, designed for use on two different electrification systems: one (WBL 85/15, on side B) for the 15 kV alternated, one (WBL 85/3 on side A) for the 3 kW / 1,5 kV continuous. The first can stand 3 kA, the second only 0.8 kA. Special recirculation bolt technology helps keep the pantograph flush against the overhead cables at all times.

The closed circuit, liquid cooled converters feed the triphase motors. Every converter gives energy to only one motor on every bogie, to reduce breakdown effects. Two more 450 V 60 Hz converters energize all the secondary devices, including a semiautomatic emergency fire extinguishing system

The motors employ a double-star type connection; if a traction inverter is inoperative (i.e. due to a failure), the motors use a delta-type connection and are fed by only one inverter. During braking, the motors can be used as generators in order to recover electric energy (regenerative braking).

In addition the electrodynamic brakes can charge both a battery pack, as well as high capacity capacitors, meaning that energy absorbed on de-acceleration can be re-used later on. This feature slightly saves harmful emissions and fuel consumption, if the batteries and capacitors are full a roof mounted set of resistors provides the remainder or additional rheostatic braking. The maximum electrical braking effort is 125 kN. For additional braking a pneumatic braking system is included which can bring the total braking effort to an astounding 250kn.

Bogies are fixed to the chassis with Flexicoil coils, a solution that removes the necessity of a central rotation point. A low traction bar and an auxiliary bar hold the weight: the traction motors are partly placed on these, connected with the Adtranz bogies.

Braking on the bogies is made in two ways: mechanical and "energy recover". The first is a common system with 8 self venting discs on the 6 axles, automatically regulated. The second one is an advanced electric system that uses the traction motors as generators, recovering some electricity and re-using the energy for propulsion. This is a particularly efficient system on mountain lines where braking is frequent. The brake has different presets, fitted to cargo trains or passenger trains. There is a third mechanic "station brake", controlled by electrovalve regulated coils. An emergency system enables the driver to totally shut down the MU.



Vital information relevant to the engineer, such as locomotive speed, can displayed onto a HUD located on the lower part of the windshield so that the driver does not have to take his eyes of the track ahead to check for data.

The interior of the double deck is designed to carry as many passengers as possible whilst still respecting the size of some commuters. Seats are a standard width of 60 centimetres with one hundred and fourty seats available in each carriage on the top and bottom levels. During peak hour crush times, the MTR10 can hold a further eight passengers standing in the aisle and in the spaces towards the front and rear of each carriage.

Wifi connections are also available in the train.

Pricing:
6 Car Unit: $21,000,000

Rating Voltage	25kV
Gauge	1,435mm
UIC Axle Arrangement	Bo-Bo-(22222222)-Bo-Bo

Service Weight Lead Car	76 tonnes
Service Weight Intermediate Car	72 tonnes
Total Wheelbase	15,890mm
Width	3050mm
Length Lead Car	24,458mm
Length Intermediate Car	22,502mm
Height (pantograph lowered)	6,810mm

Generators	6x Thales Nimrod200D
Total Installed Power	3000kw
Transmission Mode	AC-DC-AC Drive

Never Exceed Speed	200kmh
Continuous Rated Speed	100km/h
Max Running Speed	120km/h

Starting Traction Effort	370kN
Continuous Traction Effort	190kN

Brakes	Compressed Air (all wheel)
Electric Brake Mode	Regenerative Brake
Brake Power	2,400kW

Operating Limits	Can only operate on track not exceeding a grade of 10% at any time
Max Capacity	1320

ML550-SS 'Blitzen'

The word Blitzen comes from the German language, meaning 'faster than lightning,' a good description of this awesome feat of engineering.

The ML550-SS is a superspeed MagLev system, capable of reaching speeds in excess of 500kmh and 'cruising' at an astounding 450km/h, making the ML550-HS the fastest trainset on offer by Los Rios, even faster than the Hitachi SHST. SS stands for superspeed, a progression from the S badge meaning speed and the HS badge meaning High Speed. The ML550-SS can reach 400km/h in just over two minutes, and can travel 50km in as little as ten minutes.

The ML550-SS is best suited for high speed lines with relatively short distances between them, due to the extreme cost of the track and the relatively high level of mantinence required.

The superspeed maglev system has no wheels, axles, transmissions, or pantographs. It does not roll, it hovers using the attractive magnetic force between the two linear arrays of electromagnetic coils - one side in the vehicle, the other in the guideway - that function as a magnetic dipole. Electronic systems measuring the distance at 100 kHz frequency guarantee that the clearance between the coils attached to the underside of the guideway and the magnetic portion of the vehicle wrapped around the guideway edges remains constant (nominally 10 mm). When levitated, the vehicle has about 15 centimeters of clearance over the guideway surface. The ML550-SS requires less power to hover than it needs to run its air conditioning equipment. The levitation system and all on board electronics are supplied by the power recovered from harmonic oscillations of magnetic field of the track’s linear stator (those oscillations being parasitic cannot be used for propulsion) at speeds above 80 km/h, while at lower speeds power was obtained through physical connections to the track up to version ML550-SS; this new energy transmission has been developed for ML550-HS so that the trainset no longer needs physical contact at any speeds. In case of power failure of the track’s propulsion system, the car can use on-board backup batteries to power the levitation system.

The ML550-SS maglev system uses a synchronous longstator linear motor for both propulsion and braking. It works like a rotating electric motor whose stator is "unrolled" along the underside of the guideway, so that instead of producing a torque (rotation) it produces a linear force along its length. The electro magnets in the vehicle that lift it also work as the equivalent of the excitation portion (rotor). Since the magnetic traveling field only works in one direction, if there were several trains on the track section, they would travel in the same direction, making collisions between moving trains less likely.

The cockpit of the Blitzen is set out like a modern airliner. Using a glass cockpit set up, the driver is provided with information pertaining to the state of the train (speed, traction, weight, centre of gravity, etc) and to the state of the rails ahead (signals, track obstructions, other trains, stations, level crossings, etc) The Blitzen's onboard computer will also regulate the cabin climate for the whole train keeping it at a preset climate, usually preset by the driver.

Another feature of the Blitzen, shared with the Hitachi, is the Nightvision system in tandem with its powerful light display. This ensures that the driver misses nothing relating to train safety, which could be potentially deadly at speeds above 400km/h.

The ML550-SS is available in three and five car sets.

Pricing
Five Car: $70,000,000
Three Car: $50,000,000

Rating Voltage	25kV
Gauge	1,550 centre monorail
UIC Axle Arrangement	MagLev

Service Weight Lead Car	42 tonnes
Service Weight Intermediate Car	40 tonnes
Total Wheelbase	15,890mm
Width	3050mm
Length Lead Car	24,458mm
Length Intermediate Car	22,502mm
Height	3,910mm

Generators	3-5x Thales Nimrod 220T
Total Installed Power	4500-5200kw
Transmission Mode	AC-DC-AC Drive

[/tr]

Never Exceed Speed	475kmh
Continuous Rated Speed	575km/h
Service Speed Range	50kmh-475kmh
Max Running Speed	510km/h

Starting Traction Effort	214kN
Continuous Traction Effort	116kN

Brakes	Compressed Air
Electric Brake Mode	Regenerative Brake
Brake Power	4,100kW

Operating Limits	Can only operate on track not exceeding a grade of 10% at any time
Max Capacity	425

Personal Transport

PRT4

Weight	8.6 tonnes
Length	6.98 m
Width	2.75 m
Height	3.46 m

:

Power	Electric Motors 2x 125kW
Maximum Speed	110 km / h
Overhead Voltage	1500V DC

Pricing: $150,000 per unit

Used/Run Out Products

MTS6 Tram

Great range of used MTS6 Trams

If you want to upgrade or build a new tram network, but are having trouble financing, it could be an idea to look at our huge range of used trams. These come in varying condition and represent outstanding value

550 in stock (various conditions)

200x High End trams: $200,000
150x Med range trams: $165,000
200x Low end trams: $110,000

Capacity
65 seats, licenced to carry 190 adult passengers.
8 doors w/hydrualic ramps

Weight
29.3 t

Dimensions
Length 22.75 m
Width 2.72 m
3 Articulated sections
Height 3.46 m

Power
Motors 6x 110kW
Maximum Speed 80 km / h
Overhead Voltage: 1500V DC

Inner City Rail Systems

Its easy, simply buy the track, buy the stations and then buy the rolling stock! We can also build depots, mantinence facilities and signal boxes. You know what your city needs, we can provide you the materials so you can run it.

Metro track:

MTS7-Light Rail track (trams) $7,500,000/km
MTR8/MTR9-overhead power source: $13,500,000/km
MTR8/MTR9-elevated track: $20,000,000/km
MTR8-sub-terrain track: $25,000,000/km
SMR-1000-Monorail track: $22,000,000/km
ML550-SS- MagLev track: $50,000,000/km

Stations
-Small stations (less than 20,000 patrons per day): $110,000
-Medium stations (20,000-100,000 patrons per day): $560000
-Large stations (100,000-1,000,000 patrons per day): $1,350,000
-Grand Stations (1,000,000 + patrons per day): 20,000,000

All our stations can be fitted with: WiFi, LCD TV screens, climate control, news broadcasts, weather information.

Depots
-$500,000 + $10,000 per train

Mantinence Facilities
-$500,000 +1 $10,000 per train
-Depot + $200,000 + $10,000 per train

Signal Boxes
-$1,100,000

[Mikoyan-Guryevich]

Country Rail-Offsite Showroom

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 -14 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

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 -14 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

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 -14 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-E88-S Vale Electric Series III

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

The LR E88-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 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-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.

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-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 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

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

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	4x Thales Nimrod400R
Total Installed Power	16000kw
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
Brake Power	4,400kW

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

[Mikoyan-Guryevich]

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.

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-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	280kmh

Road Transport
Connex K470UB/K490UB CityBus

K470 and K490UB are a series of bus with a longitudinally, straight-up mounted Euro V engine at the rear. For the 6 cylinder engines, Connex is using exhaust gas recirculation (EGR) system to fulfill the legal Euro V emission standard. The K-series is available with a 12-litre 6-cylinder engine with an output of or 470 hp and 2200 Nm, or a 12.5 litre 8 cylinder dual fuel Diesel/Hydrogen producing 490hp and 2100nm on diesel, and 420hp, 1900nm on Hydrogen.

The K470 can seat 45 adult passengers and is licenced to carry 85, featuring comforts like climate control. The perfect addition to any public transport system, the K470 mixes power, comfort and efficiency. Due to our partnership with Forza Automotive Company, we are pleased to offer a dual fuel 12.5 litre V8 which can run on Hydrogen, slashing fuel bills and rendering emissions redundant. This bus is well suited to any route.

Specs:
Chassis:
L/W/H: 11.5metres, 2.1 metres, 3.5 metres.
Kerb weight: 10.5 tonnes
Turning circle: 14.5 metres
Axles: 2 (4x2)

Drivetrain
K470: 12-litre 6-cylinder diesel: 470 hp and 2200 Nm
K490: 12.5 litre 8 cylinder dual fuel Diesel/Hydrogen: 490hp and 2100nm (diesel) 420hp, 1900nm (hydrogen)
Transmission: 6-Speed ZF Automatic
0-100kmh: 11.5 seconds
V-Max: 150kmh

Capacity
Seated: 45
Max: 85
Wheelchair accessible

Pricing:
K470: $110,000
K490: $125,000

Connex K500KR Super Carrier

The K500 is for when a 470 or 490 just won't cut it. The 500 is an articulated bus specifically designed for hauling the maximum amount of people, for the minimum amount of dollars. The 500 only available with the superb 12.5 litre 8 cylinder dual fuel sourced from VMC, making it very fuel efficient and leaving it with no impact on the environment. The 500 has more than adequate power to move its sizeable bulk through the city as well, and on to a top speed of 150 kmh


Of course, the main feature of this bus is the size. The 500 can seat 95 people, and can carry as many as 150, making it unrivaled in terms of space. Due to its single floor design, the 500 is only 3.4 metres high and can easy travel under almost any bridge unlike two deck designs. This bus is perfectly suited to routes with large amounts of passengers, mostly on main roads.


Specs:
Chassis:
L/W/H: 18.5metres (articulated), 2.1 metres, 3.5 metres.
Kerb weight: 15.5 tonnes
Turning circle: 17.5 metres
Axles: 3 (6x2)

Drivetrain
K500: 12.5 litre 8 cylinder dual fuel Diesel/Hydrogen: 490hp and 2100nm (diesel) 420hp, 1900nm (hydrogen)
Transmission: 6-Speed ZF Automatic
0-100kmh: 13.5 seconds
V-Max: 150kmh

Capacity
Seated: 95
Max: 150
Wheelchair accessible

Pricing:
K500: $170,000

Connex SR590 SuperLiner 'InterCity'

The SR590 is a very large intercity 'road coach' designed for transporting up to 65 passengers in comfort.

The SR590 was specifically designed for comfort, as opposed to city commuting. Whether it is being used as an express or tourist coach, nothing matches the SR590 for speed and comfort. The SR590 is also exceptionally quiet, with lower interior decibels than most luxury cars. Passengers each have one air vent, with adjustale controls for air temperature. Sensors placed throughout the coach continuously monitor temperature and humidity to adjust comfort levels. Total air volume is replaced every 60 seconds with fresh air at the correct temperature.

The SR550 features an aerodynamic design with a low cut windscreen, xenon dipped front lights and low-set fog lamps. The spacious luggage compartment is accessible from both sides and the hatches are conveniently controlled from the driver’s seat. The most noticeable feature of the SR590, is the unique double windshield design. This mounts seperate glass above the drivers windshield, giving passengers a much better view of the road.

The SR590 also features a higher mounted passenger deck, allowing greater room for luggage and driveline components. To compensate for this, the roof of the 590 is also much higher than on a normal bus. It is possible for a 210cm passenger to walk down the aisle of the bus without stooping.

The SR590 comes with an uprated 12.5 litre diesel/hydrogen engine, producing 510hp and 2150nm, of torque, making the 590 capable of very high cruise speeds and giving it the ability to traverse mountaneous areas with a full load without slowing down. The silken 8 speed ZF transmission further aids this.

The SR550 is best used as transport between country towns which aren't connected by a rail road or for hire by schools, private groups etc.



Specifications

Chassis:
L/W/H: 11.5metres, 2.1 metres, 3.5 metres.
Kerb weight: 12.5 tonnes
Turning circle: 14.5 metres
Axles: 3 (6x4)

Drivetrain
SR590: 12.5 litre 8 cylinder dual fuel Diesel/Hydrogen: 510hp and 2150nm (diesel) 420hp, 1900nm (hydrogen)
Transmission: 8-Speed ZF Automatic
0-100kmh: 10.5 seconds
V-Max: 200kmh

Capacity
Seated: 65
Max: 65
Not Wheelchair accessible
Restroom Features.

Pricing:
SR590: $190,000

Used/Run Out Stock

Scania L94UB

Great range of used Scania L94UB buses.

If you want to upgrade or build a new bus network, but are having trouble financing, it could be an idea to look at our huge range of used buses. These come in varying condition and represent outstanding value.

700 in varying condition

50x Run Out models: $90,000
300x High end models: $80,000
200x Mid range models: $70,000
150X Low end models: $55,000

Road Transport Options

Solar Transit Stop

Features:

- Eink Touch Screens provide users with visual interactive information in near transparency.
- Timers show time of arrival of inbound buses and current GPS locations of buses on interactive map.
- Interactive Map shows bus routes and Route Finder can show quickest series of buses to destination
- Wi-Fi Hub
- Info windows show current time, temperature, and 5 day forecast.
- Scrolling banners can show current news headlines
- E-Posters Audio Visual Electronic Posters can have programmable scrolling advertisements or project important state instructions like wanted posters, evacuation routes, public service announcements, etc.
- Surveillance Cams Monitor the Bus Stop for inappropriate activity.
- High Efficiency LED Lighting comes on at night to provide illumination.
- VATM (Virtual Automated Teller) allows you to connect to banking to purchase bus tokens (credits your transit pass instantly), check balances, transfer funds and pay bills online. (Cannot dispense cash however, RFID, Thumbprint, and Voice Security Options Available)
- Shelter automatically polarizes to soak up the sun, providing citizens shade and UV protection inside.
- Shelter is made from Bulletproof Glass, providing durable shelter. Cleans easy with a high pressure wash.
- System Service modules monitor for problems and requests maintenance.

This is a product of Vandaheim
Price: $150,000 USD

[Mikoyan-Guryevich]

Sea Transport

F-100 Light Ferry

The F-100 is a futuristic looking light ferry, which would be ideal for nations set amongst islands, where it wouldn't be cost effective to build a bridge or tunnel to use more conventional forms of transport.

The F-100 is 91 metres long with a shallow draft making it ideal for the cramped and shallow waters of rivers and bays. The F-100 is powered by two sixteen cylinder diesel engines producing 2620kw each for a total power output of 5240kw, giving the F-100 a seemingly large amount of power for its small and lithe body.

This power is then sent through a lighweight shaft to a variable pitch propeller, using advanced blade technology to put the engines power to use. Its effective use of power grants a service speed of 34 knots and a maximum speed of 40 knots, which exceeds all expectations for a ferry.

The F-100 also features sea-bed following radar as a safety precaution.

The F-100 cannot carry vehicles, but has a passenger capacity of 700, making it ideal for short range duties in the inner city. If your city utilies canals or is set on a bay and you do not have a working ferry system in place, you are missing out on tens of millions of dollars in public transport fares and wasting hours of commuters time.

The F-100 comes complete with seating for 700, space for passengers to view the surroundings, an open top deck and television screens mounted throuought the passenger areas. We can build these ferry's to your design

Pricing: $50.1 million each
(specify names for your craft, optional)

Length overall 91 m
Draft forward 3.53 m
Draft aft 3.97 m
Gross tonnage 5990
Service Speed 34 knots
Diesels (2) 16 cylinder Ruston
Power 3520 hp (2620 kW) each; total 7,040 hp (5250 kW) available
Engine speed 700 revolutions/minute
Shaft speed 210 revolutions/minute
Propellor Variable-pitch
Passenger capacity 700
Powerplant 2 x 3,500 hp (2.6 MW) diesel, 1 x 800 hp (600 kW) bow thruster

F-250 RoRo Ferry

The F-250 RoRo (Roll-on Roll-off) Ferry is much larger than its F-100 sibling and is designed for long distance routes, especially overnight. The F-250 can carry 2100 people and 500 cars, for minimal operating costs compared to air travel.
Roll-on Roll-off means that cars that are travelling on board the ferry, simply drive on board and to an allocated parking space, meaning that cars can be offloaded quickly and efficiently.

The F-250 would be perfectly suited for nations on separate islands where they are too far apart for a conventional bridge or a tunnel. Rather than rely on air travel with limits on what your passengers can carry, ferry travellers can take as much luggage as they like* and have the ease of taking their own car with them.

The F-250 has space for several ammenities such as bars, reasturants, swimming pools, even malls and night clubs, making the journey an experience, a voyage, an occasion.

Pricing: $400 million
(specify names for your craft, optional)

Tonnage: 85,900 gross register tons
Length: 295.52 m
Beam: 32.31 m
Draft: 7.77 m
Decks: 12 decks
Installed power: diesel-electric (62,370kW each)
Propulsion: 2 azimuthing pods (17.6MW each)
Speed: 32-knot
Capacity: 2,100 passengers 500 cars
Crew: 700 crew

Century Class Cruise Liners

The Century Class of Cruise Liners are some of the largest and most luxurious cruise liners ever created, at an impressive 250,000 GWT and 380 metres in length for the Century X and a simply gargantuan 475,000 GWT and a staggering 510 metres in length for the Century Sovereign. These nuclear powered cruise ships can carry up to ten thousand passengers, host an international sporting event and bring a floating city, loaded with foreign shops and custom to cities right around the globe.

Boulevard: Entry to the Century Class leads passengers right into the boulevard, a fifteen metre wide and six metre tall walkway that spans the entire length of the ship. From the boulevard, passengers can then move to their hotel, to the shopping complex or to any of the ships countless facilities and offerings, inluding sporting arena's. gymnasiums, cinemas and much much more. This wide walkway makes the Century Class feel less and less like just a ship and more of a floating community, which is exactly what the Century Class is designed to emulate.



Accommodation: The Century Class is not designed as one ship, but multiple floating hotels. The Century X is divided into two hotels, the Sovereign into three. Each hotel is decorated in its own way, offers varying levels of features in its cabins and, of course, are available at different prices to the customer. Entry to the hotels are, as previously mentioned, via the boulevard that spans the ship. Each hotel contains between 1100 and 1500 cabins and a mix of the various types of cabin by space. It is also possible for some of the hotel rooms to be sold to outside customers, for personal use or for let. The larger rooms (those 25m² in area and over) come with their own laundering facilities, other rooms have access to communal laundries while all rooms have access to personal laundry service. Small refrigerators and microwaves are provided in every room, however it is expected passengers will choose to dine in one of the ships many restaurants and eating areas.



Restaurants/Eating Areas: Every hotel contains three restaurants of varying cuisine. Added to this are twenty more restaurants, all of various taste, dotted around the ship. This vast mix of cuisine appeals to all tastes and further adds to the feel of a floating community. Cruise line operators are free to choose exactly which restaurants will adorn their vessel and of course, specify any required kitchen equipment. Within the enourmous shopping complex of the vessel, as well as around the communal outdoor areas, passengers can expect to find a number of smaller cafe's, as well as two huge food courts within the Century Sovereign and one within the Century X. Again, style and cuisine of these smaller cafe's and food stalls is to be detemined by the cruise line operator.



The vessel is dotted with numerous public amenities. Along with the twenty-nine restaurants and a further thirty smaller eating establishments, the Century Sovereign features four cinema complexes, four square kilometres of outdoor sporting area comprising of two olympic sized swimming pools, tennis courts, cricket nets and numerous other facilities, simulated park area, casino's, over twenty bars and clubs, sixty lounges and four fully equipped gymnasiums. For corporate use, lecture and conference areas are also available for hire.

Sporting Arena: Possibly the center piece of the Century Series is the enourmous 40,000 seat rectangular stadium located within the ship. Rather than act as a stadium for games to be played at sea, the stadium is a huge moveable facility that can be brought to nations that lack the required arena to host an event of their choice. Situated towards the upper deck, the roof of this stadium can be retracted to allow a spectacular view of the sky above and permit natural lighting. Due to the powerful array of sattelites, the game played can be broadcast to the entire globe.
If that isn't enough, a smaller 20,000 seat stadium is featured towards the extreme rear of the vessel which does not use grass turf, making it suitable for game matches of any description including ice, water and hard-surfaced sports.



The propulsion of the Century Class is provided by a single INT24-C Pressurized Water Nuclear Reactor which is used to turn the a pair of Centaur steam turbines, providing an impressive 21,000 shaft horsepower to be channeled to each of the ship's propeller shafts, allowing the ship to be propelled through the sea at speeds of up to 24 knots, with a cruise speed of 22 knots, giving the Bloemfontein Class impressive speed for her immense size, weight and subseuqent profile underwater. The engine is placed near midship to make best use of the rigidity of the hull and to maximize capacity.

The INT24 reactor is based off a military design which has seen an enduring service throughout various civillian and military ships. Radiation protection is a standout for its class, keeping crew and mantinence workers safe at all times. Version 2-C of the INT reactor was designed for the Bloemfontein Class of supertanker and is a scaled up version of the standard INT24 reactor which powers the Vleigende Draeck class of cargo ship, however has been adapted for use in the Century Class.

The reactor lies towards the bottom of the ship, just forward of the superstructure and centered in relation to the width of the boat. Refuelling or obtaining direct access to the reactor requires removing the cap, which requires a crane to physically lift the cap off the reactor, allowing access to the fuel rods. This MUST be done in a controlled environment.

Century X

Area	Space Allocated
Passenger Cabin Total Area	75,000㎡
Restaurant/Cafe Area	8,500㎡
Lounge/Bar/Entertainment Area	7,500㎡
Shopping Complex	3,500㎡
Indoor Sporting Arenas	7,500㎡
Cinemas/Lecture/Conference Areas	800㎡
Outdoor Sporting Areas	2,000㎡
Outdoor Communal Areas	8,000㎡

Century Sovereign

Area	Space Allocated
Passenger Cabin Total Area	118,000㎡
Restaurant/Cafe Area	15,000㎡
Loung/Bar/Entertainment Area	13,500㎡
Shopping Complex	7,500㎡
Indoor Sporting Arenas	7,500㎡
Cinemas/Lecture/Conference Areas	1,500㎡
Outdoor Sporting Areas	4,000㎡
Outdoor Communal Areas	18,000㎡

Passenger Cabins	Area
Small Internal	15㎡
Large Internal	20㎡
Small Seaview Cabin	15㎡
Large Seaview Cabin	20㎡
Balcony Cabin	25㎡
Internal Suite	35㎡
Balcony Suite	40㎡
Duplex Suite	70㎡
Royal Suite	100㎡
Sovereign Suite	120㎡

Class and type: Century Class X Cruise Ship
Tonnage: 250,000 GT
Length: 380 metres
Beam: 50 metres
Draught: 9.75 m
Depth: 27 m
Propulsion: 1xPressurized Nuclear Reactor powering two Steam Turbines producing 245,000 horse power
Speed: 28 knots
Capacity: 5500 Passengers
Crew: 1500

Class and type: Century Class Sovereign Cruise Ship
Tonnage: 475,000 GT
Length: 510 metres
Beam: 56 metres
Draught: 9.75 m
Depth: 27 m
Propulsion: 1xPressurized Nuclear Reactor powering two Steam Turbines producing 245,000 horse power
Speed: 26 knots
Capacity: 10500 Passengers
Crew: 3000

SCS-5 Vleigende Draeck Class Cargo Ship WA Certified

The SCS-5 Vleigende Draeck Class are a line of cargo ships named after the first ship of the line. The class was first ordered in 2006, and was to debut several new techonolgies and be capable of speeds thought improbable for ships of her kind. Vleigende Draeck was to be able to carry immense loads at minimal cost around the globe.

The Vleigende Draeck Class is an extremely large cargo ship, with a staggering deadweight capacity in excess of 150,000 metric tonnes. Vleigende Draeck is 400 metres long, over 55 metres wide and has a draft of 15.75 metres, making it a simply enourmous vessel by any standards. The capacious vessel can accept 15,000 TEU (Twenty foot equivalent units), making it one of the largest in the world in terms of capacity.

The Vleigende Draeck is most recognizeable due to the streamlining domed cap mounted on the bow, shielding the containers on the open deck from the front. This is to reduce air resistence on the enourmous front of the vessel and helps reduce the load on the engines and allows for a slight increase in speed over non-streamlined vessels. The cap is constructed from light magnesium alloy, and can be removed.

The propulsion of the Vleigende Draeck is provided by a single INT24 Pressurized Water Nuclear Reactor which is used to turn the Centaur steam turbine, providing an impressive 145,000 shaft horsepower to be channeled to to the ship's single large propeller, allowing the ship to be propelled through the sea at speeds of up to 28 knots, with a cruise speed of 24 knots, a feat which is rather impressive for a vessel the size of the Vleigende Draeck Class. The engine is placed near midship to make best use of the rigidity of the hull and to maximize capacity.

The INT24 reactor is based off a military design which has seen an enduring service throughout various civillian and military ships. Radiation protection is a standout for its class, keeping crew and mantinence workers safe at all times. Version 24 of the INT reactor was designed specifically for the Vleigende Draeck Class.

The reactor lies towards the bottom of the ship, just forward of the superstructure. Refuelling or obtaining direct access to the reactor requires removing the cap, which requires a crane.

At a full speed of 26 knots and a full load, it takes approximately 10 minutes and 8 km to stop the ship. The turning diameter at the cruise speed of 24 knots is 1.25 km, a figure made possible by the use of bow-thrusters.

Instead of biocides, used by much of the industry to keep barnacles off of the hull, a special silicone-based paint is used, such as the kind used on other large container ships and warships. This increases the ship's efficiency by reducing drag while also protecting the ocean from biocides that may leak.



The superstructure of the vessel provides accommodation for up to thirty people, includes such facilities as a large pantry, freezer, refrigerator, a fully equipped kitchen, dining area, several bathrooms and two larger staterooms for more senior crew. There are fifteen bedrooms within the vessel, and a large area which can be configured to sleep a further fifteen. A helipad is an optional extra, but will take up cargo space. The tip superstructure stands an impressive fifty metres above the water.

http://i959.photobucket.com/albums/ae77 ... age223.png

Class and type: Vleigende Draeck Class container ship
Tonnage: 175,000 GT
Length: 400 metres
Beam: 55.5 metres
Draught: 15.75 m
Depth: 32 m
Propulsion: 1xPressurized Nuclear Reactor powering one Steam Turbine producing 145,000 horse power
Speed: 28 knots
Capacity: 160,000 DWT, 15,000+ TEU
Crew: 12
$160,000,000

Bloemfontein Class Tanker WA Certified

The propulsion of the Bloemfontein Class is provided by a single INT24-C Pressurized Water Nuclear Reactor which is used to turn the a pair of Centaur steam turbines, providing an impressive 21,000 shaft horsepower to be channeled to each of the ship's propeller shafts, allowing the ship to be propelled through the sea at speeds of up to 24 knots, with a cruise speed of 22 knots, giving the Bloemfontein Class impressive speed for her immense size, weight and subseuqent profile underwater. The engine is placed near midship to make best use of the rigidity of the hull and to maximize capacity.

The INT24 reactor is based off a military design which has seen an enduring service throughout various civillian and military ships. Radiation protection is a standout for its class, keeping crew and mantinence workers safe at all times. Version 2-C of the INT reactor was designed specifically for the Bloemfontein Class and is a scaled up version of the standard INT24 reactor which powers the Vleigende Draeck class of cargo ship.

The reactor lies towards the bottom of the ship, just forward of the superstructure and centered in relation to the width of the boat. Refuelling or obtaining direct access to the reactor requires removing the cap, which requires a crane to physically lift the cap off the reactor, allowing access to the fuel rods. This MUST be done in a controlled environment.



http://i959.photobucket.com/albums/ae77 ... lus201.png

Classification	Ultra Large Crude Carrier (ULCC)
Length	450m
Width	75m
Draft	20.5m
Air Draft	72 m
DWT	490,000 tonnes

$190,000,000

Ferry Terminals

Small Terminals (5,000-20,000 patrons per day) $1.1 million
Large Terminals: (20,000-100,000 patrons per day) $10.4 million
Grand Terminals: (100,000 + patrons per day) $50 million



Our ferry terminals provide waiting terminals complete with WiFi. Updates on LCD screen show weather, news, sport and anything else of importance to passengers, such as news from their destination or updates on weather on route. Ferry locations and EAT's are displayed on screens as well.

[Mikoyan-Guryevich]

Offsite Forum

[Mikoyan-Guryevich]

Track Information

Traditional Track
The first option (and cheapest) are simple flat-bottom steel rails supported on timber or pre-stressed concrete sleepers (referred to as railroad ties in the US), which are themselves laid on crushed stone ballast. Timber sleepers may be of hardwood or softwood, and are customarily treated with creosote or other wood preservative. Pre-stressed concrete sleepers are often used where timber is scarce and where tonnage and/or speeds are high.

Ballastless Track


A disadvantage of traditional track structures is the heavy demand for maintenance, particularly surfacing (tamping) and lining to restore the desired track geometry and smoothness of vehicle running. Weakness of the subgrade and drainage deficiencies also lead to heavy maintenance costs. This can be overcome by using ballastless track. In its simplest form this consists of a continuous slab of concrete (like a highway structure) with the rails supported directly on its upper surface (using a resilient pad).

There are a number of proprietary systems, and variations include continuous in site placing of a reinforced concrete slab, or alternatively the use of pre-cast pre-stressed concrete units laid on a base layer.

However ballastless track is very expensive in first cost, and in the case of existing railroads requires closure of the route for a somewhat long period. Its whole life cost can be lower because of the great reduction in maintenance requirement. Ballastless track is usually considered for new very high speed or very high loading routes, in short extensions that require additional strength (i.e. rail station), or for localised replacement in the case of exceptional maintenance difficulties.

Laying of track
Los Rios Group employs the Continuous welded rail method for superior quality over other choices. In this form of track, the rails are welded together by utilising flash butt welding to form one continuous rail that may be several kilometres long, or thermite welding to repair or splice together existing CWR segments. Because there are few joints, this form of track is very strong, gives a smooth ride, and needs less maintenance; trains can travel on it at higher speeds and with less friction. Welded rails are more expensive to lay than jointed tracks, but have much lower maintenance costs.

Flash butt welding is the preferred process which involves an automated track-laying machine running a strong electrical current through the touching ends of two unjoined pieces of rail. The ends become white hot due to electrical resistance and are then pressed together forming a strong weld. Thermite welding is a manual process requiring a reaction crucible and form to contain the molten iron. Thermite-bonded joints are also seen as less reliable and more prone to fracture or break.

If not restrained, rails would lengthen in hot weather and shrink in cold weather. To provide this restraint, the rail is prevented from moving in relation to the sleeper by use of clips or anchors. Anchors are more common for wooden sleepers, whereas most concrete or steel sleepers are fastened to the rail by special clips which resist longitudinal movement of the rail. There is no theoretical limit to how long a welded rail can be. However, if longitudinal and lateral restraint are insufficient, the track could become distorted in hot weather and cause a derailment. Distortion due to heat expansion is known in North America as sun kink, and elsewhere as buckling. In North America a rail broken due to cold-related contraction is known as a pull-apart. Attention needs to be paid to compacting the ballast effectively, including under, between, and at the ends of the sleepers, to prevent the sleepers from moving. In extreme hot weather special inspections are required to monitor sections of track known to be problematic.

After new segments of rail are laid, or defective rails replaced, the rails are artificially stressed. The stressing process involves either heating the rails causing them to expand, or stretching the rails with hydraulic equipment. They are then fastened to the sleepers in their expanded form. This process ensures that the rail will not expand much further in subsequent hot weather. In cold weather the rails try to contract, but because they are firmly fastened, cannot do so. In effect, stressed rails are a bit like a piece of stretched elastic firmly fastened down.

CWR rail is laid (including fastening) at a temperature roughly midway between the extremes experienced at that location (this is known as the "rail neutral temperature"). This installation procedure, along with normal track structure strength, is intended to prevent tracks from buckling in summer heat or pulling apart in winter cold.

Joints are used in continuous welded rail when necessary, usually for signal circuit gaps. Instead of a joint that passes straight across the rail, the two rail ends are sometimes cut at an angle to give a smoother transition. In extreme cases, such as at the end of long bridges, a breather switch can gives a smooth path for the wheel while allowing the end of one rail to expand in relation to the next rail.

*to be completed*
MagLev track laid by Los Rios will be Permanent Magnet ElectroDynamic Suspension or PMEDS. PMEDS is a simplified system which uses a center guide rail featuring unpowered or passive coils and powerful permanent magnets on the cars which levitate the train. Unlike the ElectroMagnetic system of levitation, this provides a dynamically stable levitation process and eliminates the need for powerful feedback systems. Unlike the ElectroDynamic system of levitation, the train is able to run at much slower speeds without falling from levitation. Using PMEDS, a MagLev train is able to levitate at any speed above 3km/h, however will fall from suspension below that speed and requires landing gear for stopping at stations. PMEDS can allow trains to travel at never before thought speeds with one Los Rios prototype system being clocked at 621km/h, however service trains will be restricted to running at speeds much slower.



PMEDS uses a Halbach Array of permanent for propulsion and levitation. As the Halbach magnet array passes over the loops of wire, the sinusoidal variations in the field induce a voltage in the track coils. At low speeds the loops are largely resistance impedance, and hence the induced currents are highest where the field is changing most quickly, which is around the least intense parts of the field, thus little lift produced.



PMEDS also employs a safety system vital to trains travelling at speeds in excess at 500km/h, in the form of RadarTrack. This mounts radar sensors along the track which can detect when a foreign object has entered the track, warning drivers of any oncoming trains of the potential hazard and allowing services to remove the object if necessary. Of course, one could only imagine the result if a train travelling at 500km/h was to derail.

Buildings

An example of what your station can look like (Large station pictured)

There is no reason why you cannot combine several transport systems into a single station. We can design a station that acts for country and metro trains, buses and ferries. You want, just ask.

We are happy to design stations and terminals to your taste. If you would like your stations to look something special, name them and we will see what we can do, although, it will be slighly more expensive.

We are looking for contractors to design hotels or malls which many prior customers have expressed interest in. If you would like to be our contractor, please enquire (ooc: a storefront is needed). Until then, stay posted on this.


A small Metro station.


An ultra modern large country/metro station

Country Rail Systems


Country Rails are alot faster than inner city systems, and handle far heavier loads, thus the price is increased. Estimate the track needed and total stations depending on the route. Or, provide a description of the route and preferably a diagram and we can give you a quote.

Track
Alcantara, Torsion, Carada-unelectrified track $7,500,000/km
Alcantara, Torsion, Carada, Vale, Hitachi-overhead power source: $13,500,000/km

Stations
-Small stations (5,000-75,000 patrons per day): $560000
-Large stations (75,000-1,000,000 patrons per day): $1,350,000
-Grand Stations (1,000,000 + patrons per day): 20,000,000

All our stations can be fitted with waiting terminals complete with WiFi, Climate control, LCD TV screens which can broadcast weather and news. Also stations feature updates on the wherabouts of trains and any posible delays

Depots
-$750,000 + $20,000 per train

Mantinence Facilities
-$800,000 +1 $20,000 per train
-Depot + $300,000 + $20,000 per train

Signal Boxes
-$1,100,000

[Mikoyan-Guryevich]

SPECIALS
Northern 4-8-4 Daylight

These flashy locomotives were built in 1941 and are considered genuine classic locomotives. Only a select few are left in the world today. The Daylight 4-8-4's were owned by Southern Pacific and used for fast passenger service, due to their good looks and frightening pace. These locomotives are capable of speeds in excess of 100mph and have an 80,000lb tractive effort

This is your chance to own a piece of history. We have two GS-4 Daylight 4-8-4 locomotives for sale for $500,000 each. These locomotives would greatly benefit any tourist lines in which passengers would glady pay for the 'old time steam' experience, and with their streamlined looks and outstanding speeds, they will be the delight of train buffs world wide.

$500,000 each

GS-4 Daylight
Date: 1941
Builder: Lima
Notation: 4-8-4
Driving Wheels: 80inch
Capacity 2 cylinders, 26x32
Steam pressure: 300lb
Weight: 475,000lb
Tractive Effort: 78,650lb

WP Class Pacific 4-6-2

We have sourced a lot of old WP class 4-6-2 Pacific's from India. These locomotives were designed and built in 1947 and many have remained in service until the 1990's. They are very quick and are capable of travelling at over 150kmh. All of these WP's have been ornately decorated and are in stunning condition.

The WP's held sway on fast passenger service in India for over 30 years. Now, they would be well suited to tourist line duties. They look and sound fantastic so they will definately be noticed. While they aren't quite as big or powerful as the Daylight's, they are a lot cheaper to run, and would be great for tourist lines all over the world.

$350,000 each

WP Class Pacific
Date: 1947
Builder: Baldwin (USA) Chittaranjan (India)
Notation: 4-6-2
Driving Wheels: 5'7"
Capacity 2 cylinders, 20x28
Steam pressure: 240b
Weight: N/A
Tractive Effort: 38,650lb

Princess Coronation Pacific 4-6-2

The pride of Britain in the 1930's, the Princess Coronation Class. These big powerful Pacifics revolutionised the London Midland Scottish line, setting many records that stood unchallenged for decades. They were the most powerful passenger steam locomotive ever built for the British Rail Network and now, you can own them.

They have been clocked at nearly 120mph, or just 6mph away from the world record holder, the A4 Mallard, although, none of the streamlined examples are available. These, like the other special locomotives, would suit tourist railways. They are not quite as powerful as the Daylights, but much more powerful than the WP's. Because of their star-studded history, they are worth more than the Daylight 4-8-4's.

$625,000 ea

Princess Coronation 4-6-2 Pacific
Date: 1937
Builder: Crewe Works
Notation: 4-6-2
Driving Wheels: 82 inch
Capacity 2 cylinders, 16.5x28
Steam pressure: 260psi
Weight: 105t
Tractive Effort: 50,000lb

Royal Hudson 4-6-4

These locomotives are so named because a locomotive of their type hauled the British Royal family across Canada in 1939. King George VI, thus designated the type Royal Hudsons. These are distinguished by the ornate crown embossed on the side panel. The Canadian Hudsons remained in service until 1960, used for both freight and passenger service.

These locomotives have a maximum speed north of 100mph and a huge 60,000 pound tractive effort, making these stunning performers. They would be great for tourist lines all over the world.

$450,000 ea

H1D 'Royal' Hudson 4-6-4
Date: 1938
Builder: Montreal Works
Notation: 4-6-4
Driving Wheels: 75inch
Capacity 2 cylinders, 22x30
Steam pressure: 275lb
Weight: 628,000lb
Tractive Effort: 63,650lb

[Mikoyan-Guryevich]

Ordering a system

If you have no clue what your country needs, or public transport isn't your 'thing' just provide us with some information about your country, and we can design the whole thing for you, including the what locomotives and or units to run.

Ordering Form

Country name:
Country location:
Type of system: (tick all applicable) Metro [] Regional [] Road [] Sea []
Please fill out the appropriate sections for your choices
Metro
Size of City (area):
Size of City (population)
Size of CBD (area)
Number of jobs in CBD (population)
Number of adjoining suburbs
Estimated patronage:
Fill out one for each city
Regional
Number of cities to connect:
City 1: (Name)
City 2: (Name)
City 3 (Name)
add more as required
Attach map of country featuring cities listed:
Estimated Patronage:
Road
Tick appropriate Metro [] InterCity []
Estimated Patronage Metro:
Estimated Patronage InterCity:
Sea
City Ferry:
Number of Terminals
Estimated Patronage:
InterCity Ferry:
Number of stops:
Distance between stops
Estimated Patronage

Packages

Metro Packages Product Information
-Tram starter package (10x MTS7 Trams) $15,000,000
-Subway starter package (5x MTR8 Trains) $30,000,000
-Monorail package (2x SMR-1000 + 2x Small stations + 10km track) $250,000,000
-Full Metro package (20x MTS7 + 15x MTR8 + 5x MTR9) $90,000,000

Regional Packages Product Information
-Rural Passenger Package 1 (2x MTR9 5 car) $7,000,000
-Rural Passenger Package 2 (2x LR575-M + 10x M2000 Economy) $7,000,000
-Overland Package (2x LR650-S + 20x M2000 Overnight + 2x M2000 Dining) $11,000,000
-Mainline Package (2x LR-E88-S + 12x M2000 Economy + 6x M2000 Luxury + 2x M2000 Dining) $12,000,000
-Intercity Package (4x LR-E400-HS) $90,000,000

[Mikoyan-Guryevich]

Ok, we have finished our constructions and are now open for business

We have released a new product, the Vale Electric locomotive, see it in our country showroom.

[Karatakgh]

Mikoyan-Guryevich,

KPTA of Karatakgh would like to purchase the following:

30 of your K500KR Super Carriers
50 of your first "Road transport options"
2 Large Stations (for busing only)
3 Medium Stations (for busing only)
3 Small Stations (for busing only)

Lieutenant Drew Wright
Karatakgh Public Transport Authority (KPTA)/Autorité de transports en commun du Karatakgh (ATCK)
Command Sector/Section du Commande
KPTA is a division of the Karatakgh Government/ATCK est un division de la gouvernement du Karatakgh

[Mikoyan-Guryevich]

Mikoyan-Guryevich,

KPTA of Karatakgh would like to purchase the following:

30 of your K500KR Super Carriers
50 of your first "Road transport options"
2 Large Stations (for busing only)
3 Medium Stations (for busing only)
3 Small Stations (for busing only)

Lieutenant Drew Wright
Karatakgh Public Transport Authority (KPTA)/Autorité de transports en commun du Karatakgh (ATCK)
Command Sector/Section du Commande
KPTA is a division of the Karatakgh Government/ATCK est un division de la gouvernement du Karatakgh

KPTA

Your above order comes to $10,710,000.

We estimate that the transit system you purchased will be fully operational in less than two months. Should you require anything else, please return to our storefront. We thank you for your business

Los Rios Corporation

[Karatakgh]

KPTA

Your above order comes to $10,710,000.

We estimate that the transit system you purchased will be fully operational in less than two months. Should you require anything else, please return to our storefront. We thank you for your business

Los Rios Corporation

Mikoyan-Guryevich,

$10,710,000 has been transferred to your account.

Lieutenant Drew Wright
Karatakgh Public Transport Authority (KPTA)/Autorité de transports en commun du Karatakgh (ATCK)
Command Sector/Section du Commande
KPTA is a division of the Karatakgh Government/ATCK est un division de la gouvernement du Karatakgh

[Mikoyan-Guryevich]

KPTA

Your above order comes to $10,710,000.

We estimate that the transit system you purchased will be fully operational in less than two months. Should you require anything else, please return to our storefront. We thank you for your business

Los Rios Corporation

Mikoyan-Guryevich,

$10,710,000 has been transferred to your account.

Lieutenant Drew Wright
Karatakgh Public Transport Authority (KPTA)/Autorité de transports en commun du Karatakgh (ATCK)
Command Sector/Section du Commande
KPTA is a division of the Karatakgh Government/ATCK est un division de la gouvernement du Karatakgh

Your money has been received. Thank you for your business. Should you require anything else, please return.

[San Pellegrino Romana]

We will buy A LOT of your stuff tomorrow (I g2g right now), but for now we will place the order $1million for 2x Northern 4-8-4 Daylights. We will wire the money upon confirmation of order. Thank you
Francesco Lombardi,
Secretary of Foreign Affairs

[Mikoyan-Guryevich]

We will buy A LOT of your stuff tomorrow (I g2g right now), but for now we will place the order $1million for 2x Northern 4-8-4 Daylights. We will wire the money upon confirmation of order. Thank you
Francesco Lombardi,
Secretary of Foreign Affairs

Great to see we found a home to them. We will ship them via sea when money is received.

We will also send over a team of mechanics to instruct on the proper storage, running and mantinence of these engines. We hope that you will be happy with them.

We await your return with more orders.

Los Rios Corporation

[San Pellegrino Romana]

TG us immediately if you have any other collectibles. Also, can you customize vehicles for Government/VIP/Presidential Use? OOC: I will make a list of the vehicles/trains/stations I will buy tomorrow and tg and post it here.

[Mikoyan-Guryevich]

TG us immediately if you have any other collectibles. Also, can you customize vehicles for Government/VIP/Presidential Use? OOC: I will make a list of the vehicles/trains/stations I will buy tomorrow and tg and post it here.

Yes we can do that, however it will cost more than the listed price. We are posting another two specials tonight, we will let you know via TG what they are.

[San Pellegrino Romana]

OK Please reserve any specials for us please. TY

[Mikoyan-Guryevich]

OK Please reserve any specials for us please. TY

We will put aside perhaps two of each kind of special to be reserved for you. If we were to reserve all of them, it would be unfair to other countries.

[San Pellegrino Romana]

That is what we meant. Thank you.

[Ocelatonia]

To: Los Rios Corporation
From: The Secretary of National Transportation, Ivan Prutko.

As the economical powerhouse that we are, and due to the ever growing population of our people, The Commonwealth of Ocelatonia is willing to sign a lifetime agreement with your company in hopes to established a national transport system. Due to the rather large purchases we are about to bestow, we would appreciate a discount in price. Hopefully you will accept our proposal and establish a trade agreement with our people.

[Mikoyan-Guryevich]

To: Los Rios Corporation
From: The Secretary of National Transportation, Ivan Prutko.

As the economical powerhouse that we are, and due to the ever growing population of our people, The Commonwealth of Ocelatonia is willing to sign a lifetime agreement with your company in hopes to established a national transport system. Due to the rather large purchases we are about to bestow, we would appreciate a discount in price. Hopefully you will accept our proposal and establish a trade agreement with our people.

We can offer you a 10% discount across the board however we can't really go much higher than that. If you would agree to this, we can certainly set up a trade agreement.

Los Rios Corporation

[Ocelatonia]

To: Los Rios Corporation
From: The Secretary of National Transportation, Ivan Prutko.

10% is good. Can I trust that you will build rail-roads and roads as well?

[Mikoyan-Guryevich]

To: Los Rios Corporation
From: The Secretary of National Transportation, Ivan Prutko.

10% is good. Can I trust that you will build rail-roads and roads as well?

We build railroads all the time, that is no problem. Our prices are listed in their respective categories.

Roads are out of our line of expertise, but we have a contract agreement with Rothstein+Lange who will build them for you. Their storefront is through this link: viewtopic.php?f=6&t=16926

Los Rios Corporation