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TS2012 – Driver Manual

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RailWorks 3: Train Simulator 2012 Driver Manual

1 INTRODUCTION TO RAILWORKS 3: TRAIN SIMULATOR 2012............................................................................. 3

2 OVERVIEW OF SCREENS AND MENUS .......................... 4 2.1 Launch Window .......................................................................... 4 2.2 Home Screen ............................................................................. 4 2.3 The Options menu ...................................................................... 4 2.4 Tutorials ................................................................................... 6 2.5 Drive by Train ............................................................................ 7 2.6 Drive by Route ........................................................................... 7

3 DRIVING CONTROLS AND INFORMATION.................... 8 3.1 Simple Driving Controls ............................................................... 8 3.2 Full Driving Controls ................................................................... 8 3.3 Changing Your Point of View ........................................................ 9 3.4 Steam Controls........................................................................... 9 3.5 Other Controls ......................................................................... 10 3.6 Information displays ................................................................. 11

3.6.1 Steam Train information ...................................................... 11 3.6.2 Electric/Diesel Train information ......................................... 11

3.7 Information displays ................................................................. 11 3.7.1 2D Map.................................................................................. 12 3.7.2 Task Information .................................................................. 12

3.7.3 Coupling view ....................................................................... 13 3.7.4 Legacy Driver’s Guide .......................................................... 13

4 DRIVING A LOCOMOTIVE .......................................... 14 4.1 Driving a Steam Locomotive ....................................................... 14 4.2 Driving a Diesel Locomotive ....................................................... 15 4.3 Driving an Electric Locomotive .................................................... 15 4.4 Warning icons .......................................................................... 16 4.5 Positive achievement................................................................. 16 4.6 Activity markers ....................................................................... 16

5 LOCOMOTIVE GUIDE................................................. 17 5.1 British Locomotives ................................................................... 17

5.1.1 Standard Black 5 4-6-0 Locomotive .................................... 17 5.1.2 S&D JR 7F 2-8-0 Locomotive ............................................... 18 5.1.3 UK Class 55 ‘Deltic’ Locomotive .......................................... 18 5.1.4 UK Class 47 ‘Spoon’ Diesel Locomotive ............................... 19 5.1.5 UK Class 37 ‘Tractor’ Diesel Locomotive ............................. 19 5.1.6 InterCity125 “High Speed Train” ......................................... 20 5.1.7 Class 166 ‘Networker Express Turbo’ Diesel Multiple Unit . 20 5.1.8 Super Express Train ............................................................. 21

5.2 German Locomotives ................................................................. 21 5.2.1 DB Class 101 Electric Locomotive ....................................... 21 5.2.2 DB Class 294 Diesel Shunter Locomotive ............................ 22 5.2.3 DB Class V200 Diesel Locomotive ....................................... 22 5.2.4 DB Baureihe BR 52 ............................................................... 22 5.2.5 DB Baureihe BR 143 ............................................................. 23 5.2.6 DB Baureihe BR 151 ............................................................. 23

5.3 North American Locomotives ...................................................... 23 5.3.1 EMD ES44-AC Diesel Locomotive ......................................... 23 5.3.2 EMD SD40-2 Road Switcher Locomotive ............................. 24 5.3.3 Warbonnet and EMD F7 A & B Unit Diesel Locomotive ...... 24

6 PASSENGER VEHICLE GUIDE ..................................... 25 6.1 British Passenger Coaches ......................................................... 25



6.1.1 Mk1 FK/SK/BG Coach............................................................ 25 6.1.2 Mk2 FK/SO/BSO Coach ......................................................... 25 6.1.3 Mk3 High Speed Train Coaching Stock ................................ 25

6.2 German Passenger Coaches........................................................ 26 6.2.1 Avmz and Bimz ..................................................................... 26 6.2.2 Siberling Commuter car ........................................................ 26

6.3 North American Passenger Coaches ............................................. 26 6.3.1 ACF Chair Car ....................................................................... 26

7 FREIGHT VEHICLE GUIDE ......................................... 27 7.1 British Freight vehicles .............................................................. 27

7.1.1 Five and Seven Plank multi-purpose wagons ...................... 27 7.1.2 Sixteen Tonne Mineral Wagon ............................................. 27 7.1.3 Standard British Rail Van ..................................................... 27 7.1.4 Wooden Cattle Van ............................................................... 27 7.1.5 Six-wheeled Milk Tank .......................................................... 27 7.1.6 Twenty Tonne Brake Van ..................................................... 27 7.1.7 HAA 2 Axle ‘MGR’ Coal Hopper ............................................ 27 7.1.8 PCA Powder Tank ................................................................. 28 7.1.9 HTA Bogie Coal Hopper ........................................................ 28 7.1.10 FSA Bogie ‘Outer’ Container Wagon .................................. 28 7.1.11 TTA 2 Axle Fuel Oil Tank.................................................... 28 7.1.12 Southern Brake Van............................................................ 28

7.2 German Freight Vehicles ............................................................ 29 7.2.1 Shimmns ............................................................................... 29 7.2.2 KBS Container Flat Wagon ................................................... 29 7.2.3 Kkt Hopper Wagon ............................................................... 29 7.2.4 Ssylms Multipurpose Wagon ................................................ 29 7.2.5 Eanos Hopper Wagon ........................................................... 29 7.2.6 Ktmm .................................................................................... 29 7.2.7 NPP tankers .......................................................................... 29 7.2.8 FALN hopper car ................................................................... 29 7.2.9 FAS hopper car ..................................................................... 29 7.2.10 GBS Boxcar ......................................................................... 30 7.2.11 IFBWW refrigerator ............................................................ 30 7.2.12 OMM 52 Gondola ................................................................ 30

7.3 North American Freight Vehicles ................................................. 30

7.3.1 Bi-Level Autorack car ........................................................... 30 7.3.2 Double Door Boxcar ............................................................. 30 7.3.3 Caboose Car ......................................................................... 30 7.3.4 Coal Gondola ........................................................................ 31 7.3.5 Coil Gondola ......................................................................... 31 7.3.6 2 & 3 Bay Covered Hopper .................................................. 31 7.3.7 2 & 3 Bay Cement Hopper ................................................... 31 7.3.8 53ft Double Stack Car .......................................................... 31 7.3.9 Refrigerator Car ................................................................... 31 7.3.10 16,000 Gallon Tank Car ..................................................... 31

8 ROUTES AND SCENARIOS.......................................... 32 8.1 Oxford Paddington Route ........................................................... 33 8.2 York Newcastle Route ............................................................... 34 8.3 Hagen Siegen Route.................................................................. 36 8.4 Bath Templecombe Route .......................................................... 37 8.5 Barstow to San Bernardino ......................................................... 39 8.6 Hedborough North (fictional) ...................................................... 41 8.7 Seebergbahn (fictional) ............................................................. 43 8.8 Castle Rock Railroad (fictional) ................................................... 44 8.9 TestTraK ................................................................................. 46

9 PACKAGE MANAGER.................................................. 47 9.1 Installing a Package .................................................................. 47 9.2 Uninstalling ............................................................................. 47

10 OPERATIONAL ERROR MESSAGES............................ 48 10.1 Unrecoverable Errors ............................................................... 48 10.2 Major Operational Errors .......................................................... 49 10.3 Minor Operational Errors .......................................................... 49



1 Introduction to RailWorks 3: Train Simulator 2012

Welcome to the RailWorks 3: Train Simulator 2012 (“TS2012”) Driver Manual.

In this Driver Manual you will find detailed instructions on the TS2012 menus and controls, tips on more advanced driving techniques and explanations of the routes, scenarios, and rolling stock available to you. For a more general overview of TS2012, read the Quick Start Guide.

I want to... Go to

Install TS2012 Read the installation instructions in the Quick Start Guide

Get started driving straight

away Read the simple driving instructions in the Quick Start Guide

Understand the menus and information windows better

Read the Overview of Menus and Screens in this Manual

Learn advanced driving

techniques Read the techniques for different locomotives in this Manual

Learn About Signals Refer to the Keyboard and Signalling guide

Learn about engines and rolling stock available in TS2012

Read the Train Guide in this Manual

Choose a route and scenario to

suit my ability Read the Routes Guide in this Manual

Add new material I have obtained for TS2012

Read the Package Manager section in this Manual

Create and package up my own

Routes and Scenarios Read the Creator Manual supplied with TS2012

Please note that the features in TS2012 are periodically updated, and the format screens and content) depicted in this manual may be slightly

different to that in your software.

You can obtain the latest version of this manual from www.railsimulator.com Although TS2012 comes supplied with an exciting range of routes and locomotives, there are many more available. Visit our shop at www.railsimulator.com to see the range available. When you acquire these add-ons through Steam, they are loaded directly into your game, so locomotives appear in the locomotive list and routes in the route list – no additional installation required!

The use of this software product is subject to the user’s acceptance of the limited license and other terms and conditions set forth in the User Agreement available online at http://www.railsimulator.com



2 Overview of Screens and Menus

2.1 Launch Window

Launching the simulator opens the TS2012 window where everything about your installation and content is controlled. To start the simulator click the ‘Start Train Simulator 2012’ button in the bottom right corner. In the top left corner of the screen are the following tabs:

News Browse the latest news; look up technical information and access support from RailSimulator.com.

Settings Set preferred display settings, toggle full screen mode on or off, change audio options and switch on additional options.

Packager Create packages of material you have created to distribute to other TS2012 users. See the Creator Manual for details.

Package Manager

Install and remove additional content for the simulator, and view the contents of TS2012 Packages.

Tools & Docs

Launch the Asset and Blueprint Editors for creating and editing new content for TS2012. Provide links to the latest version of all documentation.

Localization This is an advanced option for consumers wishing to translate TS2012 into languages not currently supported.

2.2 Home Screen

The opening screen is used to launch the game. If you are new to TS2012 or to trains in general, select “Tutorials”. If you know which train you wish to drive, pick “Drive by Train”; if you know where you want to drive, choose “Drive by Route”. The “Editor” option allows you to create and modify routes and scenarios (see the Creator Manual). To change the game options, use the “Options” button. “Credits” shows all the people involved in creating TS2012.

2.3 The Options menu

The Options menu has four Tabs: Graphical Detail, Sound, Gameplay and Advanced. The Advanced tab is used to adjust the brightness of the display – this is only available if you have opted to run TS2012 in full screen mode (see Settings in the Launch Window, section 2.1 above).



The Sound tab is used to adjust the Master and Ambient volume of your audio settings. The Graphical Detail tab allows you to adjust the quality of the simulation. It provides the following options:

Master Detail Level This quickly sets the options based on the performance of your computer. If you wish to set an individual set of features, choose Custom.

Particle Density Controls how thick smoke and precipitation are.

Passenger Density Controls how many passengers appear on platforms at stations.

Shader Quality Controls the quality of special effects on scenery.

View Distance Controls how far away the horizon can be seen.

Terrain Texture Controls the quality of ground textures.

Water Quality Controls the display quality of water surfaces.

Object Texture Controls the quality of scenery textures.

Scenery Detail Controls the amount of scenery displayed.

High Detail Shadow Quality

Controls the quality of shadows displayed (see tab box for details)

Low Detail Shadows Controls the rendering of soft generic shadows.

Procedural Flora Controls the rendering of ‘automatic’ grass and weeds on the ground.

Adaptive Bloom Creates glowing effects for such things as signal lights

Depth of field Simulates the depth of field of a camera so that distant objects are slight out of focus.

The Gameplay tab provides the following options:

Simple Controls Tick this box if you wish to drive using the simplified controls. Notes: 1. Not all locomotives support simple controls. 2. Career Mode scenarios cannot be played if this option is selected 3. This manual refers to Simple mode if this option is selected and Expert mode if it is cleared.

User Hints If selected, the names of driving controls will be shown when the mouse is positioned over them and left for a few moments.



Coupling Override Use this setting to allow vehicles with incompatible types of coupler to connect together.

Automatic Fireman Use this to allow the simulation to automatically handle coal shovelling and water loading.

Automatic Coupling Use this setting to allow vehicles to automatically connect when pushed together.

Show Language Warning

Displays a message if the scenario chosen is not translated into the language you are using.

Brake on over-speed Applies emergency brake if speed limit exceeded (certain trains only).

Erase Local Scenario Career Data

This clears local scenario data

2.4 Tutorials If you are new to trains or train simulation, this is a great place to start. The tutorials will teach you how to use TS2012 and help you get acquainted with the complexities of driving different types of locomotive. First, click on a tutorial to see a brief description of the content. Then click on the arrow at the bottom right to start the tutorial.

The on-screen instructions will guide you through each lesson.



2.5 Drive by Train If you select Drive by Train, the following display is presented (note, your list of trains may be different):

Scroll to the train you wish to drive (you can filter the trains by type using the Steam/Diesel/Electric tab). Click on a train to see the routes which the train can be used on and the scenarios available. There are three types of scenarios – Free Roam (explore at your leisure), Standard (structured activities) and Career Mode (structured activities that include measurement of your performance). If you want to find out more about a scenario, click on it and a short description will be displayed. To find out more about a particular train, click on the Train Information button. Press it again to return to the scenario list When you’ve selected your train and scenario, press Play. Note: If you’ve acquired trains from sources other than RailSimulator.com, it is possible that they will not appear in this list – this is due to compatibility issues with TS2012. You can still select your train using the World Editor. See the Creator Manual for details of how to place your train using those tools.

2.6 Drive by Route The Routes Screen allows you to select routes, read descriptions of routes, and select your mode of play (note, your list of routes may be different).

Scroll to the route you wish to explore and click that route. A list of scenarios for that route will be displayed – there are three types: Free Roam (explore at your leisure), Standard (structured activities) and Career Mode (structured activities that include measurement of your performance). If you want to find out more about a scenario, click on it and a short description will be displayed. To find out more about a particular route, click on the Route Information button. Press it again to return to the scenario list. When you’ve selected your route and scenario, press Play.



3 Driving Controls and Information A quick reference to the keyboard driving controls can be found in the Keyboard and Signalling Guide supplied with TS2012. This section further describes the most useful controls. TS2012 lets you control the Train in three ways. You can use the mouse to manipulate the in-cab controls, you can use the standardized controls of the driving interface or you can use keyboard commands. Because each train has different control layouts, the remainder of this guide will focus on the driving interface and the keyboard commands as these interfaces are standardized. However, if you do wish to use the mouse to manipulate the train controls, first switch to the Cab view (see 3.3 below) and then left-click on the control (throttle or brake), and, holding down the left mouse button, drag the control in the direction in which you wish to manipulate it. Look at the locomotive-specific information in the Driver Manual for details of the in-cab controls. If you do not wish to see the Driving Interface displayed, press “F4”. Press it again to restore the display.

3.1 Simple Driving Controls

When you first install TS2012, the driving controls are set to 'Simple'. You can change to the full set of driving controls by un-checking the Simple Controls box on the Gameplay tab of the Options menu. Note that not all trains can be driven with Simple Controls and you cannot select Career Mode scenarios in this mode. The Driving Interface gives you all the basic information you need and the software does most of the driving work for you.

The following simple controls are the most important (the keyboard alternates are shown in quotes):

“A”

“D”

Accelerate. Click on the upper part of the control or left click and drag the control upwards to increase the speed. (This will be achieved through a combination of releasing the brake and applying power.) Decelerate Click on the lower part of the control or click and drag the control down to decrease the speed. (This will be achieved through a combination of reducing power and applying brakes.)

“S” Reverse direction. Click on the control to change the direction of the locomotive. You should be at a complete stop to do this.

“Back-space”

Emergency Brake. Apply emergency brakes. This sets the brakes to 100% and locks the other controls. Once the train has come to a complete stop, the other controls will unlock.

“Space-

bar”

Horn. Sound the horn or whistle.

The information areas of the display and other controls shown are described in the next sections – those that are not available if the Simple Controls option is selected are shown as “Expert”.

3.2 Full Driving Controls To experience the full features of the simulation, you must switch to Expert mode (un-checking the Simple Controls box on the Gameplay tab of the Options menu). All locomotives can then be accessed and Career Mode scenarios are available. The full driving control set is shown as follows:

The full driving control set provides additional flexibility. The key components are (left to right): � Throttle (Diesel/Electric locomotives) or Regulator (Steam trains) � Reverser



� Brake Depending on the locomotive/consist, there are three types of brake selectable (top to bottom): Train brake, Locomotive brake and Dynamic brake.

A small number of trains also have a Gear control. This is displayed to the left of the Throttle control.

The keyboard equivalents for these functions are: “A”/”D” Increase/Decrease throttle (or open/close regulator for steam trains) “W”/”S” Increase/Decrease Reverser “ ‘ ”/”;” (apostrophe/semicolon) Increase/Decrease Train brake “]”/”[“ Increase/Decrease locomotive brakes “.”/”,” Increase/Decrease dynamic brakes “E”/ ”Shift-E

Gear up/Gear down

You can also manipulate the in-cab controls – click and hold the relevant control and drag it in the required direction.

3.3 Changing Your Point of View

TS2012 gives you many ways of observing the simulation. Initially, the camera is positioned outside and above the train (the external camera). Use the following controls to change cameras as you drive:

“1” Cab view.

“2” External front camera. This is the initial view displayed

“3” Rear of train

“4” Trackside camera

“5” Passenger view

“6” Front coupling camera

“7” Overhead Yard camera

“8” Detach camera from train for general exploration

Up arrow

Zoom in. As an alternate use the mouse scroll wheel

Down

arrow

Zoom out. As an alternate use the mouse scroll wheel

Shift+

2

Head out of cab left/Head out of cab right.

Alternate camera

Ctrl+ “=”

Move forward to next cab. For consists with multiple cabs

Ctrl+

“-”

Move back to previous cab. For consists with multiple cabs

You can control the camera by pressing and holding the right mouse button and moving the mouse wheel, or you can change your viewing angle (the direction of the camera) using the following keys (Note: not all are available in all views):

Zoom: “ ↑”, “ ↓” Zoom fast: Shift + “ ↑”, Shift + “ ↓” Pan: “←”, “ →” Angle: ctrl+ “ ↑”, “ ↓”

3.4 Steam Controls

Steam trains require careful use of a range of controls. TS2012 provides the option of an Automatic Fireman to allow you to focus on driving the locomotive. Beginners are strongly recommended to make use of this option (check the Automatic

Fireman option on the Gameplay tab of the Option menu). (Note that not all controls will be available for all locomotives) The two steam-specific controls that are the responsibility of the driver are:

“J” (Expert) Small ejector on/off (Steam trains only)

“C” (Expert) Cylinder cocks on/off (Steam trains only)



If you disable the Automatic Fireman, you will have an additional set of controls.

Switch to Fireman controls

Switch to Driver controls

The Fireman’s controls and information are as follows:

Coal management.

The indicator on the left shows the coal level. Move the shovel lever on the right to increase/decrease (“R”/ “shift-R”) the rate of shovelling. Use the bottom right button to open/close the firebox door (“F”/ “shift-F”)

Injector Control.

The indicator on the left shows the water level. The buttons at the bottom turn on/off Injector 1 (“I”) and Injector 2 (“O”) The sliders increase/decrease the flow to the Injectors (“K”/ “shift-K” for injector 1 and “L”/ “shift-L” for injector 2)

Damper/Blower Control.

The slider on the left increases/decreases the Blower (“N”/ “shift-N”). The slider on the right increases/decreases the Damper (“M”/ “shift-M”)

3.5 Other Controls (Note: Not all controls are available on all locomotives)

“T” Load/unload Passengers or freight

“H” Lights. Repeatedly pressing will cycle through headlight states if appropriate.

“V” Wipers

“Ctrl+ S” Take screenshot – an image file will be placed in the directory “My pictures” with a file name indicating the location (lat/long) and time.

“Z” (Expert) Engine stop/start. By default engines will already be running at the start of a scenario. Press this button to stop and then restart the engine.

“P” (Expert) Raise/Lower Pantograph (Electric trains

only)

“Q” (Expert) Alerter. The alerter is a system used on some

trains to ensure that the driver has seen a signal. If the alert sounds (a black/yellow striped symbol is shown on the Drivers display), you must acknowledge by clicking on the Alerter button or the emergency brakes will be applied.

“X” (Expert) Sander

“B” Bell

“Back-space” Emergency Brake. Apply emergency brakes. This sets the brakes to 100% and locks the other controls. Once the train has come to a complete stop, the other controls will unlock. Note: Not all trains have an emergency brake.

“Space-bar” Horn. Sound the horn or whistle.

“/” Handbrake off. This icon is displayed in the Coupling

view – see below

“Pause/Break” Pause. This suspends the simulation and displays a menu

giving you a choice of: Continue/Save Scenario State/Enter World Editor/Quit



“Ctrl-Q” Exit. You will receive an option to exit or continue.

“Ctrl-E” Enter World Editor. See the Creator Guide for more information.

“F2” Save position in Scenario. You can also do this via the Pause function.

“Tab”/ “Alt+

Tab”

Request permission to pass signal that is showing

red. Use “Alt+Tab” if reversing and the signal is behind.

“G”/

“Shift+G”

Change state of junction in front/behind. You can also do this using the 2D map (see below) or by clicking the junction itself.

“Ctrl+Shift+C” Couple manually. You can also use the coupling view to couple.

3.6 Information displays

Current speed and speed limit

Current time and scenario instructions (See

scenario section later in this guide)

The display at the bottom of the Driving Interface gives you the key information necessary to drive a train, in particular:

� The track shows the incline and the wagons or carriages that make up the train

� The distance to the next signal is shown � Speed limits and stations are shown

Use this information to anticipate the track ahead and plan accordingly. Engine Information is specific to the type of Locomotive being driven.

3.6.1 Steam Train information

This shows (left to right): Boiler level; Boiler Pressure and Fire Mass

The second section shows (left to right): Steam Generation rate; Steam usage; Brake pipe pressure; Steam Chest pressure; Water level; Coal level.

3.6.2 Electric/Diesel Train information

This shows (left to right): Brake cylinder pressure and Brake pipe pressure.

3.7 Information displays

TS2012 gives you access to a range of other information. Other information available:

“9” Display 2D Track map. See below

“F1” Display Task Information. See below

Display Coupling view (locomotives, wagons, coaches). See below

“F3” Turn on/off Driver’s Guide. This is only available when the Driving interface is disabled. See below

“F4” Turn on/off driving interface

“F5” Engine information. This provides technical detailed information in two levels of detail. Press once to get basic information, again to get detailed information and again to clear. It is only available when the Driving interface is disabled.



“F6” Display labels. As you drive your train, names of trains and locations relevant to the current scenario appear on screen. These labels are valuable for identifying locations, other trains, and vehicle numbers used in the scenario. Press the “F6” to turn off the display.

“F7” Display engine and wagon numbers. This displays the engine and wagon numbers relevant to current display. Note that this option is only available if Display Labels (above) is already selected.

3.7.1 2D Map

The 2D map can be accessed via the map icon on the Driving Interface or by pressing the “9” key.

The 2D map displays the track layout and the setting of all of the junctions. The junction is set to the direction that is brightened. The path your locomotive is set to follow is shown in blue. You can change the setting of manual junctions by holding shift and left clicking on the junction. This is especially useful for setting paths in complex yards, also note that in free roam scenarios all junctions are manual and so you need to set your path in advance.

At the top right of the 2D map are two icons. Click on the red train icon to centre the map on the player locomotive, the icon will then turn blue. Click it again to detach focus from the train. Click on the monitor icon to bring up a list of display filters for turning off items in the 2D map. This allows you to simplify the details shown on the display. Move around the map by holding down the right mouse button and moving the mouse. Alternatively you can use the left mouse button to drag and draw an area which will be zoomed into. The mouse wheel can be used to zoom in and out. A single right click or pressing the “9” key again will close the 2D map.

3.7.2 Task Information

The scenario information can be displayed by pressing the task information icon or F1 at any time.

If the Driving Interface is disabled, pressing F1 displays the Assignment Assistant.

The Assignment Assistant provides three options, selectable from the icons at the top: 1. Overview of scenario 2. Detailed list of assignments and indication which have been completed 3. List of keyboard shortcuts.

Press F1 to turn off this display



3.7.3 Coupling view

When performing shunting operations, switch to the coupling view to make easy work of creating your consist. Press the Coupling icon to switch between this view and the normal view. Click on the individual joints to attach or detach the components of the consist. You can also set or release the handbrake by clicking on the brake icon.

3.7.4 Legacy Driver’s Guide If the Driving Interface is turned off (press “F4” to do this), the Legacy Driver’s Guide can be displayed using the “F3” key. Press “F3” again to remove the display. This display has four modes, selectable by the icon at the top of the display:

The first mode displays a small version of the 2D map orientated around your train as well as the current speed limit, your present speed limit, the ruling gradient, time of day, and finally, distance to the next signal ahead and what its state is.

The second mode replaces the 2D map with information about any approaching changes to the speed limit; any approaching destinations and an expected arrival time; and finally, when loading or unloading, a progress bar and completion indicator.

The third mode displays a graphical representation of the ruling gradient. This has been geographically condensed to display roughly 1 mile ahead and behind the locomotive being driven.

The fourth mode shows the coupling state of your train. In this mode you can decouple rolling stock by left clicking the coupling icon located between the stock items and apply hand brakes by clicking the wheel chocks icon per vehicle.



4 Driving a Locomotive

This section describes how to drive a locomotive.

TS2012 has been designed to allow you to slowly build up your skills in operating complex vehicles by using the difficulties settings in the options menu. If you are not familiar with the operation of locomotives, we strongly recommend starting with the “simple” control setting, particularly when using steam trains. You can drive the locomotive in one of three ways. You can use the Driving Interface (described above), you can use the keyboard (described above and in the Keyboard & Signalling guide) or you can use the mouse. For mouse control, first switch to cab view (press “1”), then click on a particular control in the cab, then drag the control to change the setting. Because the position and operation of controls differ between locomotives, the remainder of this guide refers to the Driving Interface controls (with keyboard commands in brackets), but use the in-cab controls if you prefer.

4.1 Driving a Steam Locomotive

Until you are proficient at driving steam engines, switch on the Automatic Fireman to reduce your workload (to turn on the Automatic Fireman, click on the Options screen of the main screen, click on Gameplay Options, select Automatic Fireman and then return to select your train/route/scenario). When driving a steam train, there are three key controls:

Regulator. This allows steam to pass from the boiler to the cylinders, which turns the wheels and moves the locomotive. Manipulate the regulator by clicking and dragging the control to change the amount of steam passed. (“A” to increase/ “D” to decrease)

Reverser. This can be switched between Full Forward and Full Reverse and must be used before setting off. Use a high reverser setting to give maximum power. This uses a lot of steam, so slowly reduce the reverser setting as you speed up. (“W” to wind the reverser forwards and the “S” key to wind it backwards).

Train Brakes. This applies the brakes on the locomotive and any other attached vehicles that have brakes. (“ ’ ” (apostrophe) key to apply the brakes and the “;” key to release them).

Starting a Steam Train 1. Release your brakes. Once they are fully released and the brake pipe

pressure becomes constant (see the pressure display), apply the brakes slightly until they are in the Running position. Leaving them in the Release position would waste steam.

2. Wind the reverser fully forwards. 3. Open the regulator to about 50% and the train starts to move. 4. When you reach about 10mph, wind the reverser back to about 45%. 5. As you pick up speed, continue to wind the reverser back until it is about 15-

20%.

Driving Tips • If you then need to go faster, increase the regulator until you reach your desired speed. • When going uphill, you may need to wind the reverser forwards and/or open your regulator to keep speed up. • When going downhill you can coast by closing the regulator completely and setting the reverser to about 45%. • Monitor the Steam Usage and Steam Generation figures in the Driving Interface display. Adjust the regulator and reverser to keep the Steam Generation figure higher than the Steam Usage figure, otherwise you will lose boiler pressure and therefore lose power.

Stopping the Train

1. Always give yourself plenty of room to stop – a typical steam-hauled train takes ¾ of a mile to stop from 60 mph.

2. Apply the train brake. 3. Leave the brake control in this position, and the brakes will come on slowly

until they reach their maximum force. If you only want to make a partial brake application, after applying the brakes, release them until the control is in the ‘Self LAP’ position. This will hold the braking force at its current level.



4.2 Driving a Diesel Locomotive

The key controls:

Throttle . (”A” to increase/”D” to decrease)

Reverser. The reverser on a diesel locomotive usually has three positions: Forwards, Reverse and Neutral. When stationary, always move the reverser to the Neutral position. (“W”/“S” – Forward/Reverse)

Brakes. Diesel trains generally have three types of brakes – Train brake, Locomotive brake (normally only used when driving a locomotive on its own – a ‘Light Engine’) and dynamic brake. Use the buttons on the right to select the brake you wish to use and then move the control. (” ’ ”/ “;” – apply/release Train brake) (“]”/ “[” – apply/release Locomotive brake) (“>”/ “<” – apply/release dynamic brake)

Gear. Certain locomotives have a gear control. (“E” to increase/”Shift+E” to decrease).

Start up/ Shut down. Trains are initially started. (“Z”)

Note: Some locomotives (including the BR294) combine the throttle and train brake into one control. When driving these, reducing the throttle (<D> key) also applies the brakes. Starting the Train

1. Start up the locomotive if it is not already running. 2. Move the reverser to the Forwards position. 3. Release the train brakes and locomotive brakes if applied.

4. Move the throttle to around 25%. Do not use full throttle from a standing start as this can cause wheel slip or overload the traction motors, causing the power to trip out.

5. When you’ve reached around 10 mph, you can normally then give the locomotive full throttle. Be more careful in wet or snowy conditions.

Stopping the Train

1. Always give yourself plenty of room to stop – a typical diesel hauled train takes ¾ of a mile to stop from 90 mph.

2. Apply the train brake control until it is in the ‘Self LAP’ position. Increase or decrease the braking force by moving the train brake control within the Self LAP position.

4.3 Driving an Electric Locomotive

The key controls:

Throttle . ( “A” to increase/“D” to decrease)

Reverser. The reverser on electric locomotives usually has three positions: Forwards, Reverse and Neutral. When stationary, always move the reverser to the Neutral position. ( “W”/ “S” – Forward/Reverse)

Brakes. Electric trains generally have three types of brakes – Train brake, Locomotive brake (normally only used when driving a locomotive on its own – a ‘Light Engine’) and dynamic brake. Use the buttons on the right to select the brake you wish to use and then move the control. (“ ’ ”/ “;” – apply/release Train Brake) (“]”/“[“ – apply/release Locomotive Brake) (“>”/ “<” – apply/release dynamic brake)

Pantograph. Click to raise or lower the pantograph/3rd Rail shoes (if applicable), which collect electricity from the available power supply. (“P”)



Start up/ Shut down. Trains are initially started (“Z”)

Starting the Train

1. Raise the pantograph if it isn’t already raised. 2. Start up the locomotive. 3. Move the reverser to the Forwards position. 4. Release the train brakes and locomotive brakes if applied. 5. Move the throttle to around 25%. Do not use full throttle from a standing start

as this can cause wheel slip or overload the traction motors, causing the power to trip out.

6. When you’ve reached around 10mph, you can normally then give the locomotive full throttle. Be more careful in wet or snowy conditions.

Stopping the Train

1. Always give yourself plenty of room to stop – a typical electric hauled train takes 3/4 of a mile to stop from 90 mph.

2. Apply the train brake control until it is in the Self LAP position. Increase or decrease the braking force by moving the train brake control within the Self LAP position.

4.4 Warning icons

To help you improve your score when playing Career Mode scenarios, TS2012 displays a number of icons to show how your performance is being measured.

Comfort. Acceleration or deceleration too rapid

Excessive Fuel usage.

Operational error. Did you stop for passengers? Check the briefing notes to ensure you followed all steps.

Speeding. Keep to the limits for the best score

Time keeping. Schedules are important in some scenarios

Wheel slip. Manage your acceleration better.

Accuracy warning. You need to stop closer to the target.

4.5 Positive achievement

The following icons indicate successful achievement of key goals

Accuracy. Spot on!

Carriages aligned with platform. All the passengers can get on/off

Timeliness. Everyone likes an early train!

4.6 Activity markers

When playing scenarios, you can use your cursor to start key activities. As you move your cursor over the appropriate object (platform, junction etc), you’ll see the following icons. Click to carry out the relevant activity.

Load bulk freight

Load Container

Couple



Uncouple

Load fuel

Load passengers

Load water

Set junction

5 Locomotive Guide

5.1 British Locomotives

5.1.1 Standard Black 5 4-6-0 Locomotive

Total Built 842 Weight 73.4t Length 63’8” (19.43m) Engine Power 1,286Hp (959kW) Max Speed 90 mph (144 Km/h) Fuel Capacity 9t Coal / 4000 gal (18,000L) Water

Designed by Sir William Stanier, the ‘Class 5’ locomotive was introduced on the London Midland and Scottish (LMS) Railway in 1934. It is one of the greatest locomotives ever designed for British Railways – well over 800 were built and they remained in use until the last day of steam operation on British Rail in August 1968. Over a 17-year period, three different workshops and two different builders were used to construct Class 5 engines. Each batch introduced various improvements and modifications. The model included in TS2012 was built at Crewe Locomotive Works around 1944/45 and featured the ‘Straight Throatplate’ or ‘Long Firebox’ design. The Class 5’s nickname ‘Black 5’ originated from the fact that of 842 locomotives built, 838 were painted black! Most carried a variation of the LMS or British Railways insignia and lining, but the signature black colour scheme survived, with only 4 exceptions. Despite their LMS background, the Black 5s operated between Bristol and Bournemouth over the Somerset and Dorset Joint Railway. The locomotive was given the ‘Mixed Traffic’ designation, meaning it could haul all manner of trains, from local freight to regional passengers, and even the Pines Express. The versatility of the Black 5 made it one of the most popular engines among engine crews and shed staff and it ran from before World War II, right through to the closure of the line in 1966. Withdrawal of the Black 5 began in 1962 but the older ones were not decommissioned first and many original locomotives survived in service until 1968. Of the more than 800 built, 18 have been preserved. These have been continually modified to match advances in the railway system. Improvements in efficiency, adaptation for use with newer coaching stock, and the fitting of TPWS warning systems mean they can still work on train lines around the UK.



5.1.2 S&D JR 7F 2-8-0 Locomotive

Total Built 11 Weight 65.8t Length 59’3” (18.06m) Engine Power 1,328Hp (990kW) Max Speed 60 mph (96.5 km/h) Fuel Capacity 5.5t Coal /

3,500gal (15,911L) Water

The 7F design fulfilled the Somerset and Dorset’s need for powerful freight engines with relatively low axle weight. The first, No. 80, arrived at Bath in March 1914 and was immediately set to work on a series of test runs with heavy mineral trains over the line to Evercreech. These proved most successful and Nos. 81 to 85 entered traffic during the next few months. Two batches of SDJR 2-8-0 mineral engines were built. The first batch of six locomotives was built to the design of Henry Fowler at Derby 1913. The locomotives were the first on the SDJR to feature outside cylinders and the Walshaerts valve gear (the cylinders were angled in order to clear platform edges). Their length, at 59ft 9.in, proved to be longer than the turntables on the route! Subsequently, the tenders (which normally just carry the coal and water) were equipped with cab apparatus to alleviate operating issues. On delivery, each locomotive cost just £3,500 – that’s about a quarter of the cost of most locomotives at the time! These were the most powerful locomotives of their kind in the country, and designed to cope with the steep gradients and tight curves at Bath. However, once in service, the engines were modified extensively to make them run more efficiently, including removal of the tender cab equipment by 1924. In operation, these engines proved invaluable – they were reasonably fuel efficient and very reliable. They were equally useful for main line or branch line usage and pulled both goods and express passenger services. A second batch of five boosted their numbers in 1925, this time built by Robert Stevenson & Co Ltd at a cost of £6,570 each. These featured all of the initial batch’s upgrades as standard. After the end of World War II, the engines were used on the Somerset and Dorset line as helper locomotives (helping other locomotives pull trains through difficult or new terrain). However, it didn’t take long for rail traffic to give way to the motorcar and the locomotives were withdrawn between 1959 and 1964.

5.1.3 UK Class 55 ‘Deltic’ Locomotive

Total Built 22 Weight 100t Length 69’6” (21.8m) Engine Power 3,300hp (2,460kW) Max Speed 100 mph (161 km/h) Fuel Capacity 826gal (3,755L)

The first two locomotives of this type were completed in January 1961 and this small fleet grew to twenty-two some fifteen months later. These impressive machines boasted not one but two Deltic engines – they quickly became known as the ‘racing horses’ of the East Coast Mainline. Apart from the graceful curving body, the Deltic Napier engine was its centre attraction. Featuring an unusual triangular design, the 3,300hp output is squeezed from 18 cylinders and gives the locomotive a very distinctive roar. The Class 55 Deltic was developed after an intensive two-year period testing a prototype. In the spring of 1958, the British Railway Board ordered twenty-two locomotives from English Electric for delivery in 1960. In 1961, the first Deltic Locomotives entered service, appearing in a two-tone green livery. This colour scheme lasted for eight years before the standard British Rail Blue was applied across the fleet. Originally numbered D9000 to D9021, the fleet was renumbered in 1973/74 using a new system called TOPS. This gave them the Class 55 name and 55001 to 55021 numbers. The TOPS system is still used today when categorising UK trains. Over the course of their life, all twenty-two Deltic Locomotives were assigned names of army regiments or famous race horses. Working primarily on the East Coast Mainline, between London Kings Cross and Edinburgh Waverley, the fleet was based at three depots along the route to cater for differently timed express services. Operating at a top speed of 105mph, the Class 55 was the most powerful diesel locomotive on the railways at the time. The introduction of the Intercity 125 trains in 1978 spelled the end of the Deltic era. The first withdrawals took place in early 1980 two years later, the fleet was completely removed from service.



5.1.4 UK Class 47 ‘Spoon’ Diesel Locomotive

Total Built 512 Weight 111-121t Length 63’6” (19.31m) Engine Power 2,580hp (1,922kW) Max Speed 95 mph (153Km/h) Fuel Capacity 720-1221gal

(3,273-5,550L)

The Class 47 – or ‘Brush Type 4’ – was the definitive second generation, mixed-traffic locomotive of British Rail’s time. Introduced between 1962 and 1967, there have been many variations made to the locomotive during its long life. Class 47 locomotives operating in service today are still able to head passenger and freight services throughout the country. However, their once-superb reliability has declined with age. During the early 1980s most locomotives passed through the Crewe Locomotive Works for heavy general overhaul, but this only served to stall withdrawals of life-expired or collision-damaged locomotives. Following privatisation of the UK railways, the remaining Class 47s passed to freight operators in the private sector. Direct Rail Services, EWS, First Great Western, Freightliner, Virgin Cross Country and Cotswold Rail have all operated Class 47s over the last decade, sharing Freight, Passenger and Preservation Rail Tour duties. Each of the operators was quick to apply its own branding to the locos after privatisation and a plethora of brightly coloured Class 47s are produced even now. These include: Direct Rail Services, Cotswold Rail and, more prominently, the late FM Rail’s Blue Pullman livery. Many of the remaining locomotives are in steady decline with the introduction of more and more modern traction. A few have been converted to the newer Class 57 through upgrades to the body work, as well as a complete internal strip out and upgrade to better instruments, equipment and engine. However, the future of most Class 47 locomotives lies at the scrap yard, as a new generation of mixed traffic traction has undermined their dominance. The Class 66 Locomotive adds more technology, more traction and more diversity to modern freight operations.

5.1.5 UK Class 37 ‘Tractor’ Diesel Locomotive

Total Built 309 Weight 102-108t Length 61’6” (18.74m) Engine Power 1,750Hp (1,304kW) Max Speed 90 mph (145 km/h) Fuel Capacity 890gal (4,046L)

The Class 37 – or ‘English Electric Type 3’ – was ordered as part of the British Rail Modernisation Programme which began in the early 1960s. Introduced between 1962 and 1966, the Class has been able to reach all corners of the UK railway network over the following 45 years. Construction of the 309 machines was split between English Electric’s Vulcan Foundry in Newton-le-Willows, and Robert Stephenson & Hawthorns’ of Darlington. The machines initially were numbered D6700–D6999 and D6600–6608 respectively. They became the mainstay of locomotive power for InterCity services in East Anglia and around Scotland, while also working secondary and inter-regional routes for many years. Designed for both freight and passenger services, the class was as much at home hauling a heavy goods train as it was pulling passenger coaches. The Western Region even made attempts to convert several examples for 100 mph operations. Type 3 locomotives were originally fitted with boilers for steam heating, but with the withdrawal of non-standard Type 2 and 3 locomotives these were removed and only a select number were replaced with electric train heading equipment. Heavy overhauls of the class took place throughout the 1980s with the intention of prolonging the life of many examples well into the 1990s and beyond. At this point the Class 37 was sub-divided with 37/0 referring back to the original. Refurbishments consisted of the following:

• 37/4 Refurbished, rewired, Brush alternator and electric train supply (ETS) fitted • 37/5 Refurbished, rewired, Brush alternator fitted • 37/6 37/5 variants further modified with ETS wiring and RCH jumper cables fitted • 37/7 Refurbished, rewired, GEC G564AZ and additional weight added • 37/9 Refurbished, rewired, Brush alternator and new engines added



5.1.6 InterCity125 “High Speed Train”

Total Built 197 Weight 70.25t Length 58’5” (17.8m) Engine Power 2,250hp (1680kW) Paxman

2,700hp (2010kW) MTU Max Speed 148 mph (238 km/h) Fuel Capacity 1,030gal (4,680L)

The High Speed Diesel Train (HSDT) began its life in the early 1970s as a stopgap while British Rail developed their Advanced Passenger Train (APT). However, the revolutionary design changed high-speed rail dramatically. Once work on the prototype was complete, and the name had changed to simply High Speed Train, British Rail put forward a proposal to the government for full introduction. The initial order was for between 30 and 40 full trains to be constructed each year for a 5 year period, with the intention of totally modernising all UK trunk routes. The HST was ordered in batches according to the region where they would operate. Western, Eastern, South Western and Cross Country regions, accounted for 95 sets built in total. The HST first ran on the East Coast Mainline in 1978, but until a series of improvements were made, it wasn’t able to operate to full potential. Services initially ran between London Kings Cross and West Yorkshire, Newcastle, Edinburgh and Aberdeen – all using an 8 coach formation. When privatisation of the railways took place, Great Western Trains was formed on 4th February 1996. The new company wanted to make an image for itself, so several Class 43 power cars quickly emerged in emerald green and ivory ‘Merlin’ livery in September 1996. Great Western Trains lasted only a few years before First Group bought the company and transformed it into First Great Western. Since its introduction to the Great Western Mainline, the HST fleet has offered attractive commuting times into the capital. Combined with lower house prices in Reading, Swindon, Bristol and beyond, the trains have been a key factor in rapid population growth around these stations. As a result, the fleet has far outlived its projected life span and has had to undergo several major overhauls and numerous upgrades and enhancements.

5.1.7 Class 166 ‘Networker Express Turbo’ Diesel Multiple Unit

Total Built 21 Weight 117.2t (3-car unit) Length DMCL 75’2” (22.91m)

MS 74’6.” (22.72m) Engine Power 1,050Hp (783kW) per car Max Speed 90 mph (145 km/h) Fuel Capacity 1,030gal (4,682L)

Introduced as part of a second generation Diesel Multiple Unit fleet in the mid 1990s by Network South East, the Thames Turbo fleet of two- and three-car sets were among the first new trains on Britain’s privatised railways. Built to replace aging heritage DMU on the Great Western Mainline, these suburban trains had air conditioning, first class, catering and toilet facilities, and passengers and staff saw them as a vast improvement over their predecessors. All these features are now standard in modern trains. Constructed from welded aluminium, with cabs at both ends (of a set), these trains are part of the ‘Networker’ family. The Networker, which also included the 465/466 3rd rail and 365 overhead powered Electric Multiple Units, was conceived as a range of multiple units to cover the future requirements of Network South East. However, since it was created at the dawn of privatisation, and the process of rolling stock procurement was slow, no further classes were constructed. Originally operated by Thames Trains, these units are now part of the Greater Western Franchise owned by First Group. Based at a Depot in Reading, Berkshire, the Turbo network spreads from London Paddington out to Worcester and Banbury in the North, Gatwick and Basingstoke in the South, and Didcot and Hereford in the West. A fleet of Turbos (the 165/0 fleet) are also operated by Chiltern Trains from London Marylebone to Banbury and Birmingham.



5.1.8 Super Express Train

Total planned 100 – 250 Weight (consist) 385t ( Length 130 - 312m Engine Power unknown Max Speed 125mph Fuel Capacity unknown

The Intercity Express Programme is an initiative of the United Kingdom’s Department for Transport (DfT) to procure new trains to replace the InterCity 125 fleet on the East Coast Main Line and Great Western Main Line, and the Class 365 fleet serving Cambridge and King's Lynn. This locomotive is also planned to be used on the proposed HS2 route linking London and Manchester. The locomotive is still in the process of being designed, and so this version is based on early prototypes and concept diagrams. One key aspect of the current design requirements is the requirement that the locomotive be able to operate on both electric and diesel power. Because of the need for dual power, it is anticipated that there will be 6 different types of vehicles: DTPFO – Driver Trailer Pantograph First Open DTPSO – Driver Trailer Pantograph Second Open MFO – Motor First Open MCO – Motor Composite Open (First and Second Class Combined) MSO – Motor Second Open TSO – Trailer Second Open The two main consist formations are expected to be as follows: 5 car set: DTPFO – MCO – MSO – MSO – DTPSO 8 car set: DTPFO – MFO –MCO – TSO – TSO - MSO – MSO – DTPSO We have also included 2 additional driving cars marked “(Hatch Open)” in the Editor – these are for use when creating consists with multiple sets joined up.

5.2 German Locomotives

5.2.1 DB Class 101 Electric Locomotive

Total Built 145 Weight 87t Length 62’6” (19.1m) Engine Power 8,500Hp (6,400kW) Max Speed 135 mph (220km/h) Fuel Capacity N/A

First built in 1996, the 101 is Deutsche Bahn’s star locomotive. It is used across most of Germany for express passenger travel. Able to achieve speeds of up to 220 km/h, the 101 is also among the fastest locomotives on the German Network. The BR101 was designed as a high-tech modern loco from the start, with a three-phase motor supplying an impressive power output. With four powered axles, the BR101 has 6,400 Kw of traction and reaches a maximum speed of 220 km/h. One hundred and forty-five units were built between 1996 and 1999, and all of them are still in operation today. Due to the large flat side panel design of the 101, many in operation feature commercial advertising. These adverts include ones for Märklin, the musical Starlight Express and the 2006 FIFA World Cup, held in Germany. The first 101 was delivered in 1996 and quickly earned a reputation for speed and reliability. The modern design of the body and many advanced electronic systems make the BR101 a very efficient and economic train. Soon after introduction, duties were quickly moved to Intercity routes and many InterRegio trains were pulled by this locomotive. The separate adjustable motors that power the 101 can be switched during operation so if one motor fails, up to 75% of power is still available. Despite production ending in 1999, the 101 is still at the forefront of reliable and efficient high speed operations today. This all-purpose locomotive works fast passenger and freight trains alike and it has met the expectations of Deutsche Bahn throughout its service.



5.2.2 DB Class 294 Diesel Shunter Locomotive

Total Built 511 Weight 78t Length 45’10” (14m) Engine Power 1,350Hp (1,007kW) Max Speed 50 mph (80 km/h) Fuel Capacity 500gal (2,273L)

Based on the V100, the DB Class V90 was born from the need for a higher rated shunting locomotive. While an improved V100 was intended, this never came to fruition due to design and stability problems. A prototype variant was first introduced in 1964 with a 1,100Hp engine and top speed of 70 km/h. Full mainline production machines began appearing in 1974, with a more powerful 1350 Hp engine and 80 km/h top speed. Due to its intended yard shunting nature, the introduction of new technology to increase efficiency of operation has seen the usage of radio control equipment with the V90, named Class 290 in later years. This upgrading to external driving by yard controllers resulted in reclassification of affected units to Class 294 of which a sizable fleet has been created. Many of these units work in conjunction with a 6-axle flat wagon loaded with concrete weights to act as additional braking force allowing the locomotives to control trains of up to 2000 tons. Despite the external control ability, the engine is still occupied by a driver for safety purposes and continued operation if communication with the control tower is lost. Such a transition is indicated by an external lamp on the roof of the locomotive being extinguished when remote control is no longer possible. The end of the Class 294 locomotive has been now been sealed with Deutsche Bahn signing an agreement in September 2008 for 130 Voith Gravita 10BB locomotives to replace the aging V90 fleet from 2010 onwards.

5.2.3 DB Class V200 Diesel Locomotive

Total Built 86 Weight 117t Length 60’9” (18.53m) Engine Power 2,170Hp (1618kW) Max Speed 87 mph (140 km/h) Fuel Capacity 800gal (3,636L)

The DB Class V200.0 was amongst the first Diesel Hydraulic Locomotives to be produced by Deutsche Bundesbahn, with full production examples appearing as early as 1956.

An initial batch of 5 prototype locomotives were produced and began trials to ensure the projected reliability could be maintained as far as 1950s technology allowed. One such machine even travelled across three East European countries to demonstrate the capability to potential customers. Introduction of the V200 began in 1956, with the V200 replacing many main line locomotives as the top choice for express haulage. However, its peak performance was soon overshadowed by the introduction of electrification to much of the German railway network. With more powerful and efficient electric locomotives taking the limelight, the V200 was frequently seen hauling freight and commuter trains. However, there were still some lines where the V200 could be found hauling express services, such as between Hamburg and Copenhagen where crossing borders was simplified due to the use of self-powered traction. The last public service to use a V200 locomotive was in 1984. At this time the cost of operating twin hydraulic engine machines fitted with only steam heating systems became too much of a disadvantage over single hydraulic engines with electric heating equipment.

5.2.4 DB Baureihe BR 52 Total Built: Over 7,000 Weight 102.7t with Tender Length 22.97m Engine Power 1,620Hp (1192Kw) Max Speed 50 mph (80 km/h) Fuel Capacity 10t Coal /

6,700gal Water

The DR Class 52 is the best known of the so-called 'War Locomotives'. More than 7000 were built between from 1942, with a further 7000 initially planned for. Once the war was over however, manufacture of them ceased and only a further 300 made it off the production line. A key objective was to build a locomotive with a 15 ton axle load that was capable of transporting a 1200ton train at 65 km/h. Emphasis was placed on a fast production and lowest total cost of materials. The locomotive was also required to be very rugged and need little maintenance.

One of their main tasks was to meet the high supply needs of the German armed forces in the occupied eastern fronts and return goods to Germany. After the war, many locomotives were plundered for parts and spent long periods of time without being maintained or upgraded. The first locomotive was completed in 1942 at Borsig. Class 52 was a so-called "Simplification" of the DRB Class 50. It was intended that the locomotive would only have a short life due to the War, however, thanks to their robustness and simple but solid construction they were still in use until the late 80s in the GDR and other Eastern bloc countries. Nearly 700 engines were taken over by the Deutsche Bundesbahn after the war. The last 52s were retired in October 1962 in Duisburg-Wedau by DB. However, there are still BR52 in regular use on preserved lines. As either delivered or forgotten, the Class 52 have travelled most of Europe over the years. Most notably in Austria, Czechoslovakia, Poland, Soviet Union, Belgium, Luxembourg, France and Norway.



5.2.5 DB Baureihe BR 143

Total Built 646 Weight 82.5t Length 16.64m Engine Power 3500Kw Max Speed: 75 mph (120 km/h) Fuel Capacity: N/A

The 143 Electric Locomotive was acquired by DR in 1984 as the latest in railway technology. Originally classified as DR 243 DBAG, after the take over they were renumbered as the 143. This locomotive proved to be very versatile as a general purpose power unit, and thus could be found operating all types of trains. The first established routes for the DR143 were mainly in the Black Forest and S-Bahn of the Rhine-Ruhr region. Used throughout Germany since 1994, the Class 143 is found mainly in federal States operating regional commuter trains.

5.2.6 DB Baureihe BR 151

Total Built 170 Weight 118t Length 19.49m Engine Power 5982Kw Max Speed 75 mph (120 km/h) Fuel Capacity N/A

The 151 Electric Locomotive was built between 1972 to 1978 by Deutsche Bundesbahn for heavy freight operations. It owes much of its development to the class 150. The 151 Series is also suitable for passenger service, but this is rare. Owing to the two large 3 axle bogies and very sturdy construction of the chassis, the locomotive is able to develop high traction from its engine. Today, these locomotives are operated by the subsidiary Railon, and are employed solely on long distance freight around Germany.

5.3 North American Locomotives

5.3.1 EMD ES44-AC Diesel Locomotive

Total Built 2771 Weight 188t Length 71’4” (21.73m) Engine Power 4,400Hp (3,284kW) Max Speed 74 mph (119 km/h) Fuel Capacity 5,000gal (22,730L)

Built by General Electric’s Transportation Systems division in response to the introduction of tighter emission policies that came into effect in 2005, the ES44AC and DC locomotives replace the AC4400CW series. The upgrades result in more power and less emissions from the smaller GEVO 12-cylinder engine than its 16-cylinder predecessor. Consisting of a twin six axle or Co-Co wheel arrangement, more than 2000 of these locomotives have been ordered by nearly all the major US and Canadian railroad companies, 506 of which are allocated to Union Pacific Railroads alone. The Evolution Series locomotives are very similar in appearance to the Dash 9, with both AC and DC versions featuring the large cabinet behind the crew compartment on the left side, housing the Traction Inverters for the AC models. The radiators on these locomotives are longer than previous models, extending forwards towards the exhaust vents. Also present is a raised hump housing heat exchangers related to the reduced emissions. These newer improved models have further enhanced the reputation of GE Transportation Systems to produce powerful heavy haulage machines for many freight carrier applications. Available Variants • Union Pacific American Flag • Union Pacific Original • Black



5.3.2 EMD SD40-2 Road Switcher Locomotive

Total Built 4291 Weight 177t Length 67’10” (20.73m) Engine Power 3,000Hp (2,240kW) Max Speed 65-82 mph (105-132 km/h) Fuel Capacity 4,000gal (18,184L)

Introduced between 1972 and 1986, General Motors Electro-Motive Diesel (EMD) produced the SD40-2 as a 3,000 horsepower model as an upgrade from the SD40. Although not as powerful as some rival locomotives in the same Class, the SD40-2 features modular electronic control systems, making it significantly more reliable and economical than its competitors. With almost 4,000 units built for 29 Railroad companies, the SD40-2 is one of the best selling locomotives of all time. The British Class 59 is even derived from the processes and experience learned from the SD40-2. The SD40-2 shares the same basic superstructure as the SD38-2 as it uses the same 16-645E3 engine (with turbo charging modifications). The Dash 2’s (-2) also have longer front and rear ‘porches’ than other models, making for distinguishing features when comparing locomotives. Another alteration from previous designs is the three radiator grilles mounted on the roof, where previously there were only two. Union Pacific operates one of the largest fleets of SD40-2 locomotives. Having inherited many units from merges with other railroad operators, Union Pacific at one point owned more than 1100 examples of this locomotive, although some have now been retired due to life expiry, collision damage, and lack of newly required braking systems.

5.3.3 Warbonnet and EMD F7 A & B Unit Diesel Locomotive

Total Built 2,366 A Units 1,483 B Units

Weight 104t Length 50’8” (15.44m) A Unit

50’ (15.2m) B Unit Engine Power 1,500Hp (1,119kW) Max Speed 50-120 mph (80-164 km/h) Fuel Capacity 800gal (3,626L)

After World War II, EMD began offering a new range of locomotives designated F for freight market, consisting of the F2, F3, F7 and F9 models, with each one offering increased power ratings and improvements on the last.

The EMD F7 first appeared in 1949, and went on to become the second best selling locomotive ever produced by the Electro-Motive Division of General Motors. A total of 2,366 cab-equipped A units and 1,483 cabless B units were built between 1949 and 1953. Although promoted originally as a freight locomotive, the F7 was also extensively used on passenger services across America during its time, even gaining some prestigious names such as the Santa Fe’s ‘El Capitan’. Despite this popularity, many crews made their feelings known about its operation. Dislikes of the units included the difficulty to mount and dismount during switching duties as well as very poor visibility between engineer and ground crew unless they leaned a long way through the cab side window. With much of the F7’s life taking place before the introduction of two-way radio systems, these points of contention resulted in most switching operation moving over to GP traction, leaving the F units solely for through-working and block trains. This turn of duty was later attributed to the disappointing sales of the much improved F9s that were intended to replace the F7s. Final withdrawal of the F units took place in the 1970s while most were still fully operational and so many have survived in preserved railroads. The Warbonnet is a variant of the EMD F7 built for the Santa Fe railroad which became an icon of North American railroading, due to its use on long haul passenger and freight services. Santa Fe began taking delivery of passenger F7's in A-B-B-A formation in September 1949. The initial order of locomotives, designated 37-Class, were delivered with 36" dynamic brakes and horizontal grilles, and were numbered 37LABC through 41LABC.



6 Passenger Vehicle Guide

6.1 British Passenger Coaches

6.1.1 Mk1 FK/SK/BG Coach

The BR Mk1 coaches were first introduced in 1951. Their introduction was part of an attempt to standardise passenger travel after the nationalisation of the British Railway network but in fact they appeared in no less than 21 variations. Featured in TS2012 are the FK (first class seating with corridor), SK (second class seating with corridor), and BG (guard coach with manual

brake). Each Mk1 coach is 64ft long, weighs thirty-three tonnes and can be used at speeds up to 100mph. Therefore they could be used all over the network, rather than being restricted to the location of their initial client. Many features of the interiors were standardised between versions of Mk1s to improve recognition and operational efficiency when railway staff moved between trains.

6.1.2 Mk2 FK/SO/BSO Coach

British Rail's second carriage design was designated Mark 2. The Mk 2 has a semi integral construction (combining the chassis into the body design), giving it more strength than a Mark 1 in the event of an accident. The early production Mk2 entered service in 1965, featuring both vacuum braking and vestibule end panels made from dark green glass fibre. Mk2a coaches emerged in 1967

following minor tweaks and adjustments. They (and later variations) had air brake systems and featured leaf green glass fibre end panels and concertina gangway doors. By the peak of BR’s reign, the Mk2 stock had blue and grey livery and appeared in no fewer than six different variations. TS2012 includes the Mk2a. There were improvements to the design in the Mk2b, c, d, e and f sets but Mk2a gives a flavour of how travel had transformed since the Mk1 stock era.

6.1.3 Mk3 High Speed Train Coaching Stock

Built between 1976 and 1985, British Rail’s third passenger coach range was the Mk3. Accommodating further improvements in seating and ride quality over previous designs, the Mk3 coach is a 75ft long steel frame covered with a stressed steel skin. Later constructions used Computer Aided Design (CAD) systems to further optimise the build quality.

Internally, the Mk3s use a fixing rail system along the floor, which tables and seating can be attached to at any point to produce all manner of configurations. This system has allowed for more effective use and greater refurbishment in later life, making the Mk3 a vast improvement over previous coaching stock. The final eye-catching feature of the Mk3 design is related to the aerodynamics of the train at speed. In order to maintain a smooth airflow around the train, all underfloor equipment is stored inside cabinets rather than being open to the elements.



6.2 German Passenger Coaches

6.2.1 Avmz and Bimz

The ever-frequent InterRegio passenger services that ran throughout the eastern region of Germany up until 2002 meant that this variety of stock was rare on many lines. The railways were dominated by the red- and blue-banded livery of passenger coaches.

6.2.2 Siberling Commuter car

Built 1959 onwards, the carriages are 26 metres long and divided into 1st and 2nd class (AB). Other variants of 2nd class only (B) and driving cars with a luggage compartment (BD) are also available. Even today, these cars are used throughout the Federal Republic. However, the interior has now been heavily modernised.

6.3 North American Passenger Coaches

6.3.1 ACF Chair Car

ACF constructed 38 chair cars for Union Pacific, with a seating capacity of 44. The first vehicles began to enter service in 1953 and all cars were delivered by the end of 1954. During 1960, additional batches were produced by the St Louis Car Company, with the final set passing through the workshops between 1964 and 1965.



7 Freight Vehicle Guide

7.1 British Freight vehicles

7.1.1 Five and Seven Plank multi-purpose wagons

Built to a pre-war design, the Five and Seven Plank wagons were common on British railways for many years. The basic wooden body was mounted on a steel frame and generally used for transporting minerals. They had a capacity of up to 12 tonnes, a wheelbase of nine feet and were fitted with self-contained buffers. The carrying capacity of 12 tonne Seven Plank wagons was increased to 13 tonnes during World War II, and stayed this way until their decommissioning.

7.1.2 Sixteen Tonne Mineral Wagon

Originally coming in the form of 12 tonne and taller 15 tonne versions, the last and most popular mineral wagon was first introduced during World War II as an upgraded version of its older brothers. The Sixteen Tonne Mineral Wagon became the most numerous of all BR freight vehicles – over 50,000 were ordered during its first week.

7.1.3 Standard British Rail Van

Huge numbers of these vans were built both by BR and by the ‘Big Four’ pre-nationalisation railway companies - Great Western Railway (GWR), London, Midland and Scottish Railway (LMS), London and North Eastern Railway (LNER) and Southern Railway. Vans were not glamorous vehicles but had a very important role to play in the transportation of goods around the country, especially goods that needed to be kept dry.

More than 13,000 Twelve Tonne standard vans with plank sides and doors and a variety of corrugated ends entered service throughout the 1950s, '60s and '70s. However, the overall design varied little from the original, first drawn up in the 1880s!

7.1.4 Wooden Cattle Van

Although cattle traffic had fallen off appreciably between the wars, British Railways still required many thousands of cattle wagons post 1948, and went on to build no fewer than 3,800 cattle wagons to four different designs between 1949 and 1953. The Somerset and Dorset line still saw vast volumes of cattle movement by rail, although road transport was quickly catching up with its attractive ‘door-to-door’ haulage ability.

7.1.5 Six-wheeled Milk Tank

Milk was once one of the most important of railway consignments. With the need to get it from the farms in the country to the workers in the towns in a fresh condition it was always transported in trains running to very tight schedules. Originally built in the 1920s with four wheels, many of these tanks were rebuilt at Swindon in the early 1950s with the trademark six-wheel arrangement.

7.1.6 Twenty Tonne Brake Van

These wagons were built at Derby around the time of the nationalisation of the British railways in 1948. This Twenty-Tonne LMS Brake Van has characteristically wide ‘duckets’ – the bulges on the sides, which give the guard a good view down the side of a train.

7.1.7 HAA 2 Axle ‘MGR’ Coal Hopper

A quantum leap for coal traffic came with the introduction of the HAA hopper, which began production in 1965. It could achieve 60mph running and because it had twice the capacity of the aging 16 tonne trucks, half the number of wagons were needed on each train. Their numbers rose to over ten thousand working units by the end of the 1970s, thanks in part to their efficient loading and unloading ability.

The sloped sides and underside doors meant they could be loaded or unloaded at the colliery at slow speed without the train having to stop. Later, a loop of track was laid around the colliery so the wagons did not need to be shunted in and out. This procedure got a nickname – merry-go-round.



7.1.8 PCA Powder Tank

Although in development from as early as 1954, powder cement wagons reached their prime around the mid 1970s. They were still loaded using gravity, but now compressed air was used to discharge them at the train’s destination. This earned them the name Presflo.

7.1.9 HTA Bogie Coal Hopper Manufactured by the York-based firm Thrall in 2001, these wagons were designed for a new generation of coal transportation in the UK. They were used by privatised freight operator EWS to replace a large portion of its existing HAA hopper fleet, the majority of which was 30 years old by then. Each wagon can convey 75 tonnes of coal and weighs 102 tonnes when fully loaded. Due to their greater carrying

capacity they gave the freight company a significant increase in productivity, and paved the way for other operators to invest in new rolling stock. HTA wagons are a common sight across many parts of the UK and feature around Didcot Power Station on the Oxford to Paddington route.

7.1.10 FSA Bogie ‘Outer’ Container Wagon

Operating in fixed sets of five (two outer and three inner), these standardised wagons are 60ft long and capable of carrying various combinations of 20, 30 and 40ft containers of up to 8ft 6in high. Introduced in 1991, several thousand of these wagons are used around the UK to transport more than a million containers between ports and inner city depots, where cargo is further distributed to shops and warehouses.

7.1.11 TTA 2 Axle Fuel Oil Tank

TTA Wagons have been built in various batch productions since the mid 1960s. Each new batch featured improvements and, with the onset of standardisation, many tank wagons with 15ft wheel base were adjusted to the TTA configuration. Many people remember the 1960s as a bad time for the railways, with massive cut backs in services and the network itself. However, at the same time, the

transportation of petroleum by rail was skyrocketing. Six million tonnes were carried in 1963 and this figure grew to 15 million tonnes by 1968 – an impressive increase during such difficult times. The success of the TTA wagon design attracted many oil companies to rail transportation. Large numbers of ‘Block’ trains moved petroleum all around the country, providing the fuel for vast

numbers of facilities and businesses. This makes the TTA wagon perfectly at home on TS2012’s modern Oxford to Paddington route.

7.1.12 Southern Brake Van

While the majority of wagon builders adopted corner plates, wooden frames remained the rule on covered stock. This London & South Western Railway Diagram 1541 vehicle is finished in period brown with red ends, adopted by the Southern Railway for brake vans during its heyday.



7.2 German Freight Vehicles

7.2.1 Shimmns

The roof of this flat freight wagon slides back for easy access or can be completely removed for carrying short containers.

7.2.2 KBS Container Flat Wagon

A versatile and compact 2 axle flat bed wagon capable of transporting a multitude of cargo types including containers of up to 40ft long, rolls of coiled sheet metal and stacked sleepers and railway materials.

7.2.3 Kkt Hopper Wagon

Created for gravel and iron ore transportation purposes, the Kkt Hopper wagon has a rotating roof for loading and can be unloaded manually or automatically using chutes at the bottom.

7.2.4 Ssylms Multipurpose Wagon

This is another popular multipurpose flat wagon, although it is mainly used for transporting heavy, coiled steel between the various industries along the Hagen to Siegen line.

7.2.5 Eanos Hopper Wagon

The Eanos is an open mineral freight wagon very similar to UK Bogie Hopper wagons. Along the Hagen to Siegen line it is put to use on scrap and rubbish duties. Some variations even include side access doors that allow loading by fork-lift truck.

7.2.6 Ktmm

Designed for chalk and gravel transportation, the Ktmm Hopper’s functionality, loading methods and usage are much the same as the UK merry-go-round style wagons. It is built to provide minimum loading and unloading times and high operational speeds between terminals.

7.2.7 NPP tankers

A modern tanker used for transporting up to 120 cubic meters liquid.

7.2.8 FALN hopper car

Used for bulk goods and approved for speeds up to 120 Km/h, they carry, ore, gravel, sand and similar cargo.

7.2.9 FAS hopper car

Similar to the FALN, the FAS hopper has Pneumatic side doors for faster loading and unloading.



7.2.10 GBS Boxcar

The Gbs 254 was built from 1961 onwards in large

numbers and are used for all commodities of goods.

7.2.11 IFBWW refrigerator

This is a typical refrigerator van used for the transportation of various foods.

7.2.12 OMM 52 Gondola

Before larger wagon designs were conceived, these were the bulk freight carriers of the Steam era.

7.3 North American Freight Vehicles

7.3.1 Bi-Level Autorack car

Autoracks or Auto Carriers are specialised rolling stock used to transport new vehicles and light trucks from factories to distributors and retailers across the United States. This process of transportation of new vehicles has been in use for decades, and has seen many innovations in the design of the Autorack during this time.

Newer models include side sheeting and roof tops to protect the vehicles while in transit and even door ends to prevent unwanted guests hitching a ride en-route!

7.3.2 Double Door Boxcar

Boxcars are the mixed freight carriers on the railroad. Originally hand loaded, they are now mainly operated in conjunction with forklifting equipment. However, they are not as fast to load as more specialised wagons, so there was a decline in their use during the latter half of the 20th century. Even so, many variations on the generalised boxcar design

have survived, making them more versatile to modern requirements. Coal, grain, ore, livestock, automobiles, and even perishable loads are still carried in adjusted boxcars, maintaining their presence throughout the world.

7.3.3 Caboose Car

The Caboose car is a manned vehicle attached to the rear of freight trains, providing shelter and operational quarters for the train crew. It is used by the conductor of a freight train to monitor for problems with the train such as shifting loads or dragging equipment. With the introduction of the EOT (End of Train) device that automatically monitors information about the train, the

requirement of the Caboose car was lost. Some trains still feature the Caboose, however, as it is useful for maintaining a crew at the rear of the train to operate switches in yards.



7.3.4 Coal Gondola

After the Second World War coal usage in the US increased dramatically and so haulage of the mineral required improvement. The design of the high sided gondola allowed railroads to vastly increase their carrying capacity. However, the cars do not feature any unloading equipment, so they use the intriguing mechanism of holding it to a short section of track while it is slowly rotated upside down to empty it.

7.3.5 Coil Gondola

Appearing in the 1960s, the purpose built coil gondola was designed to overcome problems of shifting loads, awkward loading and unloading, and damage from weather during transit. Consisting of one or many troughs, which usually run lengthwise, the steel is cushioned with wood and then stops are applied to prevent shifting of the material while on the move. The hoods are removable via lifting and feature brackets to allow for stacking when not in use.

7.3.6 2 & 3 Bay Covered Hopper

Structurally the covered hopper is very similar to the open top hopper in terms of its carrying capacity and unloading chutes underneath. The distinguishing feature though, apart from the roof, is the overall size compared to the open top variant. Covered hoppers usually carry less dense materials and can therefore carry more on the same axle load.

This means covered hoppers are designed to a higher cubic capacity. They mainly haul trains such as corn, wheat and barley.

7.3.7 2 & 3 Bay Cement Hopper

Similar to the 2 and 3 bay hopper, this vehicle was designed for carrying cement.

7.3.8 53ft Double Stack Car

Most flatcars cannot carry more than one standard container, but if the rail line has been built with sufficient vertical clearance, a well car can accept a container and still leave enough clearance for another container on top. The depressed centre section provides a floor which is only inches above the rails, stabilizing the containers by lowering the centre of gravity.

There are 6 variations of container cargo available.

7.3.9 Refrigerator Car

Refrigerator cars are simply boxcars designed to carry perishable goods at a constant temperature. They are fitted with cooling systems designed to reduce the inside temperature to around -20 degrees F. This cooling can be achieved mechanically or cryogenically with liquid carbon dioxide. Placing the cooling system on the outside allows for greater capacity and increased access for maintenance.

7.3.10 16,000 Gallon Tank Car

Tank cars are designed to carry liquefied loads such as petroleum, chemicals and gasses. They come in many variations and purposes ranging through insulated and non-insulated to pressurized and non-pressurized. Pressurized tanks feature all the plumbing at the top with valve gear and a protective cylindrical housing. Loading and unloading are then performed through this point.



8 Routes and Scenarios

This section describes the routes included in TS201 2, along with the scenarios created to encourage you to expl ore the routes. Remember that you can create your own routes and scenarios (see the Creator Manual), obtain new routes from Steam and also import routes you have obtained from other creators (see Section 9 – Package Manager). The routes provided with TS2012 are:

• Oxford – Paddington, a UK route set in 2006 • York – Newcastle, a UK route set in 1978 • Hagen – Siegen, a German route set in 1998 • Bath – Templecombe, a UK route set in 1955 • Barstow – San Bernardino, a US route set in 2005 • Hedborough North, a fictional UK route set in 1968 • Seebergbahn, a fictional Alpine route set in 2009 • Castle Rock Railroad, a fictional US route set in 2009 • TestTrak, a testing facility based on the Wildenrath test centre in Germany

Each route is supplied with a set of scenarios or missions. Each scenario uses a particular set of rolling stock on a particular route. You can either first pick your route and then look for an interesting scenario or pick your chosen locomotive and find scenarios for that locomotive. Scenarios are of three varieties: - Free Roam Scenarios. These let you explore the route at your leisure without

setting particular objectives. In Free Roam, you must set junctions yourself. Where appropriate, TS2012 will set signals to reflect the status of the junctions.

- Standard Scenarios. Standard Scenarios set objectives of varying difficulty for you to meet. When you complete the scenario, you receive feedback on how well you met the objectives.

- Career Mode Scenarios. To provide feedback on your performance, Career Mode Scenarios measure your performance against a set of criteria that depend on the activity. You can share your Career Mode Scores with your friends and the rest of the Steam community. To ensure fairness between players, Career mode scenarios cannot be performed using the simple controls option.

The remainder of this chapter describes the Routes and the Scenarios. Free Roam scenarios do not need further description as you set the goals. For Standard Scenarios, some guidance notes are provided. For Career Mode scenarios – you need to develop your own approach!



8.1 Oxford Paddington Route

The Oxford to Paddington line is the main artery of the Great Western Mainline operated by First Great Western. The goal of the Great Western Railway Company was to provide a double-tracked line heading into and out of London in a westerly direction. The 27-year-old engineer Isambard Kingdom Brunel was appointed to oversee the construction in 1833. An Act of Parliament then officially started construction of the Great Western Railway on the 31st August 1835. Starting from Bristol, Brunel decided to take a route which passed north of the Marlborough Downs, through an area with no significant towns, while offering potential connections to Oxford and Gloucester. From there, the line would follow the Thames Valley into London. Surveys of the entire route between London and Bristol were completed by Brunel himself. However, he met many difficulties during construction. In order to maintain train speeds, Brunel aimed for as flat a gradient profile as possible through the route. This meant crossing the Brent Valley, the Thames at Maidenhead and the hill at Sonning between Twyford and Reading. Where the railway had to cross the Thames, Brunel built a brick bridge with two main spans of 128ft and a rise of only 24ft. The elliptical spans of Maidenhead Bridge are probably the most remarkable ever constructed in brickwork. The high ground between Twyford and Reading required the creation of a two-mile cutting that reached 60ft in depth.

It was not until 1844 that the Didcot to Oxford line was purchased and included as part of the Great Western Mainline. Today the Oxford to Paddington line is managed by First Great Western which is owned by First Group Plc. The line still remains one of the busiest in the country, and forms a major connection between the capital and the West Country. Huge numbers of commuters use the route daily to get to and from work. Scenarios Name Type Season Loco Start

location Length (Mins)

Autumn Leaves Standard Autumn Class 166 DMU Oxford 60

Chasing Yellows Standard Winter High Speed Train Paddington 35

Lost in the Shuffle Standard Spring Class 47 Didcot 45

Oxford to Reading Local

Standard Summer Class 166 Oxford 40

Return Ticket Standard Spring Class 166 Slough 65

Rush Hour Run Standard Autumn High Speed Train Paddington 55

Using Expert Controls – Tutorial

Standard Winter High Speed Train Oxford 15

Duff Coal Career Mode Autumn Class 47 Oxford

Oxford Bound Career Mode Spring Class 166 Reading

Didcot (Winter) Free Roam Winter Didcot

Oxford (Autumn Free Roam Autumn Oxford

Reading (summer) Free Roam Summer Reading

Scenario Notes:

Rush Hour Run For timetabled scenarios such as Rush Hour Run you must always be vigilant with timings. Station digital clocks show the correct time to the second in scenarios. For added challenge, why not forfeit using the Driver Interface and use your knowledge of the line to play this scenario? Identify signals by eye, use visual clues to gauge station stopping distances and use the platform clocks to tell the time.

Return Ticket Performing 14 passenger stops in little over an hour provides its own challenges. The frequency of station stops means you will have little chance to reach top speeds for sustained periods of time. However, this scenario is not strictly timetabled, so there is some leeway with your timing. Use this opportunity to test stopping distances so you can stop in optimum time and save vital seconds!



Lost in the Shuffle To access Didcot North Yard 12, which is your first destination, move forward over the first three junctions and bring the Class 47 to a stop. You now need to set a path behind you. Use the 2D map to change the junction immediately behind you. Then guide the blue line Northwest until it leads into Didcot North yard 12, which is the Eastern-most yellow track on the map. Once the path is set, the path is clear to reverse into the siding. Oxford to Reading Local For this scenario, departure times have been provided. Although departing early will not result in failure of the scenario, it will challenge you further if you aim to stick to these times. Chasing Yellows At the start of this scenario “go via Royal Oak JN2” is listed as your next destination, so make sure you follow the correct route. Autumn Leaves This scenario is not designed for use with Simple Controls. To change to this mode, click on the Options link on the Home Screen. Then click on the Gameplay link and make sure the Simple Controls box is not selected. This enables AWS and gives you the full range of controls.

8.2 York Newcastle Route

The Newcastle to York line is part of the UK’s East Coast Main Line. It was created when a number of smaller companies combined their lines. Various mergers and acquisitions in the early days of the railway meant that by 1860 only three companies controlled the route North to South: the North British Railway, North Eastern Railways and the Great Northern Railway. North Eastern Railways operated the northern tip and had its headquarters in York. This prestigious station eventually became the headquarters for the entire East Coast Mainline. The present station (although greatly expanded over the years) was opened on 25th June 1877. The entire track complex into and out of York Station was controlled by a 295 lever signal box, the largest manually worked signal box in Britain. Newcastle station was constructed in collaboration with Robert Stephenson and opened in 1850. This building has a classical styled frontage and its train shed features three distinctive arched spans — one of the first of this kind in the world. The East Coast Mainline has always had a reputation for speed and even boasts the location of the current world speed record for a steam powered locomotive – set on 3rd July 1938 at Stoke Bank, not far south of Grantham. Throughout its history the line has featured several kings of speed, and even now the Intercity 225 sets thunder up and down its rails.



TS2012 features the route as it was in the mid 1970s. During this period, the line reached its highest freight traffic volume, mainly due to nearby coal reserves and the North’s abundance of industrial and manufacturing based commerce. Also fondly remembered from this era is the Class 55 'Deltic' Napier Locomotive, regarded by many as the greatest diesel engine to grace British railways. Scenarios Name Type Season Loco Start


Big Trouble in Tyne Yard

Standard Spring Class 47 Tyne Yard 45

Coals to Newcastle Standard Spring Class 47 Thrislington Quarry

35

Deltic Diversion Standard Spring Class 55 York 50

Evening Express Standard Summer High Speed Train Newcastle 70

Long Hop Standard Winter Class 47 Gateshead 120

Spoon to Middlesbrough

Standard Spring Class 47 York 35

The Need for Speed Standard Autumn High Speed Train Darlington 60

Up for the Cup Standard Autumn Class 55 York 40

Geordie Deltic Career Mode Autumn Class 55 York 90

Darlington (Summer) Free Roam Summer Darlington

Newcastle (Spring) Free Roam Spring Newcastle

York (Winter) Free Roam Winter York

Scenario Notes: Up for the Cup Sometimes in a scenario an event happens which can throw a spanner in the works. This scenario is set to test your ability to meet a strict timetable, so you must drive as close as possible to the speed limits to make up any lost time. Coals to Newcastle Don’t let changes in speed limits creep up on you! The maximum speed in Tyne Yard is 40 mph whereas shortly before, the speed on the main line was 125 mph. Look out for the distance to the next speed limit change and adjust your power accordingly. The Need for Speed The very first thing you must do in this scenario is change cabs so you are pointing towards Darlington Station. To do this switch to cab view and then use the move to previous cab button (“Ctrl+=”) to toggle which is the active cab. You want to be able to see the arches of Darlington Station from the cab before you begin to pull away.

The Long Hop When playing long scenarios such as Long Hop it is frustrating to get so far and fail due to an accident, so use the Save function. To load a saved game, select the scenario name from the front end list and press the “Continue” option. Evening Express Newcastle is a busy station and at any one time many of the platforms are occupied. Only begin when the signals allow you to pass. To keep track of other trains in the area try viewing the 2D map display. Deltic Diversion This scenario involves a lot of stop/start running, meaning you are following another train of a higher priority than you along the line. For this journey aim to be in the signal block behind that other train. If you have been waiting at a signal for a long time, or want to check on the progress of the other trains, use the 2D map. Spoon to Middlesbrough You can come unstuck even in seemingly simple scenarios if you do not follow the instructions carefully. In this instance you must perform a passenger boarding task before you pull away from York Station. It is always wise to read the tasks in the Task Information page. Big Trouble in Tyne Yard For yard based shunting scenarios such as this you will constantly be switching manual junctions to set a correct path for your train. You can use the 2D map to do this. Then try to complete the scenario without reference to the map.



8.3 Hagen Siegen Route

The route from Hagen to Siegen was built from 1858 to 1861 by Bergisch-Märkische Eisenbahn to transport coal more quickly from the Ruhr area to the steel mills around Siegen. The route mostly follows the river Lenne, though south of Altenhundem it passes over the flood plain of the Lenne itself. The mainline is used mostly by freight trains for wood, coal and steel. This was the most important reason for the growth of the line. In 1870, the line was expanded to two tracks to service ever-growing traffic volumes. In the beginning, Altenhundem was the only passenger station in the Lenne valley and had its own maintenance depot. This was soon joined by stations at Finnentrop and Letmathe, which also gained depots to look after their rolling stock. For a long time, the route from Hagen to Siegen was a main connection between the Ruhr area and Frankfurt. Traditional stops for fast trains were established at Hagen, Letmathe, Altena, Finnentrop, Altenhundem, Kreuztal, Siegen-Weidenau and Siegen. Sadly though, other more prominent connections have since been developed around Germany and this winding valley line is in decline. Many of its smaller yards and train-maintenance workshops have closed and now lie derelict.

Chosen for its mixture of freight and passenger operation, the route in TS2012 is constructed around the period of 1996 to 2001. During this time, the InterRegio was the highest quality train on the route. Scenarios Name Type Season Loco Start


Ghost Train Standard Autumn BR101 Finnentrop 55

Heating up Standard Summer BR101 Plettenberg 40

Heavy Freight Standard Winter BR151 Siegen 120

Historic Freight Standard Summer BR52 Ha-Kabel 180

Into the Misty Standard Autumn BR294 Hagen Yard 70

Launch Party Standard Winter V200 Siegen 30

Part by Part Standard Summer BR294 Huttental-Geisweld

60

Sleep Tight Standard Autumn Hagen 60

Wagon Hunt Standard Spring DB294 Greven-bruck

50

Local passenger to Finnentrop

Standard Summer Hagen 45

Fog on the Lenne Career Mode Summer BR143 Altena 30

Last Leg to Siegen Career Mode Autumn BR101 Eichen 20

Finnentrop Free Roam Summer Finnentrop

Hagen Free Roam Autumn Hagen

Siegen Free Roam Winter Siegen

Scenario Notes: Wagon Hunt When coupling, you must maintain a very low speed to avoid derailment. Aim to couple at no greater than 4 km/h (or 3 mph). Sleep Tight Passenger comfort levels are displayed at the end of a scenario on the debriefing screen. Although low passenger comfort levels will not fail a scenario, you should aim to get as close to 100% as possible. Braking sharply or taking a corner over the speed limit will stress the couplings and reduce the overall passenger comfort. Ghost Train A good driver will adapt to any changes in circumstance. When something unusual happens, stay calm and respond to new instructions.



Into the Misty Yards sometimes have multiple exits. To help you navigate in and out of yards there are markers called “gates” through which your train must pass before joining the main line or a different section of the yard. To pass into the north section of Hagen Yard where the wagons are located you must first set your path through “Hagen Gate 10”, which is located on the turn off just beyond the distinctive arched road bridge. Launch Party There are some tight curves after Littfeld Station and the speed limit begins to drop. Look out for Krombach Sidings on the right just before Littfeld Station and be aware this marks the start of the speed dropping to 120 km/h and then 100 km/h shortly after from a high of 140 km/h. Heating Up Your estimated arrival time is based on your current performance, so if this shows anything later than your scheduled arrival time you need to up your performance. Part by Part The entrance to the Huttental-Geisweid Scrap Company’s siding is approximately 650 metres north of your start location, with the turning off to the right just after the metal girder bridge.

8.4 Bath Templecombe Route

The Somerset and Dorset Joint Railway (SDJR) was formed in 1862. It was anticipated that substantial traffic would be attracted to this cross-country link between the Bristol Channel and the English Channel. However, predicted volumes failed to materialise and it was decided to build an extension north from Evercreech Junction to Bath, joining the Midland Railway. This extension had to take a path over the Mendip Hills as the funds were not available to tunnel underneath, creating huge engineering problems. However, the line was successfully completed and in fact the circuitous route meant it ran through the Somerset coal fields, guaranteeing extra traffic. The climb over the Mendip Hills created one of the most challenging lines in the country, but it gave the route great charm and character. Southbound trains leaving Radstock were immediately confronted with 7.5 miles of almost unbroken climb before reaching the summit, much of which was up to 1-in-50 gradient. Travelling north was no easier, as from Evercreech Junction the climb was entirely 1-in-50. In 1948, shortly after the end of World War II, railways in Britain were nationalised and the line came under the control of the Southern Region of British Railways (later British Rail). Passenger traffic reached a peak in the mid 1950s with many passenger trains coming from places like Birmingham and Wolverhampton. The ‘Pines Express’ from Manchester travelled the length of the Bath to Templecombe route.



In 1958, part of the line was transferred to the Western Region of British Railways, which resulted in the downgrading of the stretch between Bath and Templecombe and the withdrawal of many interregional services. The Pines Express ran the route for the last time in 1962, after which it ran via Oxford, avoiding the Somerset and Dorset Joint Railway completely. This year also marked the end of all but local services along the line, and it was not long before closure loomed. During the last days, several special trains ran along all parts of its network and enthusiasts from all over the country travelled to visit it as a mark of respect. In TS2012, the route appears as it was in 1955, at the peak of the line’s activity. There is a mix of passenger and freight stock in authentic colours to represent the truly varied operations that took place. Scenarios

Name Type Season Loco Start


A day of two halves Standard Summer Black 5 Chilcomp-ton

50

Bruised and battered Standard Autumn 7F Bath yard 25

Delivery Day Standard Winter 7F Bath yard 85

Meat Market Standard Autumn Black 5 Wincanton 35

Running on Empty Standard Autumn Black 5 Radstock 50

Swift and delightful Standard Winter Black 5 Temple-combe

20

The Pea Souper Standard Winter Black 5 Bath Green Park

60

The Pigeon special Standard Spring 7F Shepton Mallet

35

Goods to Market Career Mode Autumn Black 5 Cole 25

Last Orders Career Mode Winter Black 5 Bath 50

Bath Free Roam Winter Bath

Evercreech Free Roam Summer Evercreech

Templecombe Free Roam Autumn Temple-combe

Scenario Notes: Pigeon Special It is a smooth run until Templecombe. When you are 1.5 miles from Templecombe (there are also two underpasses in quick succession here) set the junctions in the 2D map so your path goes into an unoccupied siding. From there you can reverse your train into Templecombe Lower Siding 1 and release the pigeons.

Swift and Delightful This scenario follows a timetable based on the time you begin the passenger loading process each time you stop. You must begin the passenger boarding process before (or exactly on) the following times according to the timetable: Wincanton 16:20, Cole 16:28, Evercreech Junction 16:34. If you are late then you will not complete the scenario with the best score! Running on Empty Keep a close eye on your boiler water level and tender water level. Your boiler water level cannot drop too low! If you have Automatic Fireman enabled from the game options, water will be transferred from the tender to boiler automatically; otherwise, you must perform this function manually using the injectors. Your water consumption will be higher the more you use the regulator, so use it for the inclines and ease off totally for the downhill sections, relying on your train’s momentum to maintain speed. Delivery Day To refuel with coal, align the tender beneath the middle chute of the Bath Coaling Stage which is located on the S&D Engine Shed 1 siding. When aligned, start the refuelling process and remain stationary until it is complete. When tackling the climb out of Bath you need to get the right regulator balance. Too low and you will not be providing enough power, but too high and it’s like climbing a hill in fifth gear in a car. A Day of Two Halves Only the first half of this scenario is timetabled, so focus on boarding the wedding guests on or before 16:09 at Masbury and 16:18 at Evercreech New. After that, the freight section does not stick to a timetable so you can relax! Meat Market In this scenario you must assemble a train starting at Wincanton and add to it at Evercreech Junction. At Wincanton you must cross over the down line to access the freight yard. Do not dawdle because if you miss your slot you must then obey signals and wait for traffic to pass or make their station stops before continuing. The Pea-Souper This scenario is all about “flying blind”! Visibility is poor due to the fog and the early morning start so try turning off the Driving Interface and then rely on your line knowledge for distances to the next objective. Also, after the first few stops you will receive no helpful pop-ups until the very end, so it is up to you to keep track of whether you have passed each step. If necessary, checking the Assignment Assistant to review your objective list. Bruised and Battered Sometimes signals can fail and remain stuck on red. You can seek permission to pass these signals by pressing the <Tab> key. You will then receive a reply stating



whether permission to pass the failed red signal has been given or if it was denied. In this scenario the storm has caused such a problem, so seek permission to pass from any red signal.

8.5 Barstow to San Bernardino

The route north from San Bernardino to the Victor Valley and Mojave Desert is known as the Cajon Pass. Created by the San Andreas Fault thousands of years ago, the Cajon Pass has an elevation of 1,277 meters (4,190 ft.). It provides one of the important transportation links to the Los Angeles Basin. Construction of the Cajon Pass line began in 1882 from San Bernardino and reached Barstow in 1885 having suffered several delays along the way. The line has a total length of 81.4 miles and, when completed, it filled the final gap in the Southern Pacific transcontinental railroad from San Diego to Chicago. The Cajon Subdivision mainline is the busiest within Southern California. The mainline is mostly double track with some sections of triple track. With a 2.2% gradient on Track 1 and 3% on Track 2 as the route twists though the mountain terrain, maximum freight speed is restricted to 55mph. Along the way between San Bernardino and Barstow the line passes through more than a dozen settlements that all owe their existence to the presence of the pass over the mountains. Sullivan's Curve is located at MP 62.5, where the original Santa Fe mainline passed through Mormon Rocks. This line followed a 10 degree curve which turned out to be too sharp for today's rolling stock. Thus it was realigned in the early 1980's to 6.5 degrees.



Arriving in San Bernardino the line features a 135 acre Intermodal Facility (one of two such facilities in the Los Angeles Basin) which was constructed in 1993 at a cost of $300 million. The facility consists of 6 loading/unloading tracks, 7 storage tracks and 2,500 parking spaces for trailers. Roughly 420,000 containers pass though the site each year. Scenarios



A Thorny Matter Standard Summer SD40-2 Thorn 45

Arriving East Standard Spring ES44 Barstow 55

Barstow Backlog Standard Summer ES44 Barstow 20

Be Prepared Standard Spring SD40 Oro Grande 15

Cajon Pass Standard Winter SD40 San Bernardino

45

Full Up Standard Spring SD40 Barstow 80

Relief Freight Standard Spring ES44 San Bernardino

120

Short, Sharp Shunt Standard Autumn SD40 East Victorville

15

Slow Climb South Standard Summer ES44 Victorville 120

The Splitter Standard Autumn ES44 San Bernardino

120

Thorn Reversal Standard Autumn ES44 Helendale 40

Spring Break Career Mode Spring ES44 Summit 40

Cajon Pass Free Roam Summer Cajon Pass

Scenario Notes:

Cajon Pass It is important to stop at Cajon North Track to await confirmation of the cleared rock fall. As soon as you leave San Bernardino and join the main line 8, Cajon North Track will appear as your next destination. The marker for Cajon North Track is only small but as long as any part of your train comes to a complete stop over it then you trigger a success. Aim to stop underneath the motorway bridge as a guide. Arriving East Sometimes in yards the manual switches have been set for you, other times you must throw the switches yourself to set a desired path. In this scenario the first thing you should do before moving is set a path to the mainline. Use the 2D map to guide the blue line of your path to the mainline.

Slow Climb South This train has 40 freight cars so the weight is massive. The critical point on the route here is the point where you change from struggling to power uphill to having to restrain the downward momentum of the freight, which occurs around the Summit near Milepost 56. The Splitter The first part of this scenario involves freight loading. To load the first of the double stacked containers onto your flatbed car you do not need to move, simply begin the crane loading. After the first flatbed has been loaded you must slowly move forwards until the next empty flatbed is in position. You may find it useful to use the “detached camera” and fly to the loading point for easier alignment. Continue loading until all load tasks are marked as successful in the Assignment Assistant. Relief Freight This is a simple scenario to introduce yard switching and coupling. There are two settings for coupling which can be changed in the Options menu. Try using manual coupling where you must explicitly carry out the task. Then try switching the option to Automatic Coupling to get that extra help! Short, Sharp Shunt Not all scenarios involve travelling great distances. Here you simply need to move three sets of freight cars a short distance down the line. There is no need to rush; be sure to keep to the yard speed. A Thorny Matter There is a lot of freight movement at the start of this scenario. To more easily see the numbers of the freight cars to match them to the numbers in the Assignment Assistant turn on the display of labels (“F6”) to toggle on labels over engines and sidings, and then press (“F7”) which toggles on the labels over freight cars showing their numbers. Be Prepared In yard switching tasks you might get disorientated on the 2D map and lose track of your engine. The 2D map contains a train icon; if it is red, click it to centre the map on your engine. To allow free map movement once again, click the blue engine icon so it turns red. Barstow Backlog Yards contain lots of sidings packed close together. This can make reading the siding names difficult on the 2D map. You can use the mouse scroll wheel to zoom in and out of the 2D map to get a clearer view. Often the scenario will also offer a description of where the siding is or what freight it contains so you do not have to consult the 2D map if you don’t want to. In this scenario you are told your next



freight pick up will be the black hoppers in the siding immediately north of your start position. Thorn Reversal You will be swapping between tracks, which is normal operation on the Cajon Pass. As long as you do not exceed the speed limits you will be at safe speeds to cross the junction. The first time this happens will be shortly before Oro Grande to make way for a priority train running on the other line. Full Up Barstow East Diesel Pump 1 is located on a siding directly behind the player. Switches do not need to be set to reach this location so you can reverse straight away, but not too fast as the siding is short and you don’t want to accelerate past into the buffer.

8.6 Hedborough North (fictional)

Hedborough North is a small town on the North East coast of England, best known for its nearby harbour Hedborough Port. The town is situated several miles from the coast and was established as one of two sites where workers of the port lived, the other being a smaller village called Yardle. Hedborough Port was first established in 1865 by a wealthy land owner. A branch was tapped off the nearby York to Grimsby railway to a channel cut on the site of an existing creek that flowed into the nearby estuary, deep enough and large enough to accommodate many types of vessels and cargo. The first commercial operations commenced in 1867 with the import and export of raw materials and foods. At its peak Hedborough was handling 3.3 million tonnes of goods a year, mainly consisting of coal and building materials, all arriving at the shore or being transported around the rest of England by its long established port railway. The railway initially served the port from the north side, splitting in two as it approached the coast, one side being dedicated to raw materials and the other to boxed cargo and general goods. A third line was added when a larger basin was constructed to accommodate ever increasing vessel sizes. After the Second World War, the types of goods shipped to and from the harbour shifted and more diverse and varied cargo was being handled. To accommodate these changes and to remain a strong contender the port established additional



facilities on the south side of the basin, allowing the north side to concentrate on coal and the new container traffic. With the shift from coal to gas and petroleum, the port adjusted its facilities still further by increasing storage and handling capacity again on the southern side, and earmarking land for further expansion. Focus Time Period

This fictional industrial route has been built to represent the post-transitional period of the railways when British Rail set about modernising its traction and introduced a new fleet-wide corporate brand. Scenarios



Black Gold Standard Winter Class 47 Hed-borough main

45

Moving Boxes Standard Autumn Class 37 Container yard

30

New Arrival Standard Summer Class 37 Hed-borough

15

Paper Train Standard Summer Class 47 Hed-borough

45

Surprise visit Standard Summer Class 37 Hed-borough

60

Ready to Depart Career Mode Winter Class 47 Hed-borough

35

Engine Depot Free Roam

Hedborough station Free Roam

WoodYard Free Roam

Scenario Notes: Paper Train There are plenty of other trains operating in this area so signal obedience is crucial. You can follow the whereabouts of other trains by looking at the 2D map or using the detached camera to fly around the immediate area. New Arrival To get a heavy train like this moving you need to gently increase the throttle. Increase the throttle to no more than 40% or you may get wheel slip. Once you are moving at a speed of 15mph or so you can begin to open up the throttle further.

Moving Boxes This a tutorial mission with many of the basic procedures needed in a freight scenario outlined in detail. Follow the steps carefully to learn what will help you succeed on more difficult trials. Black Gold Notice the sign on the depot wall? Your start speed limit is a mere 5 mph. Be very careful not to incur a penalty before the scenario has even begun by being over eager with the throttle. Surprise Visit Use all the skills you have gained so far in this complex scenario involving complex shunting, refuelling, cargo loading and yard navigation. If you get stuck, consult the Assignment Assistant and save your progress with the “F2” key.



8.7 Seebergbahn (fictional)

Seebergbahn is located in Germany and consists of two branch lines with the port town of Seeberg serving as an interchange as well as providing access to the main line heading Northwest. Seeberg itself is a historic town located on the shore of Lake Wismar and overshadowed by mountains. The first branch follows the coast of Lake Wismar for 16 km to the old industrial town of Almsfeld, passing through two interim stations on the way: Brechte, which is built around a marina frequented by millionaires and the famous, and Echten, a picturesque town situated between the lake and mountains which houses a successful steam preservation society. During the tourist season, steam trains run the line along Lake Wismar and up the Seeberg Valley, returning here to refuel. The final station on the Lake Wismar Branch is Almsfeld. Once an important mining town, the major attraction is now tourism. The line used to continue through a long tunnel to serve old mining towns but with the decline of industry in the area the line beyond Almsfeld is closed. The second branch line follows a sharp climb as the track heads up the Seeberg Valley where most traffic terminates at the large town of Berndorf, 13km from Seeberg. Situated in the beautiful pine covered valley between these two major towns are

Nienberg, a mostly industrial area with links to the Autobahn, and the village of Langenhausen, which has good links to the airport and surrounding commerce. Berndorf Engine Shed houses Seebergbahn's preserved V 200 locomotive which is frequently used for private hire as well as special freight and passenger functions. 22km South of Seeberg is Dissen, the last major station stop on the Valley Branch, mainly consisting of a collection of chalets and shops nestled in the natural bowl formed by the surrounding mountains. It is a popular skiing destination. Focus Time Period

The fictional route is modern day circa 2009, but with the steam heritage centre at Echten and the preserved V 200 at Berndorf Engine Shed the line frequently sees operational rolling stock from the past fifty years. Scenarios Name Type Season Loco Start


Back and Forth Standard Autumn BR101 Echten 120

Bringing Out the Old Standard Summer Black 5 Almsfeld 30

Chartered Freight Standard Winter V200 Berndorf 45

Up Seeberg Valley Standard Summer BR101 Seeberg 45

Welcome to Seebergbahn

Standard Winter V200 Seeberg 15

Trouble with Goats Career Mode Autumn BR151 Seeberg 30

Almsfeld Free Roam Winter Almsfeld

Berndorf Free Roam Autumn Berndorf

Seeberg Free Roam Summer Seeberg

Scenario Notes: Welcome to Seebergbahn The big danger at the start of this scenario is the immediate downhill gradient. It is very easy to let the train over speed so apply gentle braking if this looks to be the case. Also, be vigilant of station distances. If you are travelling close to the speed limits due to the gradient then you must allow enough time to stop. Stations on this section are located after bends and tunnels so may creep up on you. Up the Seeberg Valley The curvature in the first tunnel out of Seeberg is very tight so has a maximum speed limit of 80 km/h. Do not be tempted to break the speed limit or you might derail!



Back and Forth This scenario is almost constantly driving uphill. This is a challenge because all station stops are timetabled so you will want to keep close to the line speeds. However, be careful when entering a flat or low gradient section as your added power may cause an over speed. Chartered Freight To get your bearings in this scenario it is vital to get to grips with which end of the locomotive is defined as the front and which is the back, as this impacts the outcome of instructions. You start in Berndorf Engine Shed with the front of your engine in the shed and you reverse to the fuel point. Wagons will be coupled to the rear of your locomotive and you must eventually exit the yard from the north side. Bringing Out the Old Apart from the challenge of driving unusual stock on this route you must also refuel with coal. The two coal bunkers on Echten Heritage Siding mark the location of the refuel point so align the tender alongside these. You can also use the 2D map to check the location of fuel points. Water points have a droplet icon whereas diesel and coal points have a pump icon.

8.8 Castle Rock Railroad (fictional)

Castle Rock Railroad runs from the industrial city of Castle Rock in Northern Colorado to Monument approximately 25 miles to the south. The terrain proves a challenge as it dips and climbs along the railroad and the surrounding views vary between savannah and forest punctuated by populated areas. Roughly mid way between the two major towns is Larkspur, an urban area complete with passenger stop and sidings serving the commercial interests of the town as well as housing a preserved F7 at the engine shed. Located in the foot hills of the Colorado Mountains, Castle Rock was first established as a mining camp for a gold rush in the area in 1859. An influx of several thousand gold seekers arrived over the following years hoping to strike fortune. Castle Rock itself is now a moderate city at the northern point of the railroad and has transformed into a hub for industries such as a massive cement plant and metal works as well as an intermodal freight yard. There is also a terminus station where the citizens of Castle Rock can access the Transcontinental Railroad via Monument. This connection saw the extension of many services that brought tourists and holiday makers to the area in search of a quiet getaway. Monument was founded as a quality resort community following the gold rush near Castle Rock. Several high quality hotels were opened and the town began to attract many health savvy individuals seeking the high altitude and dry weather offered. A few decades later, the Castle Rock Railroad was formed, creating a fast and



affordable line up from the Santa Fe Transcontinental Railroad that passed to the south of the region. Current industry in Monument is dominated by the granary and glass works, although the small yard often serves to sort through freight from Castle Rock. Focus Time Period This fictional railroad is based on an area between Colorado Springs and Denver for the interesting geography and rock formations and is set in the modern era circa 2009. Larkspur houses a preserved F7 engine which is frequently seen in operation down the railroad. Scenarios



Call of Duty Standard Autumn F7 Monument 80

Cement load to Castle Rock

Standard Spring SD40 Monument 35

Classification at Monument Yard

Standard Winter SD40 Monument 30

Coal Empties to Monument

Standard Spring SD40 Larkspur 25

Deliveries to Monument

Standard Autumn SD40 Castle Rock Cement

40

Intermodal Transport to Monument

Standard Spring SD40 Castle Rock Cement

35

To the Transcontinental

Standard Summer F7 Castle Rock 45

Feeling the Heat Career Mode Summer F7 Monument 45

Transcontinental Link Career Mode Spring F7 Castle Rock 30

Castle Rock Free Roam Fall Castle Rock

Larkspur Free Roam Spring Larkspur

Monument Free Roam Summer Monument

Scenario Notes:

Cement Load to Castle Rock Do not pull out of the yard straight away or you will have a collision. Obey the red signal in front of you and wait until you have the all clear. The passing freight train will have pulled level beside you before this happens so you do not have long to wait. Coal Empties to Monument The switches allowing entry to Larkspur Refinery have not been set. You must set them so your path leads to Larkspur Refinery 5 before reversing into them.

Deliveries to Monument You are following another train down to Monument. To keep an eye on its movement use the 2D map and find the train called “0959 Mixed Freight” which is just leaving Castle Rock as the scenario begins. Aim to follow in the signal block behind this train. Intermodal Transport to Monument When carrying heavy freight it is dangerous to come to a complete stop on a steep gradient. You will lose time gaining the traction to get moving again and with very heavy loads you may be stuck! On the climb to Larkspur, take it easy and try not to stop on any gradient steeper than 1%. Classification at Monument Yard Keeping track of which sidings and freight cars need moving can get confusing. The scenario briefing on the Assignment Assistant can provide a reminder of what to do if you are stuck. To the Transcontinental In this scenario, your special passenger service has priority down the line. Keep an eye out for trains waiting at signals for you to pass. Don’t keep them waiting too long! Call of Duty Do not get complacent after a long journey with no switching or stops. As you approach Castle Rock, heading for the Intermodal Yard you must change the manual switches ahead so that your path leads to Castle Rock Intermodal Load-Unload.



8.9 TestTraK

TestTraK is a route designed to allow you to test out the performance and driving characteristics of any train. It is based on the Wegberg-Wildenrath test centre owned by Siemens Mobility in North Rhine-Westphalia, Germany. Based on a former RAF airfield, the site has expanded significantly since being opened in 1997. Siemens allow competitors such as Alstom and Bombardier to make use of the facility.

Scenarios Name Type Season Loco Start


Driving with simple controls

Standard Class 166 TestTraK 5

German Stock Free Roam

UK Stock Free Roam



9 Package Manager

Routes in TS2012 are made up of many individual elements. To simplify sharing of routes and other assets, TS2012 allows the compilation of individual assets into “Packages” – single files containing lots of assets. The Package Manager is used to import assets into your version of TS2012, and, if you wish, to delete material previously imported. You can install Package files from other TS2012 users or commercial providers (these have the extension *.rwp) and also Package files from Rail Simulator (these have the extension *.rpk). You can also use the Package Manager to uninstall any package previously installed. Warning: You should only install packages from trustworthy sources. RailSimulator.com cannot support users who have installed packages that affect their core routes.

9.1 Installing a Package To install a Package, first download the package you wish to install onto your hard disk and make a note of where they are on your hard disk. Then, to start the Package Manager, simply click the tab on the TS2012 main screen.

This shows you the packages you currently have installed.

Then click the Install button and use the file manager to find the package you wish to load. Simply press enter and the package will start to load. If the Package Manager detects any problems, it will display an appropriate error message. If you are unsure what to do, please refer to www.railsimulator.com for further support. Once the package is successfully loaded, it will appear in the list of installed packages.

9.2 Uninstalling To uninstall a Package, first start the Package Manager by clicking the tab on the TS2012 Wrapper screen. This shows you the packages you currently have installed. Select the package you wish to remove then press the Uninstall button and the package will be removed after you have confirmed that this is your intention.



If the Package Manager detects any problems, it will display an appropriate error message. If you are unsure what to do, please refer to www.railsimulator.com for further support. Once the package is successfully removed, it will disappear from the list of installed packages.

10 Operational Error Messages

10.1 Unrecoverable Errors The following errors cause a Free Play session or Scenario to terminate immediately:

Train derailment Your train leaves the track. This is usually when you travel round corners too fast or pass over a closed junction.

Collision Your train collides with another train or wagon at speed.

Locomotive ran out

of water (steam trains only)

Your steam locomotive runs out of water.

Fusible plug has melted (steam trains only)

Your steam locomotive runs out of water and a safety mechanism allows pressure to leave the boiler so it doesn’t explode. To avoid this, make sure the boiler water level never drops to zero.

Fatal blowback (steam trains only)

Your steam locomotive enters a tunnel with the firebox doors open. To avoid this, close the firebox doors and turn the blower onto full when entering tunnels.

Firebox

extinguished (steam trains only)

You didn’t stoke your fire with sufficient coal and it died.



10.2 Major Operational Errors

The following errors don’t end a Scenario or Free Play session because you can still drive the train. However, you will be penalised heavily in the performance report at the end of the Scenario.

Moved train while doors were open

Your train moves at any point while the doors are open. If you are playing a career mode scenario, it will terminate immediately.

Left station before passenger loading

was complete

You leave the station area before the passenger loading bar reaches 100%.

Moved train whilst loading/unloading

was under way

You move before the freight/fuel loading bar reaches 100%.

Signal passed at danger (SPAD)

You pass a red signal without requesting permission to do so.

10.3 Minor Operational Errors

The following errors don’t end a Scenario or Free Play session because you can still drive the train.

Used emergency

brakes/penalty brakes

You apply the emergency brakes or cause the automatic warning systems to trigger them.

Speeding You exceed the speed limit. For each incident of speeding, the start time, maximum velocity, distance travelled, nearest milepost and speed limit is recorded.

Passenger/freight

comfort Passengers experience unacceptable discomfort. This usually happens when you exceed line speed, especially when the train is travelling around corners. It also happens if you apply brakes too hard.

Wheelslip (Scenarios only)

This usually happens when the train accelerates too hard or brakes too hard (especially when pulling a load). The best way to avoid wheelslip is to accelerate gently and use the train’s sander to apply sand to the track.

Failed to stop at a station (Passenger Scenarios only)

You don’t stop at a station stop required in your Scenario instructions.

Failed to stop for

work order (Freight Scenarios only)

You don’t stop for a work order required in your Scenario instructions.

Improper horn use (Scenarios only)

You should not sound the horn during hours of darkness.

Documents

RW Driver Manual_Web