Hi guys today I’m going to be suggesting the Scotrail from Aberdeen to Edinburgh and Glasgow for TSW 4. The trains included will be the Class 43, 170, 158, Class 800 and Class 92. Let’s start with the Class 43 HST. The British Rail Class 43 (HST) is the TOPS classification used for the InterCity 125 High Speed Train (formerly Classes 253 and 254) diesel-electric power cars, built by British Rail Engineering Limited from 1975 to 1982, and in service in the UK since 1976. Type and origin Power type Diesel-electric Builder British Rail Engineering Limited Crewe Works Build date 1975–1982 Total produced 197 Specifications Configuration: • UIC Bo′Bo′ • Commonwealth Bo-Bo Gauge 1,435 mm (4 ft 8+1⁄2 in) standard gauge Bogies BP10 Wheel diameter 3 ft 4 in (1.016 m) Length 17.79 metres (58.4 ft) Width 2.74 metres (9.0 ft) Loco weight 70.25 tonnes (69.14 long tons; 77.44 short tons) Fuel capacity 990 imp gal (4,500 L; 1,190 US gal) Prime mover Paxman VP185 MTU 16V4000 R41R Paxman Valenta12RP200L Alternator Valenta, VP185: Brush Traction BA1001B MTU: Brush TractionBA1001C Traction motors GEC G417AZ (43124-43152) Brush TractionTMH68-46 Both frame mounted, four off. Transmission Engine driven alternator and rectifiersupplying DC to traction motors MU working Within class only Train heating Electric Train Heat Train brakes Air Safety systems AWS TPWS ETCS[note 1] Performance figures Maximum speed Service: 125 mph (201 km/h) Record: 148 mph (238 km/h) Power output Engine: 2,250 hp(1,678 kW) At rail: 1,320 kW (1,770 bhp) Tractive effort Maximum: 17,980 lbf(80.0 kN) Continuous: 10,340 lbf (46.0 kN) Brakeforce 35 long tons-force(349 kN) These are still on Scotrail to this day. These trains first entered service in the uk 1975-1976 and then started running on other high speed operators. This is the Class 43 HST. This is one of the largest trains on scotrail the acceleration is quite slow as it’s diesel but it’s still a good train. The colors on the livery of the HST on scotrail is quite unique with a highly detailed picture attached to the side of the power locomotive. This is the standard class interior of the Scotrail HST. The seats were recently refurbished around 2019-2020. It gives the seating maquette a modern railway design on the interior. These trains also have plug outlets in every carriage which is quite smart for a 48 year old train. This is first class on the HST on Scotrail. The seats are even better as it’s more comfortable with headrests and soft seats. There are even curtains on the windows for passengers which is even better. Now let’s have a look at the Class 170. The British Rail Class 170 Turbostar is a British diesel multiple unit (DMU) passenger train designed and built by Adtranz, and later by Bombardier Transportation, at Derby Litchurch Lane Works. In service 30 May 1999 – present Manufacturer Adtranz Bombardier Transportation Built at Derby Litchurch Lane Works Family name Turbostar Replaced Class 142 Class 143 Class 144 Class 150 Class 153 Class 156 Class 158 Class 205 Class 207 Class 310 Constructed 1998–2005 Number built 139 Number in service 119 (9 converted to Class 168, 11 converted to Class 171) Formation 2 or 3 cars per unit Owner(s) Eversholt Rail Group Porterbrook Operator(s) CrossCountry East Midlands Railway Northern Trains ScotRail Transport for Wales Rail Specifications Car body construction Welded aluminium, with steel body ends[1] Car length DM vehs.: 23.62 m (77 ft 6 in) MS vehs.: 23.61 m (77 ft 6 in)[2] Width 2.69 m (8 ft 10 in)[2] Height 3.77 m (12 ft 4 in)[2] Doors Double-leaf sliding plug (2 per side per car) Maximum speed 100 mph (160 km/h)[3] Prime mover(s) 2 or 3 × MTU6R 183 TD 13H[4](one per car) Engine type Inline-6 4-stroke turbo-diesel Power output 315 kW (422 hp) per engine Transmission Voith T 211 rzze hydrokinetic(one per vehicle) Acceleration max. 0.5 m/s2 (1.6 ft/s2)[3] Bogies Adtranz/Bombardier Powered: P3-23 Unpowered: T3-23 Braking system(s) Electro-pneumatic(disc) Safety system(s) AWS TPWS Coupling system BSI[5] Multiple working Within class, plus Classes 14x and 15x Track gauge 1,435 mm (4 ft 8+1⁄2 in) standard gauge The Class 170 was derived from the British Rail Class 165 and 166 DMUs, known as the Networker Turbos, of the 1990s. The first units were introduced to service in 1999, shortly after the privatisation of British Rail; they have been commonly used to operate regional as well as long-distance services, and to a lesser extent suburban services. A total of 139 units were built, but some were later converted to Class 168 and Class 171 units. These trains are currently in use with CrossCountry, East Midlands Railway, Transport for Wales Rail, ScotRail and Northern Trains. This is the exterior of the Class 170. We have never had this DMU in TSW I think it’s a good idea to have this train in the game. It’s a diesel locomotive which means it’s abit slow but the interior is quite nice. This is the interior of the Class 170. The seats have the main seating maquette of Scotrail and the handle bars are coloured yellow on this train. The doors are like electrostar doors but this is a turbostar train. When the train leaves the station it makes a loud thrash sound while applying power.
Now let’s have a look at the Class 158. The British Rail Class 158 Express Sprinter is a diesel multiple unit (DMU) passenger train. It is a member of the Sprinter series of regional trains, produced as a replacement for British Rail's first generation of DMUs; of the other members, the Class 159 is almost identical to the Class 158, having been converted from Class 158 to Class 159 in two batches to operate express services from London Waterloo to the West of England. In service 17 September 1990 – present Manufacturer British Rail Engineering Limited[1] Built at Derby Litchurch Lane Works[1] Family name Sprinter Replaced Locomotive-hauled trains BR First-Generation DMUs Constructed 1989–1992[1] Number built 180 (8 converted to Cl. 159/1) Number in service 171[2] Number scrapped 1 Formation 2 or 3 cars per unit Fleet numbers (See § Fleet details) Capacity NT: 138 or 142 seats per 2-car unit, 207 seats per 3-car unit[3] SWR: 125 seats per 2-car unit[4] TfW: 138 seats per 2-car unit[5] Operator(s) East Midlands Railway Great Western Railway[6] Northern Trains ScotRail South Western Railway Transport for Wales Rail Specifications Car body construction Welded aluminium[1] Car length 22.57 m (74 ft 1 in)[1] Width 2.70 m (8 ft 10 in)[1] Height 3.73 m (12 ft 3 in)[7] Doors Double-leaf plug (2 per side per car)[1] Maximum speed 90 mph (145 km/h)[1] Weight 38.5 tonnes (42.4 short tons; 37.9 long tons) per car[1] Axle load Route Availability 1[1] Prime mover(s) Units 158701–158814: Cummins NTA855-R1 Units 158815–158862: Perkins 2006 TW-H Units 158863–158872: Cummins NTA855-R3 Units 158901–158910: Cummins NTA855-R1 (one per car, unit numbers as built) Engine type Inline-6 4-stroke turbo-diesel[8][9] Displacement Cummins: 14.0 L (855.00 cu in)[8] Perkins: 12.2 L (742.64 cu in)[9] (per engine) Power output NTA855-R1: 260 kW (350 hp)[1] 2006-TWH: 260 kW (350 hp)[1] NTA855-R3: 300 kW (400 hp)[1] Transmission Voith T 211 rz or T 211 rzz (hydrokinetic)[1] Acceleration 0.8 m/s2 (2.6 ft/s2)[10] UIC classification 2-car: 2′B′+B′2′ 3-car: 2′B′+B′2′+B′2′ Bogies Powered: BREL P4-4 Unpowered: BREL T4-4 Braking system(s) Pneumatic (disc)[1] Safety system(s) AWS TPWS ETCS (158818-158841 only)[11] Coupling system BSI[12] Multiple working Within class, and with Classes 14x, 15x, and 170[12] Track gauge 1,435 mm (4 ft 8+1⁄2 in) standard gauge The Class 158 was constructed between 1989 and 1992 by British Rail Engineering Limited(BREL) at its Derby Litchurch Lane Works. The majority were built as two-car sets, some three-car sets were also produced. During September 1990, the first Express Sprinters were operated by ScotRail; the type was promptly introduced to secondary routes across the Midlands, Northern England, Wales and the South West. The Class 158 enabled the replacement of large numbers of elderly DMUs but also several locomotive-hauled trains as well; this was partially accomplished via the cascading of existing Sprinter units onto other routes.[15] To capitalise on the Class 158's improved onboard amenities in comparison to other rolling stock in use for regional services, the Alphaline branding was launched during the mid-1990s; it was also used for a time in the post-privatisation era. As a result of British Rail's privatisation in the mid 1990s, the Class 158s were divided amongst various newly-created operators broadly along their existing routes. Due to their relatively young age at that time, most operators elected to retain them for the following decades. Several, such as Northern Rail and Arriva Trains Wales, had their Class 158 fleets modernised and refitted with various new facilities, such modifications often including greater accessibility, onboard passenger information systems, Wi-Ficonnectivity, and toilet retention tanks. By the 2020s, many Class 158 operators have started to or have replaced the type with newer rolling stock, such as the Class 170 Turbostar, Class 185 Desiro, and Class 197 multiple units.
This is the Class 158. The exterior is quite nice with Dark blue , light blue and white colors. The headlights are different on this unit aswell. This unit is quite nice tho and is definitely good to come to TSW 4 as scotrail. This is the interior of the Class 158. The seat pattern is quite good and the maquette is like the 170 seat maquette. There is a luggage rack in the carriage so people can put their luggage there for the journey.
Love this Scottish suggestion! But it's a tad long for tsw at the moment. Maybe Edinburgh to Dundee or Dundee to Aberdeen would be better? Ethier way fab suggestion! I really like this route!
Now let’s do the Class 800 The British Rail Class 800 – branded by Great Western Railway (GWR) as Intercity Express Train (IET), and by London North Eastern Railway(LNER) as Azuma – is a type of bi-mode multiple unit train built by Hitachi Rail for GWR and LNER. The type uses electric motors powered from overhead electric wires for traction, but also has diesel generators to enable trains to operate on unelectrified track. It is a part of the Hitachi AT300 product family. In service 2017–present Manufacturer Hitachi Rail Built at Kasado Works, Kudamatsu, Japan Newton Aycliffe Manufacturing Facility, England Family name A-train Replaced Class 180 InterCity 125 InterCity 225 Constructed 2014–2018 Entered service GWR: 16 October 2017 LNER: 14 May 2019 Number built 80 (36 × 800/0, 13 × 800/1, 10 × 800/2, 21 × 800/3) Formation 5 cars per 800/0 and 800/2 unit: DPTS-MS-MS-MC-DPTF 9 cars per 800/1 and 800/3 unit: DPTS-MS-MS-TS-MS-TS-MC-MF-DPTF[1] Fleet numbers 800/0: 800001–800036 800/1: 800101–800113 800/2: 800201–800210 800/3: 800301–800321 Capacity 800/0: 326 seats (36 first class, 290 standard) 800/1: 611 seats (101 first class, 510 standard) 800/2: 302 seats (48 first class, 254 standard) 800/3: 650 seats (70 first class, 580 standard) Owner(s) Agility Trains[2] Operator(s) Great Western Railway London North Eastern Railway Depot(s) GWR: Maliphant (Swansea) North Pole (London) Stoke Gifford (Filton) LNER: Bounds Green (London) Craigentinny(Edinburgh) Doncaster Carr Neville Hill (Leeds) Line(s) served East Coast Main Line Great Western Main Line[3][4] Specifications Car body construction Aluminium Train length 5-car units: 129.7 m (425 ft 6 in) 9-car units: 233.7 m (766 ft 9 in)[1] Car length Driving vehicles: 25.850 m (84 ft 9.7 in) Intermediate vehicles: 26.000 m (85 ft 3.6 in)[1] Width 2.7 m (8 ft 10 in) Doors Single-leaf pocket sliding (2 per side per car) Maximum speed 200 km/h (125 mph)[5] Weight 5-car units: 243 tonnes (239 long tons; 268 short tons) 9-car units: 438 tonnes (431 long tons; 483 short tons)[6] Axle load Motor cars: 15 tonnes (14.8 long tons; 16.5 short tons) Trailer cars: 13 tonnes (12.8 long tons; 14.3 short tons)[7] Traction system Hitachi IGBT[1] Prime mover(s) 3 or 5 × MTU12V 1600 R80L[8] (3 per 5-car unit, 5 per 9-car unit)[1] Engine type V12 four-stroke turbo-diesel with SCR[9] Displacement 21 L (1,284 cu in) per engine[9] Power output Per engine: GWR: 700 kW (940 hp) LNER: 560 kW (750 hp)[note 1] Acceleration 0.7 m/s2 (1.6 mph/s)[1] Deceleration Service: 1.0 m/s2 (2.2 mph/s) Emergency: 1.2 m/s2 (2.7 mph/s)[1] Electric system(s) 25 kV 50 Hz ACoverhead Current collector(s) Pantograph UIC classification 5-car units: 2′2′+Bo′Bo′+Bo′Bo′+Bo′Bo′+2′2′ 9-car units: 2′2′+Bo′Bo′+Bo′Bo′+2′2′+Bo′Bo′+2′2′+Bo′Bo′+Bo′Bo′+2′2′ Braking system(s) Electro-pneumatic(disc) and regenerative Safety system(s) AWS BR ATP (GWR units only) ETCS TPWS Coupling system Dellner 10[12] Multiple working Within subclass Track gauge 1,435 mm (4 ft 8+1⁄2 in) standard gauge The Class 800 was developed and produced, alongside an electric-only Class 801 variant, as part of the Intercity Express Programme (IEP) to procure replacements for the InterCity 125 and InterCity 225 fleets of high speed trains.[13][14]The trains were manufactured by Hitachi between 2014 and 2018, being assembled at Hitachi's Newton Aycliffe Manufacturing Facilityusing bodyshells shipped from the company's Kasado Works in Japan.[15] Similar bi-mode units have also been produced by Hitachi as Classes 802, 805, and 810. The Class 800 trains came into service on the Great Western Main Line on 16 October 2017, while the first examples on the East Coast Main Line were put into service on 15 May 2019. Early operations have been troubled by fatiguecracking and corrosion on the aluminium vehicle body shells, particularly on the yaw dampers. This is the exterior of the Class 800 This trains don’t run Scotrail. They actually run on LNER services to Aberdeen, Inverness and Kings Cross, on this route you can drive it as far as Aberdeen and Edinburgh Waverley. These trains are more modern on the Aberdeen to Edinburgh section. This is the interior of the Class 800 on LNER. The seats have a dark red, and light red pattern. You can cover the windows on this train so the sun can’t get into the train. This is the first class interior of the 800 LNER unit. The seats have headrests and are quite comfortable. The seats are quite good tho but first class is more expensive. Now let’s have a look at the Class 92. The British Rail Class 92 is a dual-voltage electric locomotive, which can run on 25 kV ACfrom overhead wires or 750 V DC from a third rail. It was designed specifically to operate services through the Channel Tunnel between Great Britain and France. Eurotunnel indicates the Class 92 locomotive as the reference for other locomotives which railway undertakings might want to get certified for usage in the Channel tunnel. Type and origin Builder ABB Transportationand Brush Traction Build date 1993–1996[1] Total produced 46 Specifications Configuration: • AAR C-C • UIC Co′Co′ • Commonwealth Co-Co Gauge 1,435 mm (4 ft 8+1⁄2 in) standard gauge Wheel diameter 1.14 m (3 ft 9 in)[2] Minimum curve 120 m (6 chains)[2] Wheelbase 17.22 m (56 ft 6 in)[2] • Bogie 4.29 m (14 ft 1 in)[2] Pivot centres 12.764 m (41 ft 10.5 in)[2] Length 21.36 m (70 ft 1 in)[2] Width 2.64 m (8 ft 8 in)[2] Height 3.96 m (13 ft 0 in)[3] Loco weight 126 tonnes (124 long tons; 139 short tons) Electric system/s 25 kV 50 Hz ACoverhead 750 V DC third rail Current pickup(s) 25 kV: Pantograph (Brecknell Willis high speed)[2] 750 V: Contact shoe Traction motors 6× Brush Traction[2] asynchronous three-phase AC[3] Train heating Electric (1500 V, 800 A)[4] On 25 kV: index 180 (900 kW) On 750 V: index 108[2] (540 kW) Loco brake Pneumatic (tread) and rheostatic/regenerative[note 1] Train brakes Pneumatic Safety systems AWS TPWS TVM-430 Performance figures Maximum speed 87 mph (140 km/h) Power output On 25 kV: 5.04 MW(6,760 hp)[2] On 750 V: 4.00 MW (5,360 hp)[2] Tractive effort 360 kN (81,000 lbf) 400 kN (90,000 lbf) with 'boost' mode active[citation needed] Career Operators Current: DB Cargo UK GB Railfreight DB Cargo Bulgaria DB Cargo Romania Transagent Rail Cargo Former: British Rail (Railfreight Distribution) EWS Numbers 92001–92046 Axle load class Route availability 8[2] Locomotives of this type are operated by GB Railfreight/Europorte 2 and DB Cargo UK. In France, a number were also owned and operated by SNCF; these were classified as CC 92000 on French railways. The Class 92 was intended as a mixed-traffic locomotive both for hauling international freight trains and the ill-fated, never introduced Nightstar passenger sleeper trains though the Channel Tunnel. Since introduction, the fleet was exclusively allocated to freight; however, in March 2015, six locomotives owned by GB Railfreight have begun passenger operations hauling the Caledonian Sleeper on behalf of Serco between London and Scotland, marking the first use of the class in commercial passenger service. This is the Class 92 on Caledonian Sleeper. The train is painted dark blue and it has beds inside the carriages of this train. This is inside one of the carriages on this train. People also have rooms where they can have a bed to sleep in while the train is on its long journey to Scotland.
We are now done with the locos for this route let’s have a look at the stations in the route. There will be 2 lines Line 1: Aberdeen to Edinburgh, and Aberdeen to Glasgow. Let’s start with the stations that will be on the map.
This is Aberdeen Station. Aberdeen railway station is the main railway station in Aberdeen, Scotland. It is the busiest railway station in Scotland north of the major cities of Glasgow and Edinburgh. It is located on Guild Street in the city centre, next to Union Square. The station is managed by ScotRail. Inter-city, regional, local and sleeper train services are provided to all parts of Great Britain by ScotRail, Caledonian Sleeper, CrossCountry and London North Eastern Railway. The station is the northern terminus of the Dundee–Aberdeen lineand the southern terminus of the Aberdeen–Inverness line, and is measured 241 miles6 chains (388.0 km) from Carlisle via Perth. This is Stonehaven Station. Stonehaven railway station serves the town of Stonehaven in Aberdeenshire, Scotland, United Kingdom. It is sited 224 miles 74 chains (362.0 kilometres) from Carlisle via Perth, on the Dundee to Aberdeen line, and is situated between Laurencekirk and Portlethen. There is a crossover at the southern end of the station, which can be used to facilitate trains turning back if the line towards Aberdeen is blocked. The station was opened as part of the Aberdeen Railway on 1 November 1849. This later became part of the Scottish North Eastern Railway and then the Caledonian Railway. The North British Railway began serving it in 1883, with the opening of the line from Arbroath to Kinnaber Junction via Montrose – this has been the only route south since the closure of the original main line to Perth via Coupar Angus in September 1967. In 1899, work started to improve the station. The platforms were raised, widened, and extended southward over the bridge to the south of the station. The buildings on the down platform were also replaced.[4][5] The station previously had a third platform, a bay facing north. The land where this once stood is now used as parking. There was also a station building on the northbound platform which has since been demolished. On 12 August 2021, one year after the Stonehaven derailment occurred at Carmont, southwest of Stonehaven railway station, a plaque was unveiled dedicated to the three people killed in the derailment.[6] Stonehaven also has a B listed signal box with a 40 lever Stevens and Sons frame.
This is Montrose Station. Montrose railway station serves the town of Montrose in Angus, Scotland. The station overlooks the Montrose Basin and is situated on the Dundee–Aberdeen line, 90 miles (144 km) north of Edinburgh Waverley, between Arbroathand Laurencekirk. There is a crossover at the north end of the station, which can be used to facilitate trains turning back if the line south to Arbroath is blocked. The town of Montrose had initially been served by a short branch line from the Aberdeen Railwayat Dubton Junction, which ran to a modest terminus close to the centre of the town and opened in 1848. The current station was opened on 1 May 1883[4]by the North British Railway on their North British, Arbroath and Montrose Railway route linking Arbroath with the Scottish North Eastern Railway main line through Strathmore at Kinnaber Junction. This was essentially a continuation of the NBR main line from Edinburgh via the Tay Rail Bridge and allowed the company to accelerate its services between the Scottish capital and Aberdeen by an hour. Though the line received parliamentary approval in 1871, it wasn't until 1881 that the line was opened for goods traffic, progress having been delayed by the need to rebuild the iron South Esk viaduct south of the station. The original had been built to the design of Sir Thomas Bouch, which was considered suspect after the Tay Bridge Disaster of 1879 - upon testing under heavy loads, several of the piers failed and so it had to be replaced. Passenger traffic subsequently began on the line on 1 May 1883.[citation needed] To the north of the station a chord line was laid in by the NBR to give access to the Montrose and Bervie Railway at Broomfield Junction; this 13 mile branch had been opened in 1865 and initially worked by the Scottish North Eastern Railway(whose Montrose East station it originally shared) but taken over by the NBR in 1881 when the main NBA&MR was opened. After a period of joint operation by both companies, the NBR worked all services from 1899 until the 1923 Grouping, when the London and North Eastern Railway took over. Passenger services were subsequently withdrawn by British Railways in 1951, though freight traffic continued until 1966.From 30 April 1934, services from the Dubton branch also operated to and from here with the closure of the former Caledonian terminus to passenger traffic. The station was host to a LMS caravan in 1936 followed by three caravans from 1937 to 1939.[5]Passenger traffic on this route ended in August 1952, with complete closure following in 1963. The section of line across the viaduct and on to Usan is the only single track section on the entire line between Edinburgh & Aberdeen - though the rest of the route was doubled by the NBR in the years after opening, the cost of widening or rebuilding the viaduct to accommodate double track was deemed prohibitive and so it remained single. Until recently, the section was worked by signal boxes at each end (Usan and Montrose South) using tokenless block regulations, but a 2010 resignalling scheme saw both boxes closed and control transferred to the former Montrose North box - this now supervises the entire area including the single line over the viaduct. The work also made the southbound platform at the station bi-directional. This is Arbroath Station Arbroath railway station serves the town of Arbroath in Angus, Scotland. The station is 17 miles (27 km) east of Dundee on the line between Dundee and Aberdeen, between Carnoustie and Montrose. There are two crossovers at the north end of the station, which can be used to facilitate trains turning back if the line south to Carnoustie is blocked.[4] ScotRail, who manage the station, provide most of the services, along with CrossCountry, London North Eastern Railway and Caledonian Sleeper. There have been three stations called "Arbroath", two of which closed in 1848. One - Arbroath Catherine Street - served the Arbroath and Forfar Railway; the other - Arbroath Lady Loan or Arbroath West - was on the Dundee and Arbroath Railway. The current station was originally opened by the Dundee and Arbroath Railway on 1 February 1848[3] (albeit temporarily - it was permanently opened on 14 December 1858)[5] as a link station to connect the Arbroath and Forfar Railway with the Dundee and Arbroath Railway. On 1 October 1880[6] the North British, Arbroath and Montrose Railway opened north towards Montrose. Until 1990, the station had 3 active platforms and was the terminus of a regular local service from Perth and Dundee that called at all of the intermediate local stations between the latter station and here.
