Train Simulator: US Loco

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Please note: This pack does not include any ready-to-drive routes but all locomotives included are Quick Drive compatible, giving you the freedom to drive the locomotives on any Quick Drive enabled route for Train Simulator, such as those available through Steam.

The USA Loco and Asset Pack is aimed at users creating and using independently developed content for Train Simulator. If you install a route created by an external (third party) developer, they may specify that you require this asset pack in order to use their product.This pack includes trackside detailing, trees and foliage, buildings, passengers and animals, as well as a number of US locomotives.This pack does not include any ready-to-drive routes but all locomotives included are Quick Drive compatible, giving you the freedom to drive the locomotives on any Quick Drive enabled route for Train Simulator, such as those available through Steam.If you have Railworks or Train Simulator 2012, you already have the contents of this pack.

Most GP38-2 locomotives were built with a low hood, although some were built in high hood variant, as portrayed in the EMD GP38-2 for Train Simulator, which comes in Norfolk Southern black and thoroughbred liveries. Also included are low gondola freight cars, NS box cars and flat cars.

The locomotive is also Quick Drive compatible, giving you the freedom to drive the Norfolk Southern GP38-2 High Hood on any Quick Drive enabled route for Train Simulator, such as those available through Steam. Also included are scenarios specifically for the Norfolk Southern Coal District route (available separately and required to play these scenarios).

This is an edited description of the standard AAR (Association of American Railroads) arrangements for multiple locomotive operation in North America originally prepared by Jonathan Hollahan. Much additional information on locomotive operation is included.

There is one standard arrangement approved by the AAR and its member railroads and manufacturers to enable each unit of a locomotive consist to function as one from the controls of any unit in the consist. Note that I am not speaking of the \"Locotrol\" or other radio apparatus for remote control; merely about more than one locomotive coupled together and controlled from one cab, in North American practice. There have been other schemes and variations in the past, such as the Baldwin pneumatic system, but these are NOT compatible with the existing standard and cannot be used in AAR interchange service. Some locomotives, generally older, low-hp switchers, are not equipped with any mu (multiple unit) system.

There are two basic connections required between locomotives to achieve the mu operation. One is the independent (loco-only) air brake and the second is all the other functions. The air brakes of the locomotives are controlled by the three (or sometimes, four) additional air hoses mounted on both pilots (headstocks) of each loco on one or both sides of the coupler. All other functions, whether mechanical or electrical, are electrically controlled through the jumper cable between units, which is the thick, hose-like cable hung below the walkway plates which bridge the gap between units. This cable contains 27 wires and has large, cast aluminium plugs each end which fit mating sockets on each end of each locomotive. [See \"Model Railroader's\" Diesel Locomotives Cyclopedia Vol. 2, p. 22-23 for a picture and diagram of these hoses and cables.] Sometimes these cables are removed when not in use and stored inside the loco and sometimes dummy plugs are used to secure the cable on the end of the loco.

The air brakes on a Diesel or electric locomotive are \"independent\" of the brakes used on the rest of the train. When a train (\"automatic\") brake application is made, the locomotive will react the same as any boxcar, applying its brakes. However, the engineer can override, or \"bail-off\" application on the locomotive.

The amount of pressure required for different types of locomotive brake systems (usually 45 or 70 psi) is proportionally controlled by a relay air valve on each unit, which senses the input pressure and sends the proper pressure to the cylinders on its unit. These valves also provide a check-valve function, to trap some air on each unit in case of separation while running. If there is a fourth hose on each side, it is used to mu older locomotives that do not have electrically controlled sanders.

To \"hook up\" or mu the brakes on more than one unit, only the three (four on older units) hoses, plus the main train line hose under the coupler, need to be hooked up, and the corresponding valves behind the pilot opened.

In the cab, we will assume the units are equipped with 26L brakes, as most are today. In the lead unit, everything will stay the same regarding the air brakes. In a trailing unit, you have to select whether you want the brakes controlled from the unit you are in, or from another unit. The MU-2A valve is located on the side of the control stand below the feed valve. It can be either a knob or a lever. In the \"Lead or Dead\" position, the independent brakes are controlled from this unit. In \"Trail\" position, the independent brakes are controlled through the mu hoses from another unit. Failure to position this valve properly can result in sticking or inoperative locomotive brakes.

The feed valve supplies and regulates the air supplied by the automatic brake valve to the train line (brake pipe). It must be isolated from the train line on trailing units to keep from causing an inadvertent automatic brake release. This is done by turning the \"cut-out\" or \"double-heading\" cock on the front of the automatic brake valve to \"Out\" on all trailing units. The automatic brake handle is placed in the \"Handle Off\" position and the independent brake is placed in the \"Off\" position. On most units, the brake handles may be removed to prevent tampering. If the handles are left in place, an emergency brake application may be made from the trailing units, regardless of how they are set-up (handy on helper units, for example). Special valves are used to retain enough air to apply the locomotive brakes on each unit should there be an inadvertent separation of the units.

The above covers the brakes, now on to everything else. All other functions of the locomotive are conveyed electrically through the 27-wire jumper cable between the units. The cable is about 6 feet long and weighs about 40 pounds (18 kg). It fits into a receptacle usually located just below the walkway on the pilot of the locomotive and is clipped to the underside of the between-unit gangway when in use, to keep it from fouling the coupler. The receptacle has a spring-loaded cover to keep out dirt and water and when the cable is inserted, the cover has a key on the underside that keeps the cable in place in any event short of a separation. All mu circuits are +74 v DC and are all on-off except for power reduction (pin 1) and dynamic brakes excitation (pin 24), which are 0-74 V DC.

In the cab, the controls must be properly set for either a leading or trailing unit. In the lead unit, the only thing that must be changed is the position of the headlight control switch, to turn off the headlight facing the other locomotive and send the signal through the mu cable instead. The control and fuel pump breaker must be on. In the trailing units, the engine run, generator field, and control and fp breakers must be off and the headlight switch must be positioned correctly, indicating if the lights are to remain off in a middle unit, or on on the last unit. The reverser handle must be removed from the control stand, or the unit will do weird things when you try to move them, as they do not know which unit to take the signal from.

Once the jumper cables are hooked up, air hoses cut in, and controls set, you must perform a Power Brake test on the consist. First, the independent brakes are released and release verified on all units. Then an automatic brake reduction is made and application is verified on all units. Then, with the automatic brake still applied, the independent brake is \"bailed off\" to release the application on the locomotive only and the release of all shoes is verified. Then the brakes are placed in emergency and the application of all brakes is verified, along with proper function of the sanders.

We take pride in making some of the most unique locomotives for TS. From 1870s to 1920s, our DLC offers a blast from the past with accurate and beautiful liveries, variants and some of the best Steam locomotive sounds.

This training package includes guided learning and simulation exercises for proper train handling of long trains that use distributed power (locomotives placed at different locations in a train). Longer trains are subject to in-train forces that can be challenging to manage. Using DistributedPower, engineers will learn not only how to manage those in-train forces, but how to set-up and condition locomotives for distributed power operation.

BNSF is one of America's largest freight railroad operators with over 8000 locomotives in their fleet. Introduced in 2009, the ES44C4 boasts 4400hp and works in multiples to haul trains over a mile long across the USA.

Britain's fastest domestic train service comes courtesy of the Class 395 'Javelin' electric multiple units travelling at 140 mph (225 km/h) between Ebbsfleet and Ashford on services starting at London St Pancras.

Impressive visuals and responsive handling bring the power of large locomotives to life. Balance the brakes with thousands of tonnes behind you before increasing the throttle to charge through gradients. Get the timing right and climb to maximum speed for an efficient run to the next stop.

Purchase future Train Sim World 3 locomotives without requiring their entire routes. Operate trains across a number of territories and continue to enjoy the 50+ add-ons purchased from previous Train Sim World titles. 59ce067264

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