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You're gonna need to scale that down, don't see you getting that done without a serious amount of lag. 1-2 avg framerates, etc. In reality, Verbena to Birmingham via the route I'm drawing out is just about 170 miles. The whole Alabama Division is over 530 miles long. I could do all of that trackage, but A)That'd take FOREVER! and B) It'd bring even someone like Deadpool's computer to its knees. So just Verbena to Birmingham will be 65 miles, the whole thing, granted broken up into 3 pieces, will be maybe 180. The GSHL: In reality, it's about 245 miles long. I'm scaling it down to 47-48. The Fl Division: In reality, it's 512 miles long. Scaling it down to maybe 70-80. The Atlantic Division: 772 miles. To be scaled to 120-130. The Georgia Division: 394 miles, scaled to 65 miles.

Holy crap, we have 2453 miles of tracks! Didn't realize that before. But look at it this way: 2453 miles = 0 fps. 492 miles = 17-30 fps. 492 miles is just a fifth the original size of the route, yet you get a feel for the whole thing. You can do the same.
 
If flusi737 can do the whole NEC on his comp, which looks way older than mine, I can do the ARR, still less track than the NEC.
 
Flusi is significantly more experienced than you, he knows how to do that much without killing fps. Also, I'm fairly sure that he divided his NEC into to parts as well. Still a good bit of trackage, but it's not nearly as bad. Also, you said the ARR was 500 miles. Flusi's NEC is 460.
 
These are good points, breaking a route into manageable size segments.

I think he said that his one route presently goes from Phila to Parkesburg ... I would hope to see it go to at least Lancaster, and hopefully to Harrisburg Rutherford yard.

A Phila to Reading DEM would also sound like a manageable size.

A Harrisburg/Enola to Johnstown DEM sounds like it would be pushing the envelope of Trainz, and would probably be better cut down to East Altoona ... then Altoona to Johnstown ... then Johnstown to Pitcairn ... then Pitcairn to Conway, would be manageable size segments
 
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Ok, the NEC is 453.3 miles long, the Alaska RR is 470 miles long, and I think flusi has merged the route after finishing all the segments he split it to and now he is adding on to the south so it covers VRE too.
 
I plan to start with Whittier, go south to Seward, scenic that portion then start Whittier-Anchorage, followed by Anchorage-Eielson AFB, and after all that maybe add a functional airport system.
 
:hehe: True, but no job, Christmas, spring, and summer breaks, and no social life outside of the forums means a lot of downtime.
 
Not really ... if you concentrate on track only, curves, and turnouts, you could have all the track laid, from looking directly straight down, in just a short while ... then go back and adjust the gradients so that they are no more than 1.75%, or so.
 
Not a big bump, but I wanted to add a post

I'm head of [the fictional] Tennessee Pacific, a shortline holding company with routes primarily in the South, though we have a few out west and in the North. Majority of our railroads also have a subsidiary that operates tourist trains on them, most of which have at least one steam locomotive. We started out as the Appalachian Southern, a coal-hauling shortline located just northwest of Bristol, Tennessee/Virginia. We then expanded to the Tennessee Northeastern, located northeast of nearby Johnson City, Tennessee. Next we purchased the West Chattanooga Belt Terminal, located on the west side of Chattanooga, Tennessee. We followed up by the Inglenook Industrial Railroad, which serves the Volkswagen Automotive factory (which produces the Volkswagen Passant car) on the northeast side of Chattanooga, which we renamed Tyner Terminal. Next we moved south, purchasing the failing Pelican Bay & Hamilton River and turning it into the successful Atlantic Coast Railway. Our most recent purchase was a railroad in California that was facing bankruptcy. We are currently in discussion with the Canadian Pacific in acquiring the remains of the Dakota, Minnesota & Eastern, which will be our largest acquisition.
 
RAFT has gone into debt. over 2 billion dollars. On a shipment of parts to the Olympics, ice had frozen over a switch point in Souchi. (Ironically, those switch points were due to receive switch heaters soon) The train with the parts then derailed causing the whole line from Moscow to Souchi to be closed. All parts were lost, along with 4 brand new F40's, a mile worth of boxcars, and two engineers. The derailment has been cleaned but the overall cost threw us back alot. We had already made a purchase for 100 ES44AC's and new track upgrades which added onto the problem. We are working hard to stay in business and BNSF is helping us out a little bit.
 
I'd suggest either leasing the ES44AC's to other railroads and/or cutting thee number of ES44AC's you're purchasing. If there already some on the property, either cancel the purchase for the rest of the EVO's or find another solution to try climbing out of debt.
 
We recently acquired a group of Ex-Norfolk & Western C30-7s and Ex-Union Pacific (nee-Denver and Rio Grande Western) SD40T-2's that will be split between the Appalachian Southern and the Tennessee Northeastern. The reason is that the bituminous coal mined in the area these two railroads operate is extremely rare and actually burns cleaner than the coal in the surrounding area. This makes it extremely sought after and regularly brings top-dollar on the market.
 
RAFT is doing considerably better now. Surprised that it was so quick too. We are now receiving help from CSX with Intermodal trains around Ohio and NS in the Cleaveland area with shunting. We leased several Locomotives to them and have made up 2.3 billion dollars of the 5 billion we lost.
 
We've been discussing whether to make a 'unified' paint scheme, with slight variations for each railroad, similar to Genesee & Wyoming, or a different paint scheme per railroad, similar to Iowa Pacific. If we are to do a 'unified' paint scheme, the choices have gotten down to two paint schemes: one of the two is based off the Southern 'Tuxedo' paint scheme. The other one is similar to the orange-grey-white paint scheme of the Interstate Railroad, but the grey removed to honor the University of Tennessee's (UT) football team's colors: orange and white. The reason for this paint scheme is because most of the employees who have graduated from local colleges have graduated from University of Tennessee's home campus in Knoxville, Tennessee. However, the Southeastern Conference (SEC), which has some of the biggest football rivalries, may cause some problems with the Atlantic Coast Railway, given that it's in Georgia and the University of Georgia-University of Tennessee is one of the biggest rivalries in the South, there could be some problems with the paint scheme being in the colors of UT. If we go the way of Iowa Pacific, it will be up to each railroad to pick their own paint scheme, but lettered 'TENP' on the sides of the cabs.
 
Regarding the Atchafalaya Railway, we recently sold it to Genesee & Wyoming, due to a few problems that have occurred on the railway. However, our Atlantic Coast Railway has had many new developments recently, mostly at Pelican Bay, where we keep our equipment for our excursions:
1. The 120ft roundhouse in Pelican bay has been replaced with a more compact roundhouse, with the tracks moved closer to each other.
2. A 2-stall restoration shop has also been built in Pelican Bay.
3. A small, 4-track yard is also added in Pelican Bay, each long enough for three passenger cars, which allows us to have enough cars to handle our excursions, which max out at six cars.
4. At the end of the line, Hamilton River, the chemical company has left and demolished their buildings, resulting in a lumber company moving in and opening up a warehouse to locally distribute their products.
5. A 2-track repair shop has been built on the other end of the yard from the engine shed at the interchange yard at Grand Junction.
Another recent event was also one of our most logistically challenging situations: Steamfest. We had not only Norfolk & Western #611, Nickel Plate #765, Pere Marquette #1225, and Southern #4501 visiting, but also two from our sister railroad, Appalachian Southern: replica Southern Ms-1 2-8-2 #6285 and replica Southern Ts-1 4-8-2 #1482, dressed in Crescent colors. Several privately-owned steam locomotives also visited: Baltimore & Ohio 0-4-0 #98, Southern 0-8-0 #8536, and a Reading 0-6-0 camelback. Our own steam locomotives, Savannah & Atlanta 4-6-2 #750 (leased from the Southeastern Railway Museum) and Florida East Coast 4-8-2 #813. Add onto that that each visitor brought their own passenger cars. This resulted in the problem of finding spaces in the yard at Pelican Bay. As for the diesels, they were moved over to Hawkinsville, about three miles away. Plus we also had our usual freight trains meant that it was 'all-hands-on-deck' for the seven days Steamfest was occurring. Not surprisingly, every employee got a bigger paycheck working overtime for those seven days. Now that it's over, things have gotten back to normal.
 
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