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Trans Polar Rail is a fictitious Scandinavian passenger company operating in Scandinavia and Russia. This is the 2D3 diesel locomotive.

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. the locomotive featured here is their 2E2-2. modifications include deletion of two of the 3 pantographs, and repositioning of the spotlight cluster from below to above the screen. Mark Wilkes, megazone23_uk@hotmail.com

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Trans Polar Railways, Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. Seen here is the 2E2-7 hauled HST in the standard orange livery of Trans Polar Rail, coupled to a rake of articulated coaches, the class 2E2-7 is the sister class to the 2E3-2 type, sharing the same body annd internal equipment, though the wheelsets only have two axles instead of 3 Trans Polar runs the 2E2-7 trains on the scheduled run from Oslo to Vladivostok in Russia, serving alongside some of the early Orbis trains. With such long distances involved, and the fact that the train is not equipped as a sleeper, first class passengers get the benefit of privacy curtains, just as well as first class is only two abreast seating, rather than four abreast like the second class coaches. The Restaurant car, sited between first and second class is dominated by its panoramic windows on both sides, though the area towards the second class area has no windows at all, the catering area has exhaust grilles for the compartment. Mark Wilkes. (e-mail megazone23_uk@hotmail.com)

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Trans Polar Railways, Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. Seen here is the 2E3-2 hauled HST in the standard orange livery of Trans Polar Rail, coupled to a rake of articulated coaches, based on the 2E2-7, the 2E3-2 offers more traction and a smoother ride than the 3E2 class locomotives. Trans Polar runs the 3E2 trains on the scheduled run from Oslo to Vladivostok in Russia, serving alongside some of the early Orbis trains. With such long distances involved, and the fact that the train is not equipped as a sleeper, first class passengers get the benefit of privacy curtains, just as well as first class is only two abreast seating, rather than four abreast like the second class coaches. The Restaurant car, sited between first and second class is dominated by its panoramic windows on both sides, though the area towards the second class area has no windows at all, the catering area has exhaust grilles for the compartment. Mark Wilkes. (e-mail megazone23_uk@hotmail.com)

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Trans Polar Railways 2E3-5 is a high speed third generation locomotive designed for use on high speed trainsets. Unlike the rest of the Trans Polar locomotives, the 2E3-5 class has a front and rear pantograph. The rake of coaches in tow are stretched BMPZ coaches, the restaurant car has a crew compartment located below the main floor, allowing a second crew to relax on long distance services, and to enable a crew change to take place on the move Trans Polar Railways uses these on portugal-helsinki services

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Trans Polar Railways, a fictive operator covering Scandinavia and Russia, with services down to the Black sea through Ukraine, and to Morrocco via Spain, as well as to the UK, has taken delivery of a high speed, low-floor inter urban shuttle train, the 3 car Inter Regional Express, or IR-X. The IR-X is equipped with an isle based video system to give passengers information about connections avaliable from various stations. Power for the IR-X comes from two 8 litre 6 cylinder diesel engines, one in each end car.

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Fictive operator, Trans Polar Railways, operating throughout Europe, Scandinavia and Russia, has upgraded some of its BMPZ stock to bring it up to the same standards as the high speed sets used on the Northern Lights Express service, with this upgrade, a new livery has been adopted, this livery is similar to that used on the ICX and Orbis R300 sets. with the new upgrade, passengers get airline seating, 3-abreast in first class, 4 abreast in second class, with each having headrest mounted video screens. First class seats are also spaced wider apart for more legroom, leather seats which recline electrically add to the luxury. Each row of seats have sliding curtains for extra privacy. Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways (fantasy), featured here is the standard body passenger coaches in the phase 1 orange and white livery, The coach at the top is the first class passenger car, seating 3 abreast. The coach in the middle is the dining car, with the standard class car at the bottom, seating 4 abreast. mark wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways (fantasy) has recently updated its first generation long body coach livery, here is the resulting change. internal details of the coaches are few and far between. seen here is a first class car, restaurant car and second class car. mark wilkes, e-mail: megazone23_uk@hotmail.com

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Fictive operator, Trans Polar Railways which operates in Scandinavia, Russia and Europe, after upgrading its 2E2-6 power cars.has introduced new rolling stock to go with it. The new stock, designed by Orbis Engineering, is optrimised for high speed running, its large diameter wheels giving a smoother ride whilst spinning at a lower RPM, so reducing noise in the cabin. Suspension for the cars is by tri-coil mounts on each side of the wheelset, with 4 point suspension inboard of the wheelset, this is further enhanced by the use of smoothride wheels, which have an outer rim, with a rubber inner belt with a steel core, similar to first generation ICE trains used by DB. Though slightly heavier than the articulated stock used by Trans Polar Railways, the high speed stock hauled by the 2E2-6 locomotives are lighter than the Austrian built BMPZ types. Mark Wilkes, e-mail: megazone23_UK@hotmail.com

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Trans Polar Railways (fantasy), featured here is the standard body sleeper coaches in the standard overnight livery of Trans Polar Railways. livery, The coach at the top is the first class car, having slightly larger beds in single person cabins. The coach in the middle is the dining car, with the standard class car at the bottom, similar in layout to the first class cars, but with slightly narrower beds. mark wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways, a fictive operator operating in Scandinavia, Russia and Europe, for its City-link services has taken delivery of a large fleet of 3-car Electric Multiple Units, the M3E The M3E trains are equipped with a pasive tilting system for increased cornering speeds, with a top speed of around 170km/h, the 3-car sets operate on the commuter routes into and out of major European cities. The driving cabs of the E3D sets are very modern and shared with the M5D, (resulting in a shortenning of the design time), this factor of common design means that body pannels on each of the types are interchangable between the types. Each of the cabs incorporates many of the latest features and electronics. Passenger areas get ambient lighting, rather than harsh lighting of older type trains, giving a more relaxed environment for the passengers who occupy them. Each of the 3 cars in the set are equipped with wheelset mounted traction motors, these motors are geared for torque rather than a high RPM, making for rapid accelleration from a standing start, though a lowly top speed of around 200km/h. EXtensive sound dampening systems have been installed, so even at full power, the noise levels in the passenger cabins is low and acceptable. Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways, a fictive operator operating in Scandinavia, Russia and Europe, for its City-link services has taken delivery of a large fleet of 5-car Diesel Multiple Units, the M5D. The M5D trains are equipped with a pasive tilting system for increased cornering speeds, with a top speed of around 170km/h, the 5-car M5D sets operate on the profitable short haul commuter routes into and around Trans Polar's European Hub in Copenhagen. The driving cabs of the M5D sets are very modern, incorporating many of the latest features and electronics. Passenger areas get ambient lighting, rather than harsh lighting of older type trains, giving a more relaxed environment for the passengers who occupy them. Each of the 5 cars in the set are equipped with two powerful engines, each of these 16 litre engines develop 750bhp, though this does not sound a lot, the M5D has 10 of these engines, giving 7500bhp of traction, making for rapid accelleration from a standing start. EXtensive sound dampening systems have been installed, so even at full power, the noise levels in the passenger cabins is low and acceptable. Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2D2-2 Locomotive. Built in Spain, the 2D2-2 has the nose of the E22 / D22 Talgo sets, and is used for traction of push-pull Talgo sets, Talgo trains that have had a mechanical failure, their Light weight and low profile making them ideal for the job. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-10 in the new Cargo-Link livery, Trans Polars railfreight arm Built in Sitzerland, and based on the highly successful Locomotive 2000 project, the 2E2-10 is used on mixed traffic and light freight duties all over the Trans Polar network. The 2E2-10 differs from its Swiss counterpart in many ways when it comes to external styling, however much of the internal equipment remains the same, though as per normal Trans Polar practice, only one pantograph remains. the main drawback of the 2E2-10 is the relative light weight, requiring the type to double up on heavy trains. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-10. Built in Sitzerland, and based on the highly successful Locomotive 2000 project, the 2E2-10 is used on mixed traffic and light freight duties all over the Trans Polar network. The 2E2-10 differs from its Swiss counterpart in many ways when it comes to external styling, however much of the internal equipment remains the same, though as per normal Trans Polar practice, only one pantograph remains. the main drawback of the 2E2-10 is the relative light weight, requiring the type to double up on heavy trains. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is 2E2-10555 coupled to a mixed rake of BMPZ type stock, the no3 car is an older type BMPZ coach with the doors at the ends. Built in Sitzerland, and based on the highly successful Locomotive 2000 project, the 2E2-10 is used on mixed traffic and light freight duties all over the electrified sections of the Trans Polar network. The 2E2-10 differs from its Swiss counterpart in many ways when it comes to external styling, however much of the internal equipment remains the same as its LOK2000 forebare, though as per normal Trans Polar practice, only one pantograph remains. the main drawback of the 2E2-10 is the relative light weight, requiring the type to double up on heavy trains. The short 5-car coach rakes pose very little problem, and require only one loccomotive. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is 2E2-10555 coupled to a rake of new day-glow livery articulated coaches. Built in Sitzerland, and based on the highly successful Locomotive 2000 project, the 2E2-10 is used on mixed traffic and light freight duties all over the electrified sections of the Trans Polar network. The 2E2-10 differs from its Swiss counterpart in many ways when it comes to external styling, however much of the internal equipment remains the same as its LOK2000 forebare, though as per normal Trans Polar practice, only one pantograph remains. the main drawback of the 2E2-10 is the relative light weight, requiring the type to double up on heavy trains. The short 5-car articulated coach rakes pose very little problem, and require only one loccomotive. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-10 coupled to a rake of new livery articulated coaches Built in Sitzerland, and based on the highly successful Locomotive 2000 project, the 2E2-10 is used on mixed traffic and light freight duties all over the Trans Polar network. The 2E2-10 differs from its Swiss counterpart in many ways when it comes to external styling, however much of the internal equipment remains the same, though as per normal Trans Polar practice, only one pantograph remains. the main drawback of the 2E2-10 is the relative light weight, requiring the type to double up on heavy trains. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the 2E2-2, a variant of the ES64 used by OBB, but with minor differences in the running gear of the locomotive Mark Wilkes e-mail: megazone23_uk@hotmail.com

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the 2E2-4, a variant of the ES64 used by OBB, which is also used by TPR as the class 2E2-2. Mark Wilkes e-mail: megazone23_uk@hotmail.com

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. the locomotive featured here is their 2E2-6 Bo-Bo configuration for use along side the 3E2 locomotives on the Helsinki - Leningrad route. Mark Wilkes

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. the locomotive featured here is their new 2E2-5 power car for the Vladivostok-Helsinki HST service Mark Wilkes

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. The locomotive featured here is their new 2E2-6 power car for short-haul HST services. based on the 2E2-5, which itself is a modified ES64, but with modifications unique to Trans Polart Railways. The two locomotives here are 2E2-601 and 2E2-602, coupled to a rake of high speed stock. TPR uses the 2E2-6 on its short-haul European routes and between Mosco and Leningrad. Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar 2E2-7 power car (fantasy - Trans Polar is a ficticious company that serves Scandinavia and Russia), all new HST power car for use on the lucrative Northern Lights service that runs between Oslo and Copenhagen. Built by Orbis engineering, the 2E2-7 has some features of the Orbis R300 HST set, though some operators use tilt-body class 2E2-7's, Trans Polar Railways has gone for more conventional running gear in order to have stock interchangability the sister class is the 2E3-2. like ALL of the TPR locomotive fleet, they are multi voltage capable with all the electrical needs being provided through one pantograph. Being power cars for high speed trains, the rear end of the locomotives have a walk through connection to mate up with the passenger stock that is in tow. mark wilkes e-mail: megazone23_uk@hotmail.com

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-9 No. 2E2903 in one of Trans Polar Railways more colourful schemes. Built in Spain, the 2E2-9 has no dedicated route, like the high speed TGX, ICX, and Orbis R300 sets, or the City link commuter sets, instead the 2E2-9 is a general purpose locomotive, operating all over the network. Differing from the prototype "G.E.T", the Trans Polar 2E2-9 has a single pantograph to pick up the power, instead varying voltages are catered for by the electrical equipment inside the locomotive, resulting in a cleaner looking locomotive. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-9, no "2E2966 in one of the new liveries. Built in Spain, the 2E2-9 has no dedicated route, like the high speed TGX, ICX, and Orbis R300 sets, or the City link commuter sets, instead the 2E2-9 is a general purpose locomotive, operating all over the network. Differing from the prototype "G.E.T", the Trans Polar 2E2-9 has a single pantograph to pick up the power, instead varying voltages are catered for by the electrical equipment inside the locomotive, resulting in a cleaner looking locomotive. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-9. Built in Spain, the 2E2-9 has no dedicated route, like the high speed TGX, ICX, and Orbis R300 sets, or the City link commuter sets, instead the 2E2-9 is a general purpose locomotive, operating all over the network. Differing from the prototype "G.E.T", the Trans Polar 2E2-9 has a single pantograph to pick up the power, instead varying voltages are catered for by the electrical equipment inside the locomotive, resulting in a cleaner looking locomotive. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-910 seen in a special one-off livery. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-9. Built in Spain, the 2E2-9 has no dedicated route, like the high speed TGX, ICX, and Orbis high speed trains, or the City link commuter sets, instead the 2E2-9 is a general purpose locomotive, operating all over the network. Unlike the prototype design, Trans Polar 2E2-9 has only one pantograph, the outline being similar to the dual power variant, because of this, the electrical system onboard the 2E2-9 is able to deal with the varying voltages in Europe with just one supply point, this makes the 2E2-9 lighter than the prototype, and frees up space inside which is used for a more powerful train heating system. Locomotive 2E2-966 is seen here coupled to a rake of new mono-axle type stock that is similar to the Spanish Talgo stock. Mark Wilkes e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways, a fictive scandinavian operator with services throughout Europe Russia, and down to North Africa, operate a wide number of locomotives, seen here is 2E3-4 locomotive with a 7 car train in tow. The stock itself being standard high speed TPR rail stock, the featured locomotive is a demonstrator locomotive. This locomotive is owned by the manufacturer, hence its original configuration, except for the 4 overhead lights and the modified yellow warning pannel. mark Wilkes, e-mail : megazone23_uk@hotmail, com

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Trans Polar Railways, a fictive scandinavian operator with services throughout Europe Russia, and down to North Africa, operate a wide number of locomotives, seen here is 2E3-4 locomotive with a Push-pull train in tow. The stock itself being standard high speed TPR rail stock, the featured locomotive is a demonstrator locomotive.

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. 2E2-297 at the head of a set of articulated coaches, The bodywork of the articulated sets is slightly longer than the regular stock used by Trans Polar rail, and features articulated running gear between coach units, rather than the regular set up. Unlike the rakes of shorter coaches, the aticulated rakes run in units of 5 coaches, rather than 9. this rake is of one first class car, one restaurant car and three standard class saloon cars. The locomotive itself is the standard 2E2-2 type used by Transpolar Railways, based on the ES64, modifications include deletion of two of the 3 pantographs, and repositioning of the spotlight cluster from below to above the screen.further modifications include the hump behind the pantograph wiring compared to the standard 2E2-2 Mark Wilkes. megazone23_uk@hotmail.com

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. 2E2-297 at the head of a set of articulated coaches, The bodywork of the articulated sets is slightly longer than the regular stock used by Trans Polar rail, and features articulated running gear between coach units, rather than the regular set up. This rake is made up of 5 cars which apart from interior details, are similar to those hauled by 2E2-7 and 3E2-2 locomotives. The locomotive itself is the standard 2E2-2 type used by Transpolar Railways, based on the ES64, modifications include deletion of two of the 3 pantographs, and repositioning of the spotlight cluster from below to above the screen.further modifications include the hump behind the pantograph wiring compared to the standard 2E2-2 Mark Wilkes. megazone23_uk@hotmail.com

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Trans Polar is a ficticious company that serves Europe and Russia from its base in Scandinavia, initially using just ES64 locomotives the fleet has expanded to take in numerous types of locomotives and coaches. seen here is the 2E2-7 powered High Speed Train for the Northern Lights service, a regular shuttle service between Norway and Copenhagen. The rake is a first class car, restaurant car and 3 standard class coaches. One unique feature of the trains are the drive bogies at each end of the coach rake. The Locomotive power cars that go at each end of the rake are the standard 2E2-7, which is essentially a more aerodynamically styled 2E2-6, itself being a modified ES64. Mark Wilkes (megazone23_uk@hotmail.com)

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Trans Polar Railways, Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. ICX001, one of a new breed of tilt body high speed trains. Initially for use between Moscow and Copenhagen, the ICX has found a better run on the Northern Lights service. designed for operations of around 340km/h. The ICX mk1 shares its coach sets with the with the powercar hauled HST sets, which use 2E2-7's. The rake consists of 11 cars, with the end two being the control cars. the "A" end is the first class, with standard class at the "B" end One unique feature of the trains are the drive bogies at each end of the coach rake, with the intermediate axle sets having simple articulated gear. All transformer equipment is mounted under-floor, and to allow for the high corner speeds, the ICX is equipped with powerful hydraulics to tilt the cars. Mark Wilkes. (e-mail megazone23_uk@hotmail.com)

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Trans Polar Railways, Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. Seen here is the second generation ICX, or Inter City experess, in the Northern Lights Express livery, (The Northern Lights Express colours have a destinctive dark grey window band). Originally running between Tromso and Copenhagen, the Northern Lights Express route has been extended and now runs to Berlin. Like the original ICX the second generation retains the two cockpits profile that shared by some of the Orbis sets, having full plasma screen displays and touch-screen displays. Active tilting around corners, operated by powerful under-floor Hydraulics allow for operations 380km/h. unlike the first generation ICX, the second generation has more in common with the TGX, with mono-axle connections between the inboard cars, however the pick up and power-cars share the tandem wheelsets at the connection. Another feature of note, is the standard window size on the first class cars, resulting in a smoother appearance, which the panoramic windows of the phase 1 ICX do not give. Passengers on board the second generation ICX get head-rest mounted TV screens, with reclining seats, however, second class passengers only have a few degrees of recline on the seats, and sit 3-abreast. First class passengers get just 2-abreast seating, also, the seats in first class have retracting foot rests as well, which move through 70 degrees, identical to the seat backs, to allow for this, passengers in first class have a lot of leg room. the headrests move down through a vertical axis, as the seat base slides forwards to turn the seat into a near flat bed. Also, each of the first class seats gets its own sub-compartment, divided down the car by curtains, and across the car by bulkheads at right angles to the coach sides. Mark Wilkes. (e-mail megazone23_uk@hotmail.com)

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. this is a typical rake of coaches hauled by Trans Polar locomotives, consisting of 5 standard class sallon cars, one restaurant car and 2 first class cars Mark Wilkes

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. the locomotive featured here is the 2-car commuter trains that feed various urban areas Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. the locomotive featured here is the "Helsinki - Goteberg Turbo", a high Frequency shuttle service connecting the capital cities of Finland and Sweden, unlike the Helsinki - Moscow trains, the Helsinki - Goteberg Turbo units are four-car set, with the power car being no2 car Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Rail is a ficticious scandinavian company, operating throughout Scandinavia and Russia, with many passenger and freight services. seen here is one of their medium distance electric multiple units. Based on a dutch idea, of having the control cabins located at each end of the train, above the main coach area allows for multiple connections of trains, and unlike the smaller 2-car sets, the standard width of the gang-way allows for regu;ar coaching stock to be coupled up between two full sets. This type of metro-set also has inter-car axle sets, which allows for a lighter train, however the design of the ends of the train restricts their running speed, compared to the more aerodynamic sets. Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways, a fictive operator in scandinavia and russia has taken on a number of HST sets, such as the ICX TGX and Orbis, these work the main line routes, where smaller DMU sets work local services. To work some of the tighter routes and lines that do not have high level platforms that normal coaches and the HST sets require, Trans Polar Railways looked towards the spanish TALGO system, taking and modifying the Talgo-21 to suit the requirements of TPR. equipped with passive tilting, as opposed to active tilting for the TGX ICX and Orbis sets, allows for a lighter weight, also, to increase passenger space, the power cars have been extended to allow for some seating to be installed in them. seats in the Talgo sets are in an airline style, with the cars seating 3 abreast in standard class and 2 abreast in first class, with seating either side of the dining cars face the power cars. seen here is a Talgo set in the new day glow livery, which has a modified electrical system that requires only one power point, however each end car still has traction motors, just that power to the no1 end is routed from the rear of the train through an under-floor cable Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Rail is a fictive passenger and freight operator, operating out of Scandinavia, with services down as far as southern Europe, and all over Russia. Operating various types of locomotives to suit local requirements, including Spanish built TALGO type trains, these Talgo units are derived from the Talgo-21, with slightly modified end cars. Seen here is a Push-pull type, at the blank end is a 2E2-10 type electric locomotive. Interior seating of the type is 2-abreast in first class, 3-abreast in executive class, featuring airline style seating. All seats face away from the restaurant car, so when travelling locomotive aft, first class faces forwards, standard class faces backwards. Unlike the Talgo power-sets, which have do not use a power-car that is integral with the train, there is no tilting mechanism for the type 1 push-pull sets because of the risk of interferrence with the locomotive Trans Polar operates the Talgo on routes that do not have platforms, and on overnight services to Spain. Mark Wilkes : e-mail - megazone23_uk@hotmail.com

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Trans Polar Railways, a fictive operator in scandinavia and russia has taken on a number of HST sets, such as the ICX TGX and Orbis, these work the main line routes, where smaller DMU sets work local services. To work some of the tighter routes and lines that do not have high level platforms that normal coaches and the HST sets require, Trans Polar Railways looked towards the spanish TALGO system, taking and modifying the Talgo-21 to suit the requirements of TPR. equipped with passive tilting, as opposed to active tilting for the TGX ICX and Orbis sets, allows for a lighter weight, also, to increase passenger space, the power cars have been extended to allow for some seating to be installed in them. seats in the Talgo sets are in an airline style, with the cars seating 3 abreast in standard class and 2 abreast in first class, with seating either side of the dining cars face the power cars. seen here is Talgo set E22 334 in one of the new day glow liveries, which has a modified electrical system that requires only one power point, however each end car still has traction motors, just that power to the no1 end is routed from the rear of the train through an under-floor cable Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways, a fictive operator in scandinavia and russia has taken on a number of HST sets, such as the ICX TGX and Orbis, these work the main line routes, where smaller DMU sets work local services. To work some of the tighter routes and lines that do not have high level platforms that normal coaches and the HST sets require, Trans Polar Railways looked towards the spanish TALGO system, taking and modifying the Talgo-21 to suit the requirements of TPR. equipped with passive tilting, as opposed to active tilting for the TGX ICX and Orbis sets, allows for a lighter weight, also, to increase passenger space, the power cars have been extended to allow for some seating to be installed in them. seats in the Talgo sets are in an airline style, with the cars seating 3 abreast in standard class and 2 abreast in first class, with seating either side of the dining cars face the power cars. seen here is Talgo set E22 401 in one of the new day glow liveries, which has a modified electrical system that requires only one power point, however each end car still has traction motors, just that power to the no1 end is routed from the rear of the train through an under-floor cable Operating out of Copengagen, the E22 type talgo sets work on services down to Spain, and on other routes that do not have platform stations. Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways, a fictive operator in scandinavia and russia has taken on a number of HST sets, such as the ICX TGX and Orbis, these work the main line routes, where smaller DMU sets work local services. To work some of the tighter routes and lines that do not have high level platforms that normal coaches and the HST sets require, Trans Polar Railways looked towards the spanish TALGO system, taking and modifying the Talgo-21 to suit the requirements of TPR. equipped with passive tilting, as opposed to active tilting for the TGX ICX and Orbis sets, allows for a lighter weight, also, to increase passenger space, the power cars have been extended to allow for some seating to be installed in them. seats in the Talgo sets are in an airline style, with the cars seating 3 abreast in standard class and 2 abreast in first class, with seating either side of the dining cars face the power cars. seen here is Talgo set D22 201 in one of the new day glow liveries, sharing a general layout similar to the two power car electric Talgo sets, the D22 talgo has the same nose to the E22 talgo sets. Trans Polar Rail's Diesel engine Talgo sets work on routes between Spain and Scandinavia. Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways, a fictive operator in scandinavia and russia has taken on a number of HST sets, such as the ICX TGX and Orbis, these work the main line routes, where smaller DMU sets work local services. To work some of the tighter routes and lines that do not have high level platforms that normal coaches and the HST sets require, Trans Polar Railways looked towards the spanish TALGO system, taking and modifying the Talgo-21 to suit the requirements of TPR. equipped with passive tilting, as opposed to active tilting for the TGX ICX and Orbis sets, allows for a lighter weight, also, to increase passenger space, the power cars have been extended to allow for some seating to be installed in them. seats in the Talgo sets are in an airline style, with the cars seating 3 abreast in standard class and 2 abreast in first class, with seating either side of the dining cars face the power cars. Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Railways, a fictive operator in scandinavia and russia has taken on a number of HST sets, such as the ICX TGX and Orbis, these work the main line routes, where smaller DMU sets work local services. To work some of the tighter routes and lines that do not have high level platforms that normal coaches and the HST sets require, Trans Polar Railways looked towards the spanish TALGO system, taking and modifying the Talgo-21 to suit the requirements of TPR. equipped with passive tilting, as opposed to active tilting for the TGX ICX and Orbis sets, allows for a lighter weight, also, to increase passenger space, the power cars have been extended to allow for some seating to be installed in them. seats in the Talgo sets are in an airline style, with the cars seating 3 abreast in standard class and 2 abreast in first class, with seating either side of the dining cars face the power cars. Mark Wilkes, e-mail: megazone23_uk@hotmail.com

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The Trans Polar Railways TGX is the fastest train-set used by the company, (Trans Polar Rail is a ficticious passenger company operating in Scandinavia and Russia), made up of two identical halves, seperated by a power car, many similarities can be drawn between it and the shorter ICX sets as many use common rolling stock platforms, exceptr the driving cars are integral to the entire train set. TGX sets operate on a high speed route between Vladivostok on the far east coast of Russia, and Copenhagen in Denmark. because of the long routes that the trains run on, stock on the TGX sets is more comfortable than the trains that use the shorter routes. Trans Polar originally wanted to use TGV Atlantique sets, but decided on the TGX set up, which is very similar in layout to the now defunct British Rail APT. A tilting train of 2 halves. sophisticated leveling systems keep the pantograph level when the entire train is tilting as it rounds bends. A top speed of 380km/h puts this set into premier league. Mark Wilkes. e-mail megazone23_uk@hotmail.com.

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The Trans Polar Railways TGX is the fastest train-set used by the company, (Trans Polar Rail is a ficticious passenger company operating in Scandinavia and Russia), made up of two identical halves, seperated by a power car. Though the nose is shared with the ICx, the TGX is a unique HST TGX 101, seen here, is in the livery of the Trans Polar Railways Northern Lights Express, which now runs between Tromso in Norway, to Berlin, Germany, running via Copenhagen in Denmark. The main feature of the TGX, is its mono-axle running gear similar to the Spanish Talgo sets, making for a clean, aerodynamic high speed train, The wheels of the TGX are a developmeng from the IC-E that DB operate, utilising a steel core, with a steel outer rim, with a rubber cushion between them, this gives a smooth, quiet ride. Performance of the TGX is similar to the Orbis HST sets, a governed top speed of 380km/h puts the TGX in the premier league of high speed trains. To aid high speed cornering, the TGX has active tilting, using powerful hydraulic jacks to tilt the carbodies. Passengers of the TGX get airline seating with headrest mounted TV screens, whilst the driver gets an all digital cockpit. The central powercar of the phase 2 TGX now has under-floor electrical equipment, to free up space for extra passengers, that is not the only alteration, the axles of the phase 2 TGX power-car have been moved outwards, enabling cars either side of the power car to share the wheelset, allowing for two of the axle-sets to be deleted from the train, and so making the train lighter. With this alteration, one of the two restaurant cars has been deleted and the second of the two first class coaches has been moved to behind the no1 control car, allowing for a more conventional layout. Mark Wilkes. e-mail megazone23_uk@hotmail.com.

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The Trans Polar Railways TGX is the fastest train-set used by the company, (Trans Polar Rail is a ficticious passenger company operating in Scandinavia and Russia), made up of two identical halves, seperated by a power car. Though the nose is shared with the ICx, the TGX is a unique HST Phase 3 model TGX, TGX 201, is seen here in the livery of the Trans Polar Railways Northern Lights Express, which now runs between Tromso in Norway, to Berlin, Germany, running via Copenhagen in Denmark. The main feature of the TGX, is its mono-axle running gear similar to the Spanish Talgo sets, making for a clean, aerodynamic high speed train, The wheels of the TGX are a developmeng from the IC-E that DB operate, utilising a steel core, with a steel outer rim, with a rubber cushion between them, this gives a smooth, quiet ride. Performance of the TGX is similar to the Orbis HST sets, a governed top speed of 380km/h puts the TGX in the premier league of high speed trains. To aid high speed cornering, the TGX has active tilting, using powerful hydraulic jacks to tilt the carbodies. Passengers of the TGX get airline seating with headrest mounted TV screens, whilst the driver gets an all digital cockpit. like the phase 2 TGX, the power car of the phase 3 TGX has under-floor engine and transmission equipment, to free up space for extra passengers, also the control cars of the phase 3 TGX get additional engines and transmission equipment. The use of 3 diesel engines means the phase 3 TGX is not limited in its operating area, so should for any reason, the type have to be diverted onto non-electrified lines, the phase 3 TGX will not need a tug locomotive. Orbis Engineering have done a lot to make the TGX as quiet as possible, both inside and out. passengers sitting in one of the 3 power cars get a ride that is not a lot louder than those who are sitting in the intermediate coaches, as the engine note is reduced to a feint background hum. With this alteration, one of the two restaurant cars has been deleted and the second of the two first class coaches has been moved to behind the no1 control car, allowing for a more conventional layout. Mark Wilkes. e-mail megazone23_uk@hotmail.com.

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-7, nos 733 and 734. The 2E2-7 is a more aerodynamically styled 2E6, which shares its heritage from the ES64 type locomotive. The 2E2-7 is used primarily on HST work on the Northern Lights service, alongside various types of Orbis, ICX and TGX HST sets. The colour scheme depicted here is the new dayglow scheme. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, with its many routes in Northern Europe, Russia and Scandinavia, utilises a large number of locomotive types, seen here is the type 2E2-7, nos 733 and 734. The 2E2-7 is a more aerodynamically styled 2E6, which shares its heritage from the ES64 type locomotive. The 2E2-7 is used primarily on HST work on the Northern Lights service, alongside various types of Orbis, ICX and TGX HST sets. The colour scheme depicted here is the new dayglow scheme. Mark Wilkes (e-mail megazone23_uk@hotmail.com)

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Fictive operator, Trans Polar Railways, operates three types of HST, these are the 2E2-6 2E2-7 and 2E3-2, as a result, it was decided that a new type of coach was needed for the 2E2-7 and 2E3-2, the result was the articulated stock seen here. This small rake of 4 cars, (normally rakes are much longer), consists of a first class end car, dining car intermediate, with a second class intermediate and second class end car. mark wilkes, e-mail: megazone23_uk@hotmail.com

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia, this is their long-body first class coach Mark Wilkes, (e-mail megazone23_uk@hotmail.com)

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia, this is their long-body restaurant car Mark Wilkes, (e-mail megazone23_uk@hotmail.com)

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia, this is their long-body standard class coach Mark Wilkes, (e-mail megazone23_uk@hotmail.com)

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia, ranging from Norway to the far east of Russia. featured hear is locomotive 370-566, a phase 2 3E2 tri-bo electric locomotive. Modifications to the type to bring it up to the new 370 standard include vents on both sides behind number one cab and a reprofiled roof, however it is under the skin is where most of the modifications lie. Multiple unit operations are now possible with the type, where as before drivers for each locomotiver were needed. engines are up from 4600hp to 5600 hp. The new numbering has been brought in with the introduction of the Orbis family, The class 370 is used to haul sets across Siberia from Moscow, working the "White Tiger" express which goes all the way across Siberia from Moscow to PetroPavlovsk in Kamchatka, some Orbis sets are used on that route as well. The rake seen here coupled to the locomotive is a rake of 9 cars, 7 standard class cars, one restaurant car and one first class car mark wilkes (e-mail: megazone23_uk@hotmail.com)

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. the locomotive featured here is what I think the ES64 would look like as a tri-bo unit like those used on the channel tunnel system. Mark Wilkes

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. Passenger coach. Mark Wilkes

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. Passenger coach. Mark Wilkes

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Trans Polar Rail is a ficticious scandinavian passenger company operating in Scandinavia and Russia. Passenger coach. Mark Wilkes

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To work alongside the high density euroean routes, Trans Polar Rail (a ficticious passenger company operating in Scandinavia and Russia) has taken delivery of several double deck Orbis sets, known as class the class 410. with the adoption of the Orbis, Trans Polar has taken a new numbering scheme for its fleet. Like the sister class, the double deck orbis sets are powered on all axles, and run at a restricted 380km/h, though the Orbis family is capable of speeds close to 420km/h. Trans Polar only operates the double deck Orbis city shuttle in western europe and Scandinavia. Unlike the TGX and ICX high speed trains, they do not tilt around corners Mark Wilkes. e-mail: megazone23_uk@hotmail.com

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To work alongside the TGX, Trans Polar Rail (a ficticious passenger company operating in Scandinavia and Russia) has taken delivery of several Orbis sets to run the high speed line between Vladivostok and Berlin, via Copenhagen, the fact that each of the axles is powered means that these trains are able to get to the (restricted) 380km/h top speed faster than the TGX and ICX units, (Orbis Express runs its sets at 420km/h). having articulated axles sets means that the Orbis trains can cope with quite tight corners, despite having 5 axles per wheel set, this is useful when traversing the Ural mountains in Russia, as the curves there are quite tight. Trans Polar Rail's Orbis sets are packed with technology, the two cockpits are fully electronic, CRT displays and Plasma screens form the displays, rather than old school dials. Passengers get reclining airliner style seats with headrest mounted TV screens. This is the second class of single deck Orbis that Trans Polar Railways has introduced, loosing the framed windows in favour of space-bonded windows, this gives a cleaner appearance. Mark Wilkes. e-mail: megazone23_uk@hotmail.com

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To work alongside the TGX, Trans Polar Rail (a ficticious passenger company operating in Scandinavia and Russia) has taken delivery of several Orbis sets to run the high speed line between Vladivostok and Berlin, via Copenhagen, the fact that each of the axles is powered means that these trains are able to get to the (restricted) 380km/h top speed faster than the TGX and ICX units, (Orbis Express runs its sets at 420km/h). having articulated axles sets means that the Orbis trains can cope with quite tight corners, despite having 5 axles per wheel set, this is useful when traversing the Ural mountains in Russia, as the curves there are quite tight. Trans Polar Rail's Orbis sets are packed with technology, the two cockpits are fully electronic, CRT displays and Plasma screens form the displays, rather than old school dials. Passengers get reclining airliner style seats with headrest mounted TV screens. to work on non-electrified lines, Trans Polar, until recently had to rely on the 2D3 class locomotives, however, with the introduction of the class 616 Orbis, Trans Polar now has a diesel engined HST that can match the electric orbis sets. This is the third class of single deck Orbis that Trans Polar Railways has introduced, like the class 420, it has lost the framed windows in favour of space-bonded windows, this gives a cleaner appearance. Power for the Orbis 616 comes from two V26 engines each generation something in the order of 8,000 horsepower, the two engines are located at the train-ends in the power cars, because of their weight, they are biased towards the extreme end to prevent overloading of the intermediate axle. Trans Polar Orbis 616 sets operate down into mainland Europe, as well as across into Eastern Russia, running along the Trans Siberian Railway. Mark Wilkes. e-mail: megazone23_uk@hotmail.com

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To work alongside the TGX, Trans Polar Rail (a ficticious passenger company operating in Scandinavia and Russia) has taken delivery of several Orbis sets to run the high speed line between Vladivostok and Berlin, via Copenhagen, the fact that each of the axles is powered means that these trains are able to get to the (restricted) 380km/h top speed faster than the TGX and ICX units, (Orbis Express runs its sets at 420km/h). seen here is an Orbis R300 set in one of the new liveries, in this instance the it is the new dayglow scheme. Mark Wilkes (e-mail: Megazone23_uk@hotmail.com )

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To work alongside the TGX, Trans Polar Rail (a ficticious passenger company operating in Scandinavia and Russia) has taken delivery of several Orbis sets to run the high speed line between Vladivostok and Berlin, via Copenhagen, the fact that each of the axles is powered means that these trains are able to get to the (restricted) 380km/h top speed faster than the TGX and ICX units, (Orbis Express runs its sets at 420km/h). seen here is an Orbis R300 set in one of the new liveries, in this instance the upgraded red livery. Mark Wilkes (e-mail: Megazone23_uk@hotmail.com )

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To work alongside the TGX, Trans Polar Rail (a ficticious passenger company operating in Scandinavia and Russia) has taken delivery of several Orbis sets to run the high speed line between Vladivostok and Berlin, via Copenhagen, the fact that each of the axles is powered means that these trains are able to get to the (restricted) 380km/h top speed faster than the TGX and ICX units, (Orbis Express runs its sets at 420km/h). Having articulated axles sets means that the Orbis trains can cope with quite tight corners, despite having 5 axles per wheel set, this is useful when traversing the Ural mountains in Russia, as the curves there are quite tight. Trans Polar Rail's Orbis sets are packed with technology, the two cockpits are fully electronic, CRT displays and Plasma screens form the displays, rather than old school dials. Passengers get reclining airliner style seats with headrest mounted TV screens. Seen here is the Orbis R-300, (TPR class 422), the main features of the R-300 over other Orbis sets are the stretched power cars, and the 4 pick ups, 2 of which are located on the power cars, two on the coaches behind the power cars. The other notable feature are the longer windows. A hidden feature is the cars are made from light weight Titanium and Aluminium, rather than Aluminum on Steel, this means the class 422 is faster off the line. the reason for stretching the power cars is to allow the weight of all the electrical systems and other heavy items to be moved further away from the transfer axleset between the power car and lead coaches, it also improves the ride quality. The Class 422 depicted here is in the new "Executive" livery, used on probably the longest route that Trans Polar Rail has, running from the Atlantic coast in Lisbon, Portugal to the Pacific Coast in Vladivostok, Russia. This route, running through Siberia is one of the most scenic routes on the Trans Polar Schedule. Though the trains are open plan, privacy curtains are located by each row of seats, giving passengers some privacy on the marathon run that, even when travelling at 380km/h, takes a few days, with the only stops being at capital stations that the trains pass through en route. Mark Wilkes. e-mail: megazone23_uk@hotmail.com

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To work alongside the TGX, Trans Polar Rail (a ficticious passenger company operating in Scandinavia and Russia) has taken delivery of several Orbis sets to run the high speed line between Vladivostok and Berlin, via Copenhagen, the fact that each of the axles is powered means that these trains are able to get to the (restricted) 380km/h top speed faster than the TGX and ICX units, (Orbis Express runs its sets at 420km/h). seen here is an Orbis R400 set in Trans polar's older livery. the interior of the Orbis R400 is very much like the older R300 sets, however the main feature of the Orbis R400 is the profile has changed significantly, with only one pantograph to do the work, reducing friction with the wires and making the train look cleaner. Mark Wilkes (e-mail: Megazone23_uk@hotmail.com )