I guess screens from many games will be posted here. I'm not a TT expert player but I'm not crap, although many of my train junctions may seem messy to some of ya.
UK Green Party - Temperate - UK Sets
I've never really played OTTD with a UK feel which seems silly since it's featured all around me. I decided this game would not be a money maker, just a nice looking network with some long passenger routes and a few cargo links.
Game info:
Map: 1024X1024
Terrain: Hilly
Sea Level: Low
Starting Year: 1921 (Although I did not commence until late 30's)
Main Grfs: UK Sets
[OTTD] Eddie's Screenshots & Stories
[OTTD] Eddie's Screenshots & Stories
Last edited by Eddie on 25 Mar 2007 17:41, edited 3 times in total.
A blank canvas... major progress of the UK Green Party Transportation Company will be charted here:
1941:
Pinfield was chosen as my inaugrative town and as a pioneering transportation business, a local bus route was set up between the city of Pinfield out to the suburban town of Prondwood to the north. The town was also running dry of consumable supplies and a pre-planned route consisting of a small Grain/Livestock to Factory link was set up with 0-6-0 Freighters managing to bear the loads. Another 0-6-0 was placed on an adjacent line at this out of town Factory station that ran into Pinfield Central as you can see. Alongside the goods line at Pinfield Central, a passenger platform was erected to cater for the ever growing demands of the local councils. A line from Pinfield to Charnford was planned and later that year a 4-6-2 Express was ready for use. Passenger usage was high and profit levels were far exceeding expectations. However, the rushed plans of Charford station showed in its hideous appearance and location.
1941:
Pinfield was chosen as my inaugrative town and as a pioneering transportation business, a local bus route was set up between the city of Pinfield out to the suburban town of Prondwood to the north. The town was also running dry of consumable supplies and a pre-planned route consisting of a small Grain/Livestock to Factory link was set up with 0-6-0 Freighters managing to bear the loads. Another 0-6-0 was placed on an adjacent line at this out of town Factory station that ran into Pinfield Central as you can see. Alongside the goods line at Pinfield Central, a passenger platform was erected to cater for the ever growing demands of the local councils. A line from Pinfield to Charnford was planned and later that year a 4-6-2 Express was ready for use. Passenger usage was high and profit levels were far exceeding expectations. However, the rushed plans of Charford station showed in its hideous appearance and location.
- Attachments
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- 1941 - 4-6-2 Express Charnford.png (634.44 KiB) Viewed 5992 times
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- 1941 - 0-6-0 Goods Train Pinfield.png (666.53 KiB) Viewed 5994 times
1946:
A couple of years down the line, the UK Green Party had some excess funds and decided to invest in the surrounding city Energy Suppliers just outside Prondwood. By supplying the power station with high quality, specially, selected coal they figured it would give good PR across to the towns populations whilst being paid high sums of money for their efforts. Two coal quarrys were chosen, one being a fair way north of Prondwood and the other directly east towards Wondwood where the seam was much larger; bringing in twice as much coal with two working quarrys supplying one station. Two 4-6-0 locomotives were purchased to transport the coal to Prondwood Valley Power Station.
A couple of years down the line, the UK Green Party had some excess funds and decided to invest in the surrounding city Energy Suppliers just outside Prondwood. By supplying the power station with high quality, specially, selected coal they figured it would give good PR across to the towns populations whilst being paid high sums of money for their efforts. Two coal quarrys were chosen, one being a fair way north of Prondwood and the other directly east towards Wondwood where the seam was much larger; bringing in twice as much coal with two working quarrys supplying one station. Two 4-6-0 locomotives were purchased to transport the coal to Prondwood Valley Power Station.
- Attachments
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- 1946 - 4-6-0 Coal Wondwood Mines.png (756.25 KiB) Viewed 5971 times
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- 1946 - 4-6-0 Coal Pinfield.png (603 KiB) Viewed 5971 times
1947:
10 miles before the Wondwood Coal Mines, a Sawmill was constructed and the UK Green Party were contracted to supply and deliver to and from. Two local forestry areas were purchased by the investors and 3 routes were constructed to transport the cargo. Here from west to east you can see the old coal route from Woodwood mines to Prondwood Valley Power Station. Firstly, a small road link was set up for 3 wood trucks to run back and forth to keep stocks above zero and the mill's saws turning. Secondly, an 0-8-0 was chosen to run the downhill route from the forest to the north where 208 tonnes per month was being transported down to the mill. A 4-6-0 was the train of choice for the uphill route back to Pinfield with the heavy train barely keeping above 35mph... this didn't adversely affect the route's effiency due to the bulk of goods being delivered. Pinfield's council were ecstatic to see wooden goods being brought into town from a local supplier and the companies reputation soared.
10 miles before the Wondwood Coal Mines, a Sawmill was constructed and the UK Green Party were contracted to supply and deliver to and from. Two local forestry areas were purchased by the investors and 3 routes were constructed to transport the cargo. Here from west to east you can see the old coal route from Woodwood mines to Prondwood Valley Power Station. Firstly, a small road link was set up for 3 wood trucks to run back and forth to keep stocks above zero and the mill's saws turning. Secondly, an 0-8-0 was chosen to run the downhill route from the forest to the north where 208 tonnes per month was being transported down to the mill. A 4-6-0 was the train of choice for the uphill route back to Pinfield with the heavy train barely keeping above 35mph... this didn't adversely affect the route's effiency due to the bulk of goods being delivered. Pinfield's council were ecstatic to see wooden goods being brought into town from a local supplier and the companies reputation soared.
- Attachments
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- 1947 - 4-6-0 Goods 0-8-0 Delivery.png (753.2 KiB) Viewed 5955 times
1953:
The diesel age is here and with the new EE 10,000 being made available to all transportation companies, the UK Green Party employed one in to transport some more of that high quality coal sourced far south of Pinfield all the way to Prondwood Valley Power Station. The long journey was not the problem, the terrain in between however, was... and with the diesel's revolutionary power and low running cost, it was a great investment. More profit is rolling in.
The diesel age is here and with the new EE 10,000 being made available to all transportation companies, the UK Green Party employed one in to transport some more of that high quality coal sourced far south of Pinfield all the way to Prondwood Valley Power Station. The long journey was not the problem, the terrain in between however, was... and with the diesel's revolutionary power and low running cost, it was a great investment. More profit is rolling in.
- Attachments
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- 1953 - EE10000 Pinfield Valley.png (623.58 KiB) Viewed 5919 times
1957:
As liquid funds increased in levels, the UK Green Party thought it wise to invest more time and money into developing their passenger routes. A route was decided between two medium sized towns, one just south east of Charnford called, Flonningwell, and the other quite a way directly east of Flonningwell called, Bonnington. Rolling hills featured problems for the construction teams and a handful of bridges and tunnels were built to bypass the smaller gaps to keep speeds high and running costs low. Although outlay costs may have been high, profit levels are expected to exceed these.
Double lane track was put down to join the two towns rather than a single lane with passing junctions as smaller towns were dotted along the way in between. Further plans to join up to these towns could be employed in the future and double lane track would take load off the route.
Flonngingwell saw a simple station layout whereas Bonnington was much more complex. North of the station, a off-shoot route was constructed to a local village but not finished due to arguements over construction rights. Plans were abandoned. On the south platform, a route initially going directly east was built starting with a long tunnel under the nearby mountain. This route continued south east for quite a way meandering around the lakesides to a small town of Lenfield. A small station was suffice. Also on the Bonnington south platform line, a route was constructed in a north easterly direction to another local town, Great Penningbury. This town was situated high up in the inland mountains and corners were cut out to keep train momentum high. This link would in future provide a passageway from the coastal lowlands to the inner highlands.
Two EE 10,000 Express trains were chosen to do the Flonningwell > Bonnington route and profit levels peak in the first year above £100K for each.
A prototype Metro Cammel DMU was given to the UK Green Party on an introductory deal and this vehicle seemed perfect for the Bonnington > Lenfield lakeside run. The company have hope of Lenfield growing in size in the future.
Now with little left in the yearly budget, a measly AEC Railcar was purchased premmaturely to serve the Great Penningbury station. It's low power saw it struggle up the mountainside and this problem has been noted. Future rectification is needed.
As liquid funds increased in levels, the UK Green Party thought it wise to invest more time and money into developing their passenger routes. A route was decided between two medium sized towns, one just south east of Charnford called, Flonningwell, and the other quite a way directly east of Flonningwell called, Bonnington. Rolling hills featured problems for the construction teams and a handful of bridges and tunnels were built to bypass the smaller gaps to keep speeds high and running costs low. Although outlay costs may have been high, profit levels are expected to exceed these.
Double lane track was put down to join the two towns rather than a single lane with passing junctions as smaller towns were dotted along the way in between. Further plans to join up to these towns could be employed in the future and double lane track would take load off the route.
Flonngingwell saw a simple station layout whereas Bonnington was much more complex. North of the station, a off-shoot route was constructed to a local village but not finished due to arguements over construction rights. Plans were abandoned. On the south platform, a route initially going directly east was built starting with a long tunnel under the nearby mountain. This route continued south east for quite a way meandering around the lakesides to a small town of Lenfield. A small station was suffice. Also on the Bonnington south platform line, a route was constructed in a north easterly direction to another local town, Great Penningbury. This town was situated high up in the inland mountains and corners were cut out to keep train momentum high. This link would in future provide a passageway from the coastal lowlands to the inner highlands.
Two EE 10,000 Express trains were chosen to do the Flonningwell > Bonnington route and profit levels peak in the first year above £100K for each.
A prototype Metro Cammel DMU was given to the UK Green Party on an introductory deal and this vehicle seemed perfect for the Bonnington > Lenfield lakeside run. The company have hope of Lenfield growing in size in the future.
Now with little left in the yearly budget, a measly AEC Railcar was purchased premmaturely to serve the Great Penningbury station. It's low power saw it struggle up the mountainside and this problem has been noted. Future rectification is needed.
- Attachments
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- 1957 - AEC Railcar Great Penningbury.png (784.1 KiB) Viewed 5915 times
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- 1957 - Metro Cammel DMU Lenfield.png (640.86 KiB) Viewed 5911 times
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- 1957 - Bonnington Junctions.png (738.8 KiB) Viewed 5915 times
1961:
4 years on, the governing board gave the planning party a further increase in their yearly budget. With the passenger routes paying well in the past, another long express route was sought out to connect the city of Pinfield, to another town far away East South East of Pinfield and quite a bit South East of Bonnington, Dunningwell. The long route would only see use by a newly aqquired Deltic Express and a small DMU train that would run between Dunningwell and a nearby small town, Dondhattan Springs to keep passenger turnover high.
To use up the rest of the massive budget that was available this year, the UK Green Party invested in the construction of their first Airport located out in Pinfield Suburbs. A new era in the companies history is getting nearer.
4 years on, the governing board gave the planning party a further increase in their yearly budget. With the passenger routes paying well in the past, another long express route was sought out to connect the city of Pinfield, to another town far away East South East of Pinfield and quite a bit South East of Bonnington, Dunningwell. The long route would only see use by a newly aqquired Deltic Express and a small DMU train that would run between Dunningwell and a nearby small town, Dondhattan Springs to keep passenger turnover high.
To use up the rest of the massive budget that was available this year, the UK Green Party invested in the construction of their first Airport located out in Pinfield Suburbs. A new era in the companies history is getting nearer.
- Attachments
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- 1961 - DMU Dondhattan Springs.png (727.21 KiB) Viewed 5900 times
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- 1961 - Deltic and DMU at Dunningwell.png (716.15 KiB) Viewed 5903 times
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- 1961 - Deltic Pinfield Central Airport.png (594.24 KiB) Viewed 5904 times
Thanks, Ben. Its nice to know someone is enjoying them.
1965:
This year saw the promise of Dunningwell's future as a major, growing city and like any good company the UK Green Party seized the opportunity to feed the place with some valuable goods. The area is well known for it fine hardwoods and south west of Dunningwell over a small mountain range there are several, natural plantations. 4 lines were planned in total using three forest areas to deliver the cargo to Dunningwell. A sawmill to the south was sourced and wood was to be fed there. To the north west of the sawmill a local forest saw a two line station being built with one line linking up to the sawmill. On the same line, a route ran south to a fairly distant but large forest and on the other line a route ran north to another nearby forest to ease up on congestion. The two distant forests had newly aqquired EE Type 1s hauling vast amounts of wood to the nearby forest where an unload-transfer deal was being done. Here, another EE Type 1 would take the wood from all 3 forests to the sawmill where massive amounts of goods were being produced. Another EE Type 1 would also use this sawmill station to run over the small mountain range north and past the west side of Dunningwell where it would join up to the main line just before the station. This feeder and delivery service after the first year was producing well over its expected profit levels.
The main mark in this year's history was the first purchase of an aircraft in the companies history. An airport was constructed just outside Funnford (a medium sized town roughly north of Flonningwell, north east of Pinfield and north west of Donningwell) that catered for passengers from Fonnford and Wondwood. An unused Bristol Britannia was bought on the cheap from a private owner and was put into service between Pinfield and Funnford bringing in revenue that showed air travel would be a profitable venture in the future.
1965:
This year saw the promise of Dunningwell's future as a major, growing city and like any good company the UK Green Party seized the opportunity to feed the place with some valuable goods. The area is well known for it fine hardwoods and south west of Dunningwell over a small mountain range there are several, natural plantations. 4 lines were planned in total using three forest areas to deliver the cargo to Dunningwell. A sawmill to the south was sourced and wood was to be fed there. To the north west of the sawmill a local forest saw a two line station being built with one line linking up to the sawmill. On the same line, a route ran south to a fairly distant but large forest and on the other line a route ran north to another nearby forest to ease up on congestion. The two distant forests had newly aqquired EE Type 1s hauling vast amounts of wood to the nearby forest where an unload-transfer deal was being done. Here, another EE Type 1 would take the wood from all 3 forests to the sawmill where massive amounts of goods were being produced. Another EE Type 1 would also use this sawmill station to run over the small mountain range north and past the west side of Dunningwell where it would join up to the main line just before the station. This feeder and delivery service after the first year was producing well over its expected profit levels.
The main mark in this year's history was the first purchase of an aircraft in the companies history. An airport was constructed just outside Funnford (a medium sized town roughly north of Flonningwell, north east of Pinfield and north west of Donningwell) that catered for passengers from Fonnford and Wondwood. An unused Bristol Britannia was bought on the cheap from a private owner and was put into service between Pinfield and Funnford bringing in revenue that showed air travel would be a profitable venture in the future.
- Attachments
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- 1965 - Funnford Airport.png (701.25 KiB) Viewed 5833 times
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- 1965 - EE Type 1 Dunningwell Goods.png (690.85 KiB) Viewed 5833 times
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- 1965 - EE Type 1 Dunningwell Woods.png (748.75 KiB) Viewed 5836 times
1968:
After 3 years of successfull air travel, the board gave the company permission to find a suitable location for another airport. As Dunningwell's population was ever increasing it seemed the ideal location seeing as it was also equidistant from Funnford as Pinfield was making Dunningwell to Pinfield a fairly long distance flight. The construction teams came in and layed the foundations for the airport on the eastern side of town and by the end of the year (they built the airport damn quick!
) a new 727 was brought in to do the long flight of Pinfield > Dunningwell.
After 3 years of successfull air travel, the board gave the company permission to find a suitable location for another airport. As Dunningwell's population was ever increasing it seemed the ideal location seeing as it was also equidistant from Funnford as Pinfield was making Dunningwell to Pinfield a fairly long distance flight. The construction teams came in and layed the foundations for the airport on the eastern side of town and by the end of the year (they built the airport damn quick!
) a new 727 was brought in to do the long flight of Pinfield > Dunningwell.- Attachments
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- 1968 - Dinningwell Airport 727.png (709.12 KiB) Viewed 5831 times
1973:
A year for expansion... out with the old, in with the new. Not a great deal of planning or construction work was carried out between 1968 and 1973. However, town populations were getting bigger and passenger systems were choking. The UK Green Party were granted permission from various towns to expand their stations to therefore increase transport levels. Also, with the introduction of electric overheads, the company invested hundreds of thousands into converting all their existing track into the new technology.
In 12 years Dondhattan Springs had doubled in size and the local DMU service wasn't sufficient for the amount of people. The station was almost doubled in length and a brand new BR EM10 EMU was brought in to do the shuttle run between Dondhatten Springs and Dunningwell.
The two EE 10,000 diesel units were getting old and worn due to their constant express duties between Flonningwell and Bonnington. They were replaced by two more, but this time lengthy, BR EM10 EMUs which now brought in more passengers due to the renovated cabin interiors.
Remember the small town of Great Penningbury on the highland north of Bonnington? Well it had grown much larger and renovation saw this station almost double in length too. The AEC Railcar was long due for replacement and again, an EM10 EMU was purchased to replace it however, with the two new, longer EMUs running between Bonnington and Flonningwell, passenger levels were expected to be exhausted at Bonnington with this EMU also routing there. The old abandoned line north of Bonnington to Trondinghattan was looked at again and the company approached the town to again discuss station construction plans. With the higher reputation that the UK Green Party now had, they granted permission for a link to run between Great Penningbury in the mountains and Trondinghattan. A route was built bypassing Bonnington and this replacement EM10 EMU was shuttling between the two.
This year saw Boeing's public release of the 747. With it's huge capacity levels and relative low running cost, the UK Green Party used up their exisiting budget on employing one to run between Pinfield and Funnford on a trial basis.
1973 - BR EM10 EMU Dondhattan Springs
1973 - BR EM10 EMU Flonningwell > Bonnington run
A year for expansion... out with the old, in with the new. Not a great deal of planning or construction work was carried out between 1968 and 1973. However, town populations were getting bigger and passenger systems were choking. The UK Green Party were granted permission from various towns to expand their stations to therefore increase transport levels. Also, with the introduction of electric overheads, the company invested hundreds of thousands into converting all their existing track into the new technology.
In 12 years Dondhattan Springs had doubled in size and the local DMU service wasn't sufficient for the amount of people. The station was almost doubled in length and a brand new BR EM10 EMU was brought in to do the shuttle run between Dondhatten Springs and Dunningwell.
The two EE 10,000 diesel units were getting old and worn due to their constant express duties between Flonningwell and Bonnington. They were replaced by two more, but this time lengthy, BR EM10 EMUs which now brought in more passengers due to the renovated cabin interiors.
Remember the small town of Great Penningbury on the highland north of Bonnington? Well it had grown much larger and renovation saw this station almost double in length too. The AEC Railcar was long due for replacement and again, an EM10 EMU was purchased to replace it however, with the two new, longer EMUs running between Bonnington and Flonningwell, passenger levels were expected to be exhausted at Bonnington with this EMU also routing there. The old abandoned line north of Bonnington to Trondinghattan was looked at again and the company approached the town to again discuss station construction plans. With the higher reputation that the UK Green Party now had, they granted permission for a link to run between Great Penningbury in the mountains and Trondinghattan. A route was built bypassing Bonnington and this replacement EM10 EMU was shuttling between the two.
This year saw Boeing's public release of the 747. With it's huge capacity levels and relative low running cost, the UK Green Party used up their exisiting budget on employing one to run between Pinfield and Funnford on a trial basis.
1973 - BR EM10 EMU Dondhattan Springs
1973 - BR EM10 EMU Flonningwell > Bonnington run
- Attachments
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- 1973 - Pinfield 747.png (685.8 KiB) Viewed 5814 times
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- 1973 - BR EM10 EMU Trondinghattan.png (734.85 KiB) Viewed 5817 times
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- 1973 - Great Penningbury Renov.png (745.06 KiB) Viewed 5817 times
Last edited by Eddie on 25 Mar 2007 16:55, edited 1 time in total.
I'm liking this! Very detailed insight! Well done 
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Thanks, Dave. I liked reading detailed screenshot threads so I thought, "If I'm gonna do one, I might as well try to make it enjoyable in my eyes."
1978:
5 years later...
Dondhattan Springs town has increased in population again and local consensus said that the station ticket office was showing its age. A modern replacement was constructed and the local council are ecstatic at the outcome. Part of the old ticket office was transported to the north end of the station where it got repainted to preserve a little bit of history.
Dunningwell is prooving to be the town the UKGP were hoping for. Plans for the airport car park were accepted and a local bus route was also introduced on the south side of town between Dunningwell and a town off to the east under some hilly ground called Cundinghead.
Although close, research showed Cundinghead to be another good location for an airport. However strange looking it may be for a town this size, a 747 was used to fly between here and Pinfield bringing in just over half a million a year.
The Funnford-Wondwood Airport as it is locally being known has seen usuage levels soar. The car park has been growing bigger and bigger and now cargo sites are getting out of hand. With so many passengers, more 747s were brought in by the company... revenue was outwaying purchasing costs in a couple of years.
Finally onto the home town of Pinfield. Public relations work took place this year to combat the bad press about the noisy airport in the suburbs. A spruce up of the companies image was underway with a redesign of the local headquarters and a donation to the local council was made with them building a nice (happy looking) statue of me in return. All now seems calm with the public.
I've included a map shot here too of the network as of 1978 so you can see where all the towns are located rather than you relying on my saying north-south-east-west etc. for the existing ones.
1978 - Map Shot
1978 - Dondhattan Springs new modern station
1978 - Dunningwell City
1978:
5 years later...
Dondhattan Springs town has increased in population again and local consensus said that the station ticket office was showing its age. A modern replacement was constructed and the local council are ecstatic at the outcome. Part of the old ticket office was transported to the north end of the station where it got repainted to preserve a little bit of history.
Dunningwell is prooving to be the town the UKGP were hoping for. Plans for the airport car park were accepted and a local bus route was also introduced on the south side of town between Dunningwell and a town off to the east under some hilly ground called Cundinghead.
Although close, research showed Cundinghead to be another good location for an airport. However strange looking it may be for a town this size, a 747 was used to fly between here and Pinfield bringing in just over half a million a year.
The Funnford-Wondwood Airport as it is locally being known has seen usuage levels soar. The car park has been growing bigger and bigger and now cargo sites are getting out of hand. With so many passengers, more 747s were brought in by the company... revenue was outwaying purchasing costs in a couple of years.
Finally onto the home town of Pinfield. Public relations work took place this year to combat the bad press about the noisy airport in the suburbs. A spruce up of the companies image was underway with a redesign of the local headquarters and a donation to the local council was made with them building a nice (happy looking) statue of me in return. All now seems calm with the public.
I've included a map shot here too of the network as of 1978 so you can see where all the towns are located rather than you relying on my saying north-south-east-west etc. for the existing ones.
1978 - Map Shot
1978 - Dondhattan Springs new modern station
1978 - Dunningwell City
- Attachments
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- 1978 - Pinfield City.png (657.78 KiB) Viewed 5793 times
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- 1978 - Funnford Airport.png (659.36 KiB) Viewed 5794 times
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- 1978 - Cundinghead Town.png (706.66 KiB) Viewed 5794 times
Mainlines? What are they? 
Seriously, I don't do games with stations 8 platforms abreast with 50X50 tile junctions and 10 lane wide track. I do the more scenic country construction method. Call me boring...
Anyway, kinda a weird post this because it's from 1980 - 1985 rather than posting a single year.
1980 - 1985:
Work started over the five years to expand northwards and connect the towns along the north coast. My most north-east station, Great Penningbury was the station chosen to do the job of pioneering this route. The track branched off north downhill into a revine and then back uphill to the new hillside station of Plendingham. Not a big town but enough to service an EM10 EMU shuttle run between the two without running dry.
The next task was connect this route directly west all the way to the big town of Funnford where the airport can then take care of any passengers wishes. The track branched off the Plendingham > Penningbury line west and continued over the 'Ingburyham Hills' (why is everything called ***ing or ***bury or ***ham on this? Haha) passing through a hamlet station, Prinningbury, and onwards downhill to the flatlands where a large station was erected at Drendinghatten Ridge. An EM10 EMU runs a feeder service from Plendingham to Prinningbury and another EM10 runs the other transfer from Prinningbury to Drendinghatten Ridge.
At Drendinghatten Ridge, the neighbouring bus services run a discounted service for passengers taking the short drop off service to the Funnford Airport located on 10 minutes away and vice versa.
The Funnford airport (as have the others) has been given permission from the council to expand into a 2 runway service airport as aircraft density levels are increasing. Waiting times have been considerably reduced.
The UKGP decided to help passengers from Flonningwell going to Bonnington > Great Penningbury > Plendingham to get back to Flonningwell via a different route if they pleased. Although this required 1 extra line in planning, it would connect all the north west region quite well making it possible for passengers in the area to travel virtually anywhere. From Drendinghatten Ridge, a line directly south was built to connect to Flonningwell. This line could not bypass the mountain range and therefore had to climb it and then use the downhill slope into Flonningwell. Due to the high passenger levels at Drendinghatten Ridge and Flonningwell it was decided that two BR HSTs would service this route and it was planned that they have a dedicated platform at Flonningwell. The north platform was chosen thus making the south platform solely for the use of the two EM10s running to Bonnington. These HSTs are prooving to be consistantly fully booked and are raking in the profit.
The central north west is now virtually all connected and the 5 year plan has been a success for the UKGP. The board are happy and company value is higher than ever. Everybody is happy... the party is on Wednesday evening, expect disrupt Thursday morning.
1980 - Great Penningbury branching north to Plendingham
1980 - Plendingham. To the south GP, to the west is Prinningbury hamlet.
1981 - Prinningbury hamlet station.
1985 - Drendinghatten Ridge station. Bus shuttle to airport goes west. HST service to Flonningwell goes south.
1983 - Funnford airport expanded. Airiel photo taken year before bus service was introduced on west side of airport.
1985 - Flonningwell station extended for HSTs and notice new dedicated platform junctions to the west of the photo.
Seriously, I don't do games with stations 8 platforms abreast with 50X50 tile junctions and 10 lane wide track. I do the more scenic country construction method. Call me boring...
Anyway, kinda a weird post this because it's from 1980 - 1985 rather than posting a single year.
1980 - 1985:
Work started over the five years to expand northwards and connect the towns along the north coast. My most north-east station, Great Penningbury was the station chosen to do the job of pioneering this route. The track branched off north downhill into a revine and then back uphill to the new hillside station of Plendingham. Not a big town but enough to service an EM10 EMU shuttle run between the two without running dry.
The next task was connect this route directly west all the way to the big town of Funnford where the airport can then take care of any passengers wishes. The track branched off the Plendingham > Penningbury line west and continued over the 'Ingburyham Hills' (why is everything called ***ing or ***bury or ***ham on this? Haha) passing through a hamlet station, Prinningbury, and onwards downhill to the flatlands where a large station was erected at Drendinghatten Ridge. An EM10 EMU runs a feeder service from Plendingham to Prinningbury and another EM10 runs the other transfer from Prinningbury to Drendinghatten Ridge.
At Drendinghatten Ridge, the neighbouring bus services run a discounted service for passengers taking the short drop off service to the Funnford Airport located on 10 minutes away and vice versa.
The Funnford airport (as have the others) has been given permission from the council to expand into a 2 runway service airport as aircraft density levels are increasing. Waiting times have been considerably reduced.
The UKGP decided to help passengers from Flonningwell going to Bonnington > Great Penningbury > Plendingham to get back to Flonningwell via a different route if they pleased. Although this required 1 extra line in planning, it would connect all the north west region quite well making it possible for passengers in the area to travel virtually anywhere. From Drendinghatten Ridge, a line directly south was built to connect to Flonningwell. This line could not bypass the mountain range and therefore had to climb it and then use the downhill slope into Flonningwell. Due to the high passenger levels at Drendinghatten Ridge and Flonningwell it was decided that two BR HSTs would service this route and it was planned that they have a dedicated platform at Flonningwell. The north platform was chosen thus making the south platform solely for the use of the two EM10s running to Bonnington. These HSTs are prooving to be consistantly fully booked and are raking in the profit.
The central north west is now virtually all connected and the 5 year plan has been a success for the UKGP. The board are happy and company value is higher than ever. Everybody is happy... the party is on Wednesday evening, expect disrupt Thursday morning.
1980 - Great Penningbury branching north to Plendingham
1980 - Plendingham. To the south GP, to the west is Prinningbury hamlet.
1981 - Prinningbury hamlet station.
1985 - Drendinghatten Ridge station. Bus shuttle to airport goes west. HST service to Flonningwell goes south.
1983 - Funnford airport expanded. Airiel photo taken year before bus service was introduced on west side of airport.
1985 - Flonningwell station extended for HSTs and notice new dedicated platform junctions to the west of the photo.
Hmmm, Two5Kid, I read your comment yesterday and tried to make a busier more expansive line as that's all I could really gather that was wanted. It looks fancy anyway, and that's all I play for, haha.
Anyway, back to the story.
1990:
The dawn of a new age. Although retaining the company name, the UK Green Party fell into new hands this year. After 79 years in the possession of two generations of the Goldstein family, the deeds to the last property was finally handed to the Carmichael-Givens' early in Feburary. In a statement Given by Sir Julien Carmichael-Givens he said, "I aim to take the company up onto a new level. Further route extensions are planned to open halfway through this decade linking up towns crying out for our services."
1995-1996:
Plans were okayed to go ahead with the rail connection from Pinfield to Suningville and down into Cundinghead. The route would also pass through the small town of New Brintfingfield just short of the rivine west of Suningville.
Construction work started at the most southerly location of Cundinghead. Just outside the eastern edge of the airport boundaries, a flat lakeside, location was deemed suitable for the UKGP to use and the 3 platform station foundations were laid with a large ticket office erecting later that year. The lines between Cundinghead and Suningville were operating a one way system with the entrance and exit lines of Cundinghead station going in opposite directions around the nearby lake (The view subsequently achieving 'Most Picturesque Route of the Month' award for Sept 1996... lovely in Autumn).
As the lines climbed up the hills in a north westerly manner towards Suningville town the approaching line diverged north towards the east side of town as to gradually do a U-turn to enter the rear of the through station. Again here a 3 platform sation was constructed on the south east side of Suningville with a large car park located on the east side to accomodate the, predicted, large amount of passengers. On the south end of the station, the 3 platforms merged into one line and split back east to Cundinghead on the other one way system line.
However, another line split off west and continued on a pretty flat run on the top of a natural... imagine an upside down V-shaped valley, towards the small town of New Brintfingfield. A small, one platform, station was deemed sufficient for this small town and a bypass ran past on the north side of the station connecting to the line that continued west to Pinfield. On the exit of this station, the track curved back round east on another one way line back to Suningville.
The New Brintfingfield bypass line continued north west on fairly flat terrain and joined up with the Pinfield > Dondhattan Spring > Dunningwell line where two passing sections were placed to ease congestion with the existing Deltics that were present.
This new line gave options for many routes... here are what the UKGP chose to implement to gain maximum profit:
6 GEC Class 91s running on the circle line between Suningville and Cundinghead
1 GEC Class 91 to run the shuttle between Suningville and New Brintfingfield
2 BR C321 EMUs running the Express link from Suningville to Pinfield
Further plans made public by the UKGP are to improve the Suningville junction to allow express trains from Cundinghead to bypass Suningville straight to Pinfield.
Map of the new line.
Cundinghead through-station.
A GEC Class 91 en-route from Suningville to Cundinghead
Suningville through-station.
New Brintfingfield sidings.
Anyway, back to the story.
1990:
The dawn of a new age. Although retaining the company name, the UK Green Party fell into new hands this year. After 79 years in the possession of two generations of the Goldstein family, the deeds to the last property was finally handed to the Carmichael-Givens' early in Feburary. In a statement Given by Sir Julien Carmichael-Givens he said, "I aim to take the company up onto a new level. Further route extensions are planned to open halfway through this decade linking up towns crying out for our services."
1995-1996:
Plans were okayed to go ahead with the rail connection from Pinfield to Suningville and down into Cundinghead. The route would also pass through the small town of New Brintfingfield just short of the rivine west of Suningville.
Construction work started at the most southerly location of Cundinghead. Just outside the eastern edge of the airport boundaries, a flat lakeside, location was deemed suitable for the UKGP to use and the 3 platform station foundations were laid with a large ticket office erecting later that year. The lines between Cundinghead and Suningville were operating a one way system with the entrance and exit lines of Cundinghead station going in opposite directions around the nearby lake (The view subsequently achieving 'Most Picturesque Route of the Month' award for Sept 1996... lovely in Autumn).
As the lines climbed up the hills in a north westerly manner towards Suningville town the approaching line diverged north towards the east side of town as to gradually do a U-turn to enter the rear of the through station. Again here a 3 platform sation was constructed on the south east side of Suningville with a large car park located on the east side to accomodate the, predicted, large amount of passengers. On the south end of the station, the 3 platforms merged into one line and split back east to Cundinghead on the other one way system line.
However, another line split off west and continued on a pretty flat run on the top of a natural... imagine an upside down V-shaped valley, towards the small town of New Brintfingfield. A small, one platform, station was deemed sufficient for this small town and a bypass ran past on the north side of the station connecting to the line that continued west to Pinfield. On the exit of this station, the track curved back round east on another one way line back to Suningville.
The New Brintfingfield bypass line continued north west on fairly flat terrain and joined up with the Pinfield > Dondhattan Spring > Dunningwell line where two passing sections were placed to ease congestion with the existing Deltics that were present.
This new line gave options for many routes... here are what the UKGP chose to implement to gain maximum profit:
6 GEC Class 91s running on the circle line between Suningville and Cundinghead
1 GEC Class 91 to run the shuttle between Suningville and New Brintfingfield
2 BR C321 EMUs running the Express link from Suningville to Pinfield
Further plans made public by the UKGP are to improve the Suningville junction to allow express trains from Cundinghead to bypass Suningville straight to Pinfield.
Map of the new line.
Cundinghead through-station.
A GEC Class 91 en-route from Suningville to Cundinghead
Suningville through-station.
New Brintfingfield sidings.
These shots were very good until I noticed one common factor - they all have brake vans.
Brake vans were only used on unbraked (i.e. wagons with no brakes) wagons and certain other exceptions.
They're certainly not used on services with a Class 91 at the head
For these, put a mail van on the back. It'll turn into a DVT, which is more realistic too.
Other than that
Lovely stuff.
Brake vans were only used on unbraked (i.e. wagons with no brakes) wagons and certain other exceptions.
They're certainly not used on services with a Class 91 at the head
For these, put a mail van on the back. It'll turn into a DVT, which is more realistic too.Other than that
Lovely stuff.Official TT-Dave Fan Club
Dave's Screenshot Thread! - Albion: A fictional Britain
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Dave's Screenshot Thread! - Albion: A fictional Britain
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Why be a song when you can be a symphony? r is a...
Very nice shots Eddie I like them, and nice network too.
I like them, and nice network too.Denke nie gedacht zu haben, denn das Denken der Gedanken ist gedankenloses Denken.
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Ah, thanks for pointing that out. Where I've been replacing old locos I've forgot to redo the carriage layout too.Dave Worley wrote:They're certainly not used on services with a Class 91 at the head
Thanks guys.
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