http://cs2bus.com/sharedfiles/filedetails/?id=400244237



There aren't that many vehicles in the vanilla version of the game (yet), but it can be vital to know when a new vehicle is released - after all, replacing your fleet can be quite expensive. It's even more expensive if you have to do it later again because a better vehicle has been released just as you've had replaced your last old one.

This guide was mostly automated created from the game files; the design is subject to change. Some sections might be split up into smaller ones to improve readability (and avoid Steam's size limit for sections). I'll try to keep vehicles together in a category if they somewhat belong to each other, mostly based on some sort of epoch.

In the future I could imagine adding additional information for each unit, such as "efficiencies" or the complete costs over the course of its lifetime (and beyond) as well as situations where a certain vehicle makes sense - and when not. The images were taken from the game files and refined a bit to better fit into Steam's layout.

If you have any suggestions or comments, feel free to post them here. Because the list is generated by a script, I can easily add parts (or calculations) and re-create it from scratch.

D 1/3 Spanisch-Brötli-Bahn | From 1850 until 1878

The legendary railway was known as the Spanisch-Brötli-Bahn, named after a Baden specialty.


Cost: $201.000
Running costs: $120.000/year
Lifespan: 30 years
vMax: 40 km/h
Power: 50 kW
Tractive effort: 15 kN
Weight: 8 t

Borsig | From 1860 until 1892

Borsig was a German company based in Berlin. For that time it was a very competitive model, but was still manufactured without a roofed cabine.


Cost: $252.000
Running costs: $150.000/year
Lifespan: 30 years
vMax: 45 km/h
Power: 90 kW
Tractive effort: 20 kN
Weight: 18 t

Class 53 Prussian G 3 | From 1877 until 1907

The Class G 3 was a family of six-coupled, medium-powered, goods train, tank locomotives.


Cost: $465.000
Running costs: $295.000/year
Lifespan: 30 years
vMax: 50 km/h
Power: 160 kW
Tractive effort: 60 kN
Weight: 38 t
Length: 15 m

Class 89 Prussian T 3 | From 1888 until 1922

As a 0-6-0 tank locomotive, it was the first that was built to railway norms.


Cost: $450.000
Running costs: $285.000/year
Lifespan: 35 years
vMax: 40 km/h
Power: 290 kW
Tractive effort: 80 kN
Weight: 20 t
Length: 8 m

A 3/5 | From 1907 until 1940

This 4-6-0 locomotive was the first really fast (100 km/h) locomotive of the Jura-Simplon and the Gotthard line.


Cost: $1.100.000
Running costs: $690.000/year
Lifespan: 35 years
vMax: 100 km/h
Power: 1.000 kW
Tractive effort: 120 kN
Weight: 114 t

Class 75.4 Baden VI c | From 1914 until 1944

Built by the Maschinenbau-Gesellschaft Karlsruhe for service in south-western Germany, this locomotive was equipped with a super heater, new running gear with larger wheels and a longer, fixed wheelbase.


Cost: $680.000
Running costs: $480.000/year
Lifespan: 40 years
vMax: 90 km/h
Power: 580 kW
Tractive effort: 90 kN
Weight: 76 t
Length: 12 m

Ce 6/8 II Crocodile | From 1921 until 1948

Swiss electric locomotive known as the "Crocodile" (because of the long flat snouts and the green color), mainly for heavy freight trains on sinuous routes, e.g. the Gotthard line.


Cost: $820.000
Running costs: $550.000/year
Lifespan: 45 years
vMax: 65 km/h
Power: 1.000 kW
Tractive effort: 150 kN
Weight: 128 t
Length: 20 m

Ae 4/7 | From 1927 until 1953

A universal locomotive from Switzerland, very long-lasting thanks to the so-called Buchli drive.


Cost: $960.000
Running costs: $600.000/year
Lifespan: 45 years
vMax: 100 km/h
Power: 2.300 kW
Tractive effort: 196 kN
Weight: 123 t
Length: 17 m

Class A4 | From 1935 until 1957

A streamlined 4-6-2 steam locomotive designed by Nigel Gresley for the London and North Eastern Railway. The "4468 Mallard" of this type still holds the world record as the fastest steam locomotive, 126,4 mph.


Cost: $1.200.000
Running costs: $750.000/year
Lifespan: 40 years
vMax: 145 km/h
Power: 1.986 kW
Tractive effort: 120 kN
Weight: 104 t
Length: 21 m

CLe 2/4 Red Arrow | From 1936 until 1972

This express railcar, planed as a single unit vehicle, was very popular with the passengers.


Cost: $450.000
Running costs: $320.000/year
Lifespan: 40 years
vMax: 125 km/h
Power: 315 kW
Tractive effort: 50 kN
Weight: 32 t
Length: 25 m
Passenger capacity: 15

Class E 94 | From 1940 until 1968

Electric heavy freight locomotive, known as the "German Crocodile".


Cost: $1.025.000
Running costs: $650.000/year
Lifespan: 50 years
vMax: 90 km/h
Power: 3.000 kW
Tractive effort: 363 kN
Weight: 118 t

Re 4/4 | From 1946 until 1974

A light-weight locomotive for fast passenger-trains, the first in Switzerland equipped with bogies.


Cost: $870.000
Running costs: $545.000/year
Lifespan: 55 years
vMax: 125 km/h
Power: 1.900 kW
Tractive effort: 135 kN
Weight: 57 t
Length: 14 m

Railbus | From 1950 until 1985

These vehicles were diesel-powered, twin-axle rail buses of light construction. The motors were built into the chassis underneath the vehicle. They were employed in passenger train duties on less profitable branch lines.


Cost: $350.000
Running costs: $250.000/year
Lifespan: 40 years
vMax: 90 km/h
Power: 110 kW
Tractive effort: 20 kN
Weight: 13 t
Length: 13 m
Passenger capacity: 14

NoHAB AA16 | From 1954 until 1990

This diesel-electric locomotive was an european licence-built variant of the american F-series from GM.


Cost: $660.000
Running costs: $580.000/year
Lifespan: 40 years
vMax: 130 km/h
Power: 1.450 kW
Tractive effort: 200 kN
Weight: 108 t
Length: 19 m

Class V 100 | From 1958 until 1987

This diesel-hydraulic locomotive was produced for non-electrified branch lines as a replacement for steam locomotives.


Cost: $790.000
Running costs: $500.000/year
Lifespan: 40 years
vMax: 90 km/h
Power: 809 kW
Tractive effort: 177 kN
Weight: 62 t
Length: 13 m

Class 103.1 | From 1965 until 1997

This fast and heavy electric locomotive was, for a long period, the flagships of German rolling stock.


Cost: $2.000.000
Running costs: $1.250.000/year
Lifespan: 45 years
vMax: 200 km/h
Power: 5.940 kW
Tractive effort: 314 kN
Weight: 112 t
Length: 19 m

RABDe 12/12 Mirage | From 1966

This three-part electric multiple unit was used for commuter traffic in Switzerland. With all-axle-drive and high power, it was optimised for high acceleration. This led to the nickname "Mirage".


Cost: $1.640.000
Running costs: $990.000/year
Lifespan: 50 years
vMax: 125 km/h
Power: 2.445 kW
Tractive effort: 240 kN
Weight: 170 t
Length: 75 m
Passenger capacity: 64

Class 218 | From 1968

A diesel-hydraulic locomotives from Germany, built for medium/heavy trains.


Cost: $1.200.000
Running costs: $720.000/year
Lifespan: 40 years
vMax: 140 km/h
Power: 2.500 kW
Tractive effort: 235 kN
Weight: 80 t
Length: 16 m

Re 6/6 | From 1972 until 2050

Six-axle, electric locomotive made for heavy services, especially for the Gotthard line.


Cost: $1.800.000
Running costs: $1.140.000/year
Lifespan: 55 years
vMax: 140 km/h
Power: 7.237 kW
Tractive effort: 395 kN
Weight: 120 t
Length: 19 m

TFV (short) | From 1981

The famous French high speed train operated by the French national railway company. It is a permanently coupled electric multiple unit and was built for operation between Paris and the south-east of France.


Cost: $4.000.000
Running costs: $2.400.000/year
Lifespan: 50 years
vMax: 300 km/h
Power: 6.450 kW
Tractive effort: 700 kN
Weight: 265 t
Length: 130 m
Passenger capacity: 70

TFV | From 1981

The famous French high speed train operated by the French national railway company. It is a permanently coupled electric multiple unit and was built for operation between Paris and the south-east of France.


Cost: $6.000.000
Running costs: $3.600.000/year
Lifespan: 50 years
vMax: 300 km/h
Power: 6.450 kW
Tractive effort: 700 kN
Weight: 385 t
Length: 206 m
Passenger capacity: 160

TFV (long) | From 1981

The famous French high speed train operated by the French national railway company. It is a permanently coupled electric multiple unit and was built for operation between Paris and the south-east of France.


Cost: $8.000.000
Running costs: $4.800.000/year
Lifespan: 50 years
vMax: 300 km/h
Power: 6.450 kW
Tractive effort: 700 kN
Weight: 505 t
Length: 282 m
Passenger capacity: 250

Re 450 commuter train | From 1989

This is a four axle electric locomotive, used for S-Bahn services. The locomotive contains even a luggage compartment which is rarely used.


Cost: $2.130.000
Running costs: $1.360.000/year
Lifespan: 50 years
vMax: 130 km/h
Power: 3.200 kW
Tractive effort: 240 kN
Weight: 219 t
Length: 98 m
Passenger capacity: 98

Class 185 | From 2000

One type of a modular product platform of electric and diesel-electric mainline locomotives from Bombardier Transportation, built in both freight and passenger variants.


Cost: $1.400.000
Running costs: $750.000/year
Lifespan: 50 years
vMax: 160 km/h
Power: 4.200 kW
Tractive effort: 280 kN
Weight: 84 t
Length: 19 m

DUALSTOX | From 2014

This double deck EMU, built by Bombardier, is equipped with a tilting-compensation which allows to pass bends faster.

Cost: $2.560.000
Running costs: $1.500.000/year
Lifespan: 50 years
vMax: 200 km/h
Power: 7.500 kW
Tractive effort: 560 kN
Weight: 200 t
Length: 106 m
Passenger capacity: 142

Spanisch-Brötli-Bahn car | Until 1902

The legendary railway was known as the Spanisch-Brötli-Bahn, named after a Baden specialty.


Cost: $25.000
Running costs: $16.000/year
Lifespan: 25 years
vMax: 50 km/h
Weight: 5 t
Length: 6 m
Passenger capacity: 6

Stake car | Until 1890

Twin axle stake car.


Cost: $30.000
Running costs: $7.000/year
Lifespan: 40 years
vMax: 80 km/h
Weight: 5 t
Length: 6 m
Wood capacity: 4

Tank wagon | Until 1945

Twin axle tank wagon.


Cost: $32.000
Running costs: $10.000/year
Lifespan: 30 years
vMax: 80 km/h
Weight: 6 t
Length: 6 m
Oil capacity: 5

Open wagon | Until 1910

Twin axle freight wagon.

Cost: $40.000
Running costs: $8.000/year
Lifespan: 40 years
vMax: 80 km/h
Weight: 5 t
Length: 6 m
Iron ore capacity: 4
Coal capacity: 4

Goods wagon | Until 1900

Common used boxcar.


Cost: $40.000
Running costs: $8.000/year
Lifespan: 50 years
vMax: 80 km/h
Weight: 5 t
Length: 7 m
Goods capacity: 4

Bavarian car | From 1865 until 1926

Two-axle coach with open platforms on both sides.


Cost: $54.000
Running costs: $19.000/year
Lifespan: 30 years
vMax: 80 km/h
Weight: 7 t
Length: 8 m
Passenger capacity: 8

Compartment car | From 1883 until 1945

This compartment coach had two doors for each compartment, one on each side of the car. Easy for the passengers in and out, but impossible for a conductor to check the tickets while driving.


Cost: $87.000
Running costs: $22.000/year
Lifespan: 35 years
vMax: 100 km/h
Weight: 10 t
Length: 12 m
Passenger capacity: 11

Stake car | From 1890 until 1950

Twin axle stake car.


Cost: $55.000
Running costs: $12.000/year
Lifespan: 60 years
vMax: 120 km/h
Weight: 10 t
Length: 11 m
Wood capacity: 8

Verbandswagen | From 1900 until 1950

Twin-axle boxcar built to standardise the fleet of freight cars.


Cost: $57.000
Running costs: $15.000/year
Lifespan: 40 years
vMax: 120 km/h
Weight: 12 t
Length: 9 m
Goods capacity: 8

Three-axle car | From 1900 until 1932

Three-axle coach with open platforms on both sides, used in Germany.


Cost: $90.000
Running costs: $28.000/year
Lifespan: 30 years
vMax: 100 km/h
Weight: 12 t
Length: 11 m
Passenger capacity: 14

Donnerbüchse | From 1908 until 1940

Four-wheeled, standard, open coach made entirely of iron and steel. The lack of damping caused loud rumbling, hence the name "Thunderbox".


Cost: $104.000
Running costs: $45.000/year
Lifespan: 30 years
vMax: 100 km/h
Weight: 15 t
Length: 13 m
Passenger capacity: 17

Open wagon | From 1910 until 1990

Twin axle freight wagon.


Cost: $57.000
Running costs: $15.000/year
Lifespan: 40 years
vMax: 120 km/h
Weight: 15 t
Length: 9 m
Iron ore capacity: 8
Coal capacity: 8

Tank wagon | From 1911 until 2001

Twin axle tank wagon.


Cost: $55.000
Running costs: $17.000/year
Lifespan: 30 years
vMax: 120 km/h
Weight: 10 t
Length: 8 m
Oil capacity: 9

BC4 | From 1932 until 1962

Four axle two bogie heavy coach for fast passenger service.


Cost: $147.000
Running costs: $45.000/year
Lifespan: 35 years
vMax: 120 km/h
Weight: 20 t
Length: 20 m
Passenger capacity: 18

Goods wagon Hbi | From 1940

Twin-axle boxcar with sliding doors, specially for sensitive goods on palettes.


Cost: $109.000
Running costs: $25.000/year
Lifespan: 40 years
vMax: 180 km/h
Weight: 18 t
Length: 16 m
Goods capacity: 13
Wood capacity: 13

Goods wagon Hbi | From 1940

Twin-axle boxcar with sliding doors, specially for sensitive goods on palettes.


Cost: $109.000
Running costs: $25.000/year
Lifespan: 40 years
vMax: 180 km/h
Weight: 18 t
Length: 16 m
Goods capacity: 13

Stake car | From 1950

Twin bogie stake car.


Cost: $100.000
Running costs: $20.000/year
Lifespan: 60 years
vMax: 200 km/h
Weight: 17 t
Length: 17 m
Wood capacity: 13

Tank wagon | From 1950

Double bogie, four axle tank wagon.


Cost: $120.000
Running costs: $27.000/year
Lifespan: 60 years
vMax: 200 km/h
Weight: 15 t
Length: 14 m
Oil capacity: 15

Einheitswagen II | From 1960 until 1988

This four axle, twin bogie "Standard-Coach II" for passenger service was built in big series.


Cost: $216.000
Running costs: $60.000/year
Lifespan: 40 years
vMax: 140 km/h
Weight: 30 t
Length: 23 m
Passenger capacity: 20

Open wagon | From 1975

Four axle freight wagon, particularly for mass transport.


Cost: $120.000
Running costs: $25.000/year
Lifespan: 40 years
vMax: 180 km/h
Weight: 18 t
Length: 14 m
Iron ore capacity: 13
Coal capacity: 13

Einheitswagen IV | From 1981

The four axle, twin bogie "Standard-Coach IV" was built on the experience with EW IV and had an improved interior and, a first, air-conditioning.


Cost: $291.000
Running costs: $80.000/year
Lifespan: 40 years
vMax: 200 km/h
Weight: 41 t
Length: 26 m
Passenger capacity: 22

Double-deck car | From 1989

Doubledeck coach for S-Bahnen.


Cost: $450.000
Running costs: $280.000/year
Lifespan: 50 years
vMax: 130 km/h
Weight: 48 t
Length: 26 m
Passenger capacity: 33

Horse tram | From 1850 until 1925

The first trams in history were horse driven on rails. Due to the rail only one horse was enough.


Cost: $50.000
Running costs: $5.000/year
Lifespan: 30 years
vMax: 15 km/h
Power: 2 kW
Tractive effort: 2 kN
Weight: 1 t
Passenger capacity: 5

Steam tram | From 1877 until 1910

Twin axle locomotive of the steam tram as used e.g. in vienna as "Dampftramway".


Cost: $82.000
Running costs: $12.000/year
Lifespan: 30 years
vMax: 20 km/h
Power: 6 kW
Tractive effort: 6 kN
Weight: 6 t
Passenger capacity: 7

Halle tram | From 1887 until 1930

Twin axle electrical tram with open platforms on both ends, used by the "Allgemeinen Elektricitaets*Gesellschaft Stadtbahn Halle".


Cost: $130.000
Running costs: $17.200/year
Lifespan: 30 years
vMax: 25 km/h
Power: 100 kW
Tractive effort: 20 kN
Weight: 20 t
Length: 6 m
Passenger capacity: 9

Ce 2/2 SchSt | From 1907 until 1950

Twin axle electrical tram from the home town of Train Fever, Schaffhausen.


Cost: $81.000
Running costs: $17.000/year
Lifespan: 30 years
vMax: 40 km/h
Power: 200 kW
Tractive effort: 40 kN
Weight: 20 t
Passenger capacity: 10

Type T1 | From 1920 until 1970

From this type T1, built by Gothaer Waggonbau/Bothman, an example is still running as a museum train.


Cost: $111.000
Running costs: $27.000/year
Lifespan: 35 years
vMax: 60 km/h
Power: 250 kW
Tractive effort: 45 kN
Weight: 25 t
Passenger capacity: 12

Be 4/6 Mirage | From 1965

The big cost-overrun during the acquisition of this tram led to its nickname "Mirage", the fighter plane which also cost much more than foreseen.


Cost: $189.000
Running costs: $40.000/year
Lifespan: 40 years
vMax: 60 km/h
Power: 300 kW
Tractive effort: 50 kN
Weight: 25 t
Passenger capacity: 15

Be 5/6 Cobra | From 2001

The first completely low floor tram runs through the city like a snake with its four joints. This gave it the nickname "Cobra".


Cost: $212.000
Running costs: $60.000/year
Lifespan: 40 years
vMax: 70 km/h
Power: 625 kW
Tractive effort: 80 kN
Weight: 39 t
Length: 34 m
Passenger capacity: 24

Stage coach | Until 1900

A common street coach used for public transportation in the early years.


Cost: $20.000
Running costs: $6.000/year
Lifespan: 15 years
vMax: 18 km/h
Power: 2 kW
Tractive effort: 2 kN
Weight: 1 t
Passenger capacity: 5

L'Obéissante | From 1859 until 1910

Built by the French Amédée Bollée, this steam omnibus was able to run bigger distances, e.g. from Le Mans to Paris.


Cost: $60.000
Running costs: $13.200/year
Lifespan: 30 years
vMax: 25 km/h
Power: 4 kW
Tractive effort: 5 kN
Weight: 1 t
Length: 4 m
Passenger capacity: 6

Landauer | From 1895 until 1925

The Landauer was basically a motor-driven carriage, built by the Benz company. As the first bus of the world, it run on the line Siegen-Nephten-Deuz.


Cost: $64.000
Running costs: $19.000/year
Lifespan: 30 years
vMax: 20 km/h
Power: 10 kW
Tractive effort: 8 kN
Weight: 1 t
Passenger capacity: 8

Mack | From 1900 until 1935

In 1900, the Mack brothers introduced their first successful vehicle. It operated in Brooklyns Prospect Park for eight years before being converted into a truck. The vehicle racked up a million miles of service.


Cost: $70.000
Running costs: $19.000/year
Lifespan: 30 years
vMax: 24 km/h
Power: 20 kW
Tractive effort: 6 kN
Weight: 4 t
Length: 7 m
Passenger capacity: 10

Aboag | From 1924 until 1965

An early "Topseater-Omibus", called RK wagon, used by ABOAG, the public transportation company of Berlin.


Cost: $87.000
Running costs: $22.000/year
Lifespan: 30 years
vMax: 25 km/h
Power: 45 kW
Tractive effort: 8 kN
Weight: 5 t
Length: 8 m
Passenger capacity: 11

Saurer Tüscher | From 1940 until 1985

An urban public-transit bus on a Saurer carriage 2 BOD-P and bodywork by the Tüscher company.


Cost: $165.000
Running costs: $30.000/year
Lifespan: 30 years
vMax: 55 km/h
Power: 80 kW
Tractive effort: 10 kN
Weight: 8 t
Length: 6 m
Passenger capacity: 13

Mercedes-Benz O 6600 | From 1951 until 1990

This city-omnibus, built by Mercedes-Benz, cost 52'785 DM at that time.


Cost: $200.000
Running costs: $36.000/year
Lifespan: 30 years
vMax: 80 km/h
Power: 107 kW
Tractive effort: 12 kN
Weight: 9 t
Length: 9 m
Passenger capacity: 15

MAN SL 192 | From 1972 until 1998

Standard public bus, built in big numbers.


Cost: $250.000
Running costs: $40.000/year
Lifespan: 35 years
vMax: 90 km/h
Power: 141 kW
Tractive effort: 20 kN
Weight: 16 t
Length: 10 m
Passenger capacity: 16

Berkhof Duvedec | From 1989 until 2010

Berkhof Duvedec received many good reviews of car owners for their consumer qualities.


Cost: $400.000
Running costs: $50.000/year
Lifespan: 35 years
vMax: 90 km/h
Power: 180 kW
Tractive effort: 30 kN
Weight: 15 t
Length: 15 m
Passenger capacity: 25

Volvo 5000 | From 1994

This bus is a rear-engine, low-floor single-deck city bus with chassis built by Volvo and bodywork by Säffle.


Cost: $385.000
Running costs: $49.000/year
Lifespan: 35 years
vMax: 100 km/h
Power: 120 kW
Tractive effort: 15 kN
Weight: 10 t
Length: 11 m
Passenger capacity: 18

Horse wagon | From 1850 until 1900

A two-horse vehicle with a simple twin axle carriage.


Cost: $20.000
Running costs: $5.000/year
Lifespan: 15 years
vMax: 15 km/h
Power: 2 kW
Tractive effort: 1.8 kN
Weight: 1 t
Iron ore capacity: 4
Goods capacity: 4
Wood capacity: 4
Oil capacity: 4
Coal capacity: 4

DMG Cannstatt LKW | From 1896 until 1930

The first lorry of the world, with a Daimler motor, was delivered to Great Britain.


Cost: $55.000
Running costs: $19.000/year
Lifespan: 30 years
vMax: 25 km/h
Power: 14 kW
Tractive effort: 8 kN
Weight: 1 t
Length: 4 m
Iron ore capacity: 6
Goods capacity: 6
Wood capacity: 6
Oil capacity: 6
Coal capacity: 6

Benz | From 1912 until 1945

A typical early lorry by Mercedes-Benz, then still running on solid rubber tires.


Cost: $69.000
Running costs: $20.000/year
Lifespan: 30 years
vMax: 50 km/h
Power: 35 kW
Tractive effort: 5 kN
Weight: 1 t
Length: 5 m
Iron ore capacity: 8
Goods capacity: 8
Wood capacity: 8
Oil capacity: 8
Coal capacity: 8

Comment: The first road vehicle that can make use of medium landroads or large city streets. See also the chapter below about velocities.

Opel Blitz | From 1930 until 1975

A very popular lorry from Opel, built in diverse variants.


Cost: $74.000
Running costs: $26.000/year
Lifespan: 30 years
vMax: 95 km/h
Power: 74 kW
Tractive effort: 7 kN
Weight: 2 t
Length: 6 m
Iron ore capacity: 11
Goods capacity: 11
Wood capacity: 11
Oil capacity: 11
Coal capacity: 11

Comment: The first road vehicle that can make use of large landroads. See also the chapter below about velocities.

MAN 19.304 | From 1970

A three axle lorry with a V8 motor MAN D 2658 wit 230 hp. It had, as a first, a foldaway cowling to ease maintenance.


Cost: $121.200
Running costs: $45.000/year
Lifespan: 35 years
vMax: 100 km/h
Power: 250 kW
Tractive effort: 10 kN
Weight: 5 t
Iron ore capacity: 16
Goods capacity: 16
Wood capacity: 16
Oil capacity: 16
Coal capacity: 16

40 Tons Truck | From 1999

A six axle semi-trailer truck, equipped with a V8 turbo diesel engine of 456 kW power and 15,6 l dis-placement.


Cost: $250.000
Running costs: $54.000/year
Lifespan: 35 years
vMax: 100 km/h
Power: 560 kW
Tractive effort: 60 kN
Weight: 10 t
Length: 12 m
Iron ore capacity: 20
Goods capacity: 20
Wood capacity: 20
Oil capacity: 20
Coal capacity: 20

This section is a bit outdated as it does not contain the new waggons for wood.

Trains require rails and road vehicles require, well, roads. Of course, choosing the right vehicle is
always subject to the line you want to serve it at - you might require more tractive effort, or faster velocities. Choosing the right track for your vehicles however can be just as difficult. Here's a quick overview over the vehicles and what kind of track makes sense:

We know two different tiers with and without overhead wires. The normal tier allows velocities up to 120 km/h and is also the one found in railway stations. The second tier allows velocities up to 300 km/h. So let's start on a little adventure.

The slow era: 1850-1907
From 1850 until 1907, no train will go beyond 50 km/h. Chances are that even those will rarely be achieved and if they are, not for long. Therefore, if you plan to use trains in this period, you can plan accordingly: Curves can be quite tight for these trains without any real impact.

Full steam ahead: 1907-1921
With the introduction of the A 3/5, we get a new speed record at 100 km/h in 1907. It's quite an expensive locomotive, however. Much cheaper is the Class 75.4 Baden VI c only seven years later. It may make sense to plan tracks ahead, i.e. build with 100km/h or 120km/h in proximities to cities to avoid major demolitions later.

(Electro)cute
The first train to require overhead wires is the Ce 6/8 II Crocodile, available from 1921. The Ae 4/7 comes out just six year laters and is already 100 km/h again - and $90.000/year cheaper than the A 3/5. However, in 1935 with the introduction of the Class A4, high speed rails become interesting too - as that is a steam locomotive, we don't necessarily need overhead wires. And last but not least, with the CLe 2/4 Red Arrow we have a train that would require high speed tracks in 1936.

However, the difference here is only 5 km/h - which is not exactly a lot (assuming the maps are 16 by 16 km, the worst train line you could build would be 32km and even then, the savings would be less than a minute). Especially with the low capacity of the Red Arrow, this becomes rather meaningless.

More interesting is the introduction of the Re 4/4' in 1946, when you can finally have longer trains (and cargo) going at higher speeds - but still limited to 125 km/h. Note that all waggons until 1932 cannot go faster than 120 km/h when the BC4 becomes available. For cargo, this is even later.

Interesting Times
If you are in for real speed, the first locomotive that can handle it is the Class 103.1 in 1965 with a woozing 200 km/h. That's more than 40 years since the introduction of the Ce 6/8 II. It comes at a price though, being over twice as expensive as an Re 4/4' (which will still be available). I would argue that this would be the earliest date to seriously consider the high speed tracks.

There's a catch, however: The Class 103.1 is the only locomotive with a serious boost from these tracks until 1981, when the TFV is released. The other locomotives of that era are all limited to 140 km/h or less. Keep in mind that most wagons at that time don't support this velocity at all: Goods are limited to 180 km/h, passengers at 140 km/h and open wagons are even worse at 120 km/h. Unless you fancy fast oil transports - the only freight which can reach 200 km/h and does so in 1950 already - it doesn't make sense to build any real "high speed" lines for cargo - or anything at all.

Even later, the only cargo locomotive available after 2050 (when the Re 6/6 disappears) would be the Class 185 at 160 km/h.

Conclusion on rails:
If you plan to run a TFV on these tracks later on, you can try to get to the limit of 300 km/h with overhead wires. For cargo lines, the only real reasonable speed limit would be 160 km/h, but arguably only from 2000 onwards - until then, 140 km/h is a good start. Every other passenger train will never reach more than 200 km/h - so extensive track laying isn't worth it. Most of the time, your passenger trains too will be limited to 160 km/h or less.

So, long talk short story, a table when each freight type reaches a certain velocity:



Roads seem easy, especially at the beginning, but they're not. There are two eras of roads, the "old" and the "new" era. The switch happens at 1925 when the old roads become unavailable and the new ones become available - most noticeably in the country roads, which will be tarmac instead of dirt.

One thing to note: Although it isn't displayed, roads too have a penalty for sharp curves. This isn't really visible until later in the game and depends on the radius, the road size and its epoch (built before/after 1925).

In the city, the old streets can handle 20, 40 (30), 60 (50) and km/h respectively for small, medium and large roads, whereas the old country roads have limits of 40, 60 (50), 80 (70). In brackets are the upgrade numbers which I'm not entirely sure what they are for - I'm assuming that those are the "small" numbers, as you can have slightly smaller roads when there's a building in the way.

All things start small
Until the introduction of L'Obéissante and its 25 km/h in 1859, you can use whatever road you please. As small city roads have a limit of 20 km/h, no horse will catch up to that. The Obéissante, however, will. Medium sized city roads are the way to go here, with a limit of 30/40 km/h they are more than sufficient.

1912 however, the Benz is introduced and reaches 50 km/h. To accommodate for that, you would need large city streets and medium country roads. We're now talking 30, 50 (40), 70 (60) for city streets and 60, 80 (70), 100 (90) for

In 1925, the streets you can build and upgrade change. Tarmac slowly replaces the brick streets in cities (but not the dirt streets of the country, of course. The government has to save money wherever it can.)

In 1930, the Opel Blitz again sets a new record with 95 km/h. Here, only the new country large country roads can fulfil this truck's desire to speed. It is here that you should think about where you wish to build the highways: Simply upgrading existing roads is not always a good idea, as the many curves can slow down the Blitz down to 50 km/h (or more) on large country roads. It's a wiser idea to save the money and invest in medium country roads instead; 80 km/h will be enough for scenarios where you won't even reach that.

In 1940, the Saurer Tüscher reaches 55 km/h - more than the normal dirt roads allow too and likely more than your average city does.

That's all there is to roads, really: Beginning with 1930, you can think of building the largest roads to really use the available vehicles optimally. Of course, it all depends on how the road is laid: Intersections will slow vehicles down, as will curves. Bus lanes and tram tracks can make a difference in certain situations, too.

Speaking of trams: These limits apply to them too, of course.

I should maybe go into more depth and take this into an own guide at some point, I suppose.