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Table of Contents
Introduction
……………………………………………………………………………………….…3
Installation
……………………………………………………………………………………….…4
Knowing your Train
……………………………………………………………………………………….…5
History
……………………………………………………………………………………….…7
Route Timetable
……………………………………………………………………………………….…9
Train Handling Procedures
………………………………………………………………………………………...12
Trackside Signs
………………………………………………………………………………………...13
Signals
………………………………………………………………………………………...15
Game Credits
………………………………………………………………………………………...16
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Introduction
You are about to experience one of the most thrilling and challenging stretches of mainline railway in the World.
Kicking Horse Pass, located on the borders of the provinces of Alberta and British Columbia, Canada, was a
formidable task to overcome. Even today, with all the modern railway equipment and technology, the obstacle
remains the same. Steep grades, and incredibly harsh winters, wreak havoc on rail equipment, and on the nerves
of the people who operate them.
Canadian Pacific’s Laggan Subdivision, which stretches 136 miles from the city of Calgary, Alberta, to the small
town of Field, British Columbia, plays host to a wide variety of trains and cargo. Bulk items, such as grain, sulfur,
and potash are the most common, with intermodal and general merchandise following in a close second.
The route modeled in Kicking Horse Pass 2.0, stretches from Ozada siding, which lay just east of the Rocky
Mountains, to the division point at Field B.C., approximately 90 miles to the west. Prepare yourself; it’s a long trip,
taking just over 3 hours in either direction. The entire line is single track CTC (Centralized Traffic Control), so you
will have to be prepared to take the siding at any time for a meet with an oncoming train.
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Installation
If you are reading this document, you have already installed everything you need. The installation routine will
automatically detect your Microsoft Train Simulator install path, so all you have to do is start the install.
To run Kicking Horse Pass 2.0, you only need to start Microsoft Train Simulator, and select the route from the
route list on the left hand menu of the main screen.
Uninstallation
To uninstall this software, you may do so by selecting the Kicking Horse Pass 2.0 icon on your Start Menu, and
click the “Unintstall Kicking Horse Pass 2.0” option.
Support
Online support is available for this product, and it is located here: http://www.mapleleaftracks.com/support.html
Our support section will provide you with information regarding technical issues, gameplay issues, warranty, and
software updates. A direct link to our update section is located on your Start Menu.
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Knowing Your Train
One of the most important elements involved in running a train is knowing the controls like the back of your hand.
We have included control diagrams below to help you familiarize yourself with the GMD (EMD) cabs which are
used on the locomotives in Kicking Horse Pass 2.0.
GMD SD40-2, GP38AC, GP9u
1. Speed Recorder
2. Load Meter
3. Brake Gauges
4. Horn
5. Train Brake
6. Sander
7. Bell
8. Engine Brake
9. Headlights
10. Reverser
11. Throttle
12. Dynamic Brake
13. Alerter
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GMD SD40-2F (Wide Cab)
1. Speed Recorder
2. Load Meter
3. Brake Gauges
4. Horn
5. Train Brake
6. Sander
7. Bell
8. Engine Brake
9. Headlights
10. Reverser
11. Throttle
12. Dynamic Brake
13. Alerter
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History of Kicking Horse Pass
Introduction
The Kicking Horse Pass is one of the world’s most amazing feats of railway engineering. As a result, it has
become a popular spot for watching trains, or running from bears, depending on your location, time of day, and
what you’re snacking on.
In The Beginning
When the British Columbia authority was offered the chance to join the rest of the Dominion of Canada in 1881,
they said they would, but not without certain conditions being met. One of these conditions was that a
transcontinental railway be built, linking the East to the West.
First to accept the challenge was the Canadian Pacific Railway, which managed to complete their entire
transcontinental route in 1885. Doing so was no easy task. Crossing the vast Canadian Prairie was done quickly,
due to the relatively flat nature of the landscape, but the Rocky Mountains proved to be much more of a
challenge. As the rail line moved west from Calgary, the landscape changed, and became much more rugged.
To keep the amount of blasting to a minimum, and to keep railway gradients down, the CPR engineers chose to
follow the Bow River most of the way. This brought them to places like Canmore, Banff, and Lake Louise. All of
these towns, now popular tourist areas, got their starts as important railway fueling and watering points for the
CPR steam locomotives.
The Eastern Slope
As the line moved west from Lake Louise, the grade increased to 2% on the uphill climb to the Continental Divide.
This section of railway line was overhauled in the late 1970’s to make the uphill climb easier for loaded westbound
freights. The former 2% grade, known simply as the South Track, is used for eastbound traffic, heading down the
grade. Trains heading upgrade to the Kicking Horse Pass began using the new 1% North Track, which paralleled
the South Track the entire way. This new line allowed westbound trains to ascend the grade quickly, thus
preventing any serious loss of time on their trip to the West Coast.
The Continental Divide is the point where the waterways flow in opposite directions. On the eastern slope, they
flowed down to the Atlantic Ocean, and on the western slope, down to the Pacific. Just west of Divide is Stephen,
and the top of Kicking Horse Pass, the highest point on the CPR transcontinental mainline. Beyond Stephen lay
one of the most spectacular and dangerous stretches of mainline railway track in the World.
The ‘Big Hill’
The west slope of Kicking Horse Pass currently boasts a gradient ranging from 2.2% - 2.4%. It was not always
like this though. The original line down “the Big Hill” was a steep 4.5% grade, and instilled fear in any train crew
who had to bring their trains down it to the division point at Field, British Columbia. After numerous runaways and
wrecks, the CPR engineers needed a better solution to get trains safely down the hill. From this came the Spiral
Tunnels. Both tunnels enter into the side of the mountain face, and exit approximately 50 feet lower than their
entrance. Given the nature of the terrain, this was the best solution. Even though the line has to double back on
itself, the ruling gradient was lowered from the deadly 4.5%, to a more acceptable, yet still dangerous, 2.2%.
When the line enters Field, at the bottom of the hill, the train crews change, and the waiting crew takes the train
onto CP’s Mountain Subdivision and towards the Pacific Ocean.
Today, trains in excess of 14,000 tons travel down the side of the mountain, pulling commodities such as grain,
sulfur, potash, and merchandise. Even with the lowered gradient, today’s trains must still be operated carefully,
as “the Big Hill” is most unforgiving to careless train handling.
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The Virtual Kicking Horse Pass
We have designed this product to be as accurate as possible, using real-world mapping and railway operations
manuals. It is possible to successfully run activities on this route without the need of the track monitor. A
timetable, track signs, and signal indication charts are available in this manual. If you use these three references,
along with paying close attention to signal indications and trackside signage, you can successfully run this route
without the track monitor. It is a very challenging route to run, and we hope you will get the feel of what it is like to
be an engineer on the Canadian Pacific’s Kicking Horse Pass. Good Luck to you!
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CPR Laggan Subdivision Timetable
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Big Hill Handling Proceedures
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Trackside Signs
WHISTLE POST
Located at least one-quarter (1/4) mile from the edge of all
public crossings at grade, blind curves and tunnels.
PROHIBITED WHISTLE POST
Located at least one-quarter (1/4) mile from the edge of every
public crossing at grade, where engine whistle signal Rule 14 (l)
is prohibited by special instruction.
MILE POST
Located at one mile intervals to designate subdivision mileage.
STATION MILE BOARD
Located one mile from station, siding switch, first main track
switch where trains can enter or leave yard tracks, designated
switch, or junction switch, whichever is the most outlying in each
direction.
PLOW / FLANGER WARNING
To call attention of snow plow and flanger operators to an
obstruction to the operation of their snow removal equipment.
END OF TRACK WARNING
Located at the actual termination point of track, to indicate end
of track.
BEGIN / END HEAVY GRADE
Placed at locations indicated in special instructions or in time
table footnotes to mark the beginning and end of a downgrade
which exceeds 0.8%, but does not exceed 1.8%, for a distance
of 2 miles or more.
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BEGIN / END MOUNTAIN GRADE
Placed at locations indicated in time table footnotes or special
instructions to mark the beginning and end of a downgrade
which exceeds 1.8%.
REDUCE SPEED WARNING
Located one mile in advance of a permissible speed sign
marking the beginning of a zone of lower speed.
PERMISSIBLE SPEED SIGN
To mark the beginning of a speed zone specified in special
instructions. When two speeds are shown on the sign, the upper
speed applies to passenger trains and the lower speed to other
trains and engines. When one speed is shown, it applies to all
trains and engines
ADVANCE YARD LIMIT SIGN
Placed at least one mile in advance of a yard limit sign.
YARD LIMIT SIGN
Defines yard limits.
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Signal Aspects – Canadian Pacific Railway 1990-present
RULE
ASPECTS
NAME
INDICATION
405
Clear
Proceed.
407
Clear to Medium
Proceed, approaching next signal at
medium speed.
Proceed, prepared to stop.
410
Clear to Stop
If traveling at more than medium
speed, reduce to medium speed while
approaching next signal.
416
Medium to Clear
Proceed, medium speed, passing
signal and through turnouts.
420
Medium to Stop
Proceed, medium speed, passing
signal and through turnouts, and
prepared to stop at next signal.
426
Restricting Signal
Proceed at restricted speed.
429
Stop Signal
Stop.
The signal aspects above are only a small portion of the total number of signal aspects which could be displayed. Train
Simulator is only capable of displaying a selected number of these aspects, so only the most common ones have been
implemented.
Notes:
Medium Speed: 30 mph
Restricted Speed: 15 mph
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Credits
Development Team
Andy Hockin - Route design, train physics, 3d artwork, activities, logic programming
Jason Dilworth - Route design, 3d artwork, sounds, documentation, activities
Colin Graham - Product Testing and QA
Danny Beck - 3d artwork and locomotive cabviews
Sales and Marketing
Dawn Dilworth
Translations
German - Max R. Theiß, Ralf Lütters
French – Jason Dilworth
Special Thanks
to the Canadian Pacific Railway Company for their incredible support and contributions.
CPR Contact - Harold Clitheroe ([email protected])