The unique and timeless appeal of American interurban railroading comes to life on the Sacramento Northern, South End route. Set in the late 1930s and early 1940s, this Train Simulator route features classic interurban passenger and freight operations on the Sacramento Northern Railway’s route that extended from San Francisco’s busy Transbay Terminal to its famed ferry connection on California’s Suisun Bay.
Created by G-Trax Simulations, the Sacramento Northern, South End route delivers the experience of operating SN’s iconic Holman 1003-class interurbans in passenger service as well as its diminutive but powerful General Electric 650-class Steeple Cab electric locomotives in freight duty. Stretching approximately 45 route miles, the Sacramento Northern, South End route includes the four-mile-long Bay Bridge crossing from San Francisco to Oakland over which you will operate with the Sacramento Northern’s innovative in-cab signaling system.
All the captivating – and challenging – features of traditional interurban-era railroading await you on the Sacramento Northern, South End route, including hectic street-running in Oakland and tight curvatures and steep grades to navigate as the railroad climbs up and over the rugged Oakland Hills and through Redwood Canyon. And whether the location is bustling and urban San Francisco and Oakland or the tiny agricultural towns of Contra Costa County, the route marvelously re-captures and rekindles the bygone era of the 1930s and 1940s.
The Sacramento Northern, South End route also features more than a dozen types of freight equipment authentic to the period and, for AI, the Key System’s articulated Bridge Unit and the Interurban Electric Railway’s “red car” interurban.
The Sacramento Northern, South End route brings all the timeless appeal and unique operating challenges of classic American interurban railroading to your Train Simulator experience!
A true legend makes its way to Train Simulator in the form of the DB BR 18, the pinnacle of German Pacific design.
Shortly after the turn of the 20th Century, locomotive designers of the Maffei company were working on a development of Germany’s first Pacific locomotive – the Baden IV f – to provide a new, more powerful iteration for express passenger service for the Royal Bavarian State Railways. Several aspects were kept from the previous model, including the concept of using a four-cylinder compound running gear that powered the second coupled axle.
The first 3 series of the new locomotive, classified as the Bavarian S 3/6, began construction in 1908 and ended in 1911, during which 23 were built. These series, lettered a to c, featured a 1870mm driving wheel diameter that allowed for equal operation on both hilly and flat terrain. In 1912, a further eighteen locomotives were produced as the d and e series, featuring larger driving wheels at 2000mm, plus a larger tender for express operation between Munich, Nuremburg & Würzburg.
Series f locomotives were produced in 1913, these were near identical to their ‘a to c’ counterparts and only 3 rolled out onto the rails. The next 10 would be built for the Palatinate network the following year, featuring dimension changes because of the shorter turntables in that area. The final batch constructed under the Royal Bavarian State Railways was the h and i series, these 35 locomotives were built throughout World War I to aid in the effort.
In the 1920s, the Deutsche Reichsbahn were still yet to design their standard locomotives; because of this, DR continued to order S 3/6s, or as they were re-classified, ‘DR BR 18s’, from Maffei and 30 of the k series were constructed in 1923 and 1924. The k series were fitted with a larger superheater, making them more powerful, and featured modified driver windows. Several of the k series were supplied to Wiesbaden engine shed from where they would haul the famous Rheingold Express.
Further DR BR 18s were ordered in the late 1920s, these were the l, m, n and o series and would be the last to join the rails. Each would improve on the last in one way or another, from superheaters and cylinders to tenders. Maffei would only reach as far as 2 engines into the n series before going bankrupt, leaving Henschel to take over for the rest of the fleet. By 1931, the final DR BR 18 had been delivered – 159 locomotives in total since 1908 was a fantastic achievement, outnumbering all other Bavarian State Pacific designs combined.
The 1950s, Deutsche Bundesbahn is now in command of the railways and the DR BR 18s have been subtly reclassified as DB BR 18s. DB decided to modernise 30 of the BR 18.5 engines (from the i to o series) by fitting new boilers with combustion chambers, a new driver’s cab and a multiple-valve superheated steam regulator. By 1957, the last of the modernised DB BR 18.5s (now numbered 18.6s) entered service; a new lease of life was breathed into the locomotives, being able to compete with the BR 01 in performance and be unmatched in efficiency.
By the 1960s, many of the older locomotives were in or near their 6th decade of service. A fault in the rebuilt engines caused cracks, and required a reduction to their power. With this, the ‘60s would be the end of the line for the DB BR 18 fleet. The modified variants began withdrawal first, starting in 1961, followed by most of the others the next year, the last of which were scrapped by 1966. One locomotive, 18 505, remained in service until 1967 – this was one of a handful of DB BR 18s which survived into preservation. Several locomotives saw some life as heating engines after main line withdrawal, 18 602 was based at Saarbrücken and provided heat until 1983. 18 602 was mostly scrapped, however her wheelsets can still be admired at Saarbrücken Hbf.
The DR BR 18 is an Iron Horse with a legacy unlike many others. A locomotive series that remained in production for a quarter of a century, and hauled top link expresses for the entirety of its prime. What better way than to re-live the heyday of German steam with the legend that is the DR BR 18, thanks to Partner Programme developer, Eisenbahnwerk, is ready for service on the stunning Mosel Valley: Koblenz – Trier route!
Train Simulator’s Peninsula Corridor route delivers dynamic and modern American commuter railroading on the renowned commuter rail line operated by Caltrain along California’s vibrant and bustling San Francisco Peninsula! Train Simulator’s Peninsula Corridor route extends between San Francisco’s busy 4th & King Street station and San Jose Diridon station and serves a total of 26 Caltrain commuter stations along the multi-track route’s 47-mile length. In addition to Caltrain’s commuter operations, this authentic and highly detailed Train Simulator route provides the opportunity to operate Union Pacific freight services on the Peninsula.
In serving San Francisco and portions of California’s vibrant “Silicon Valley,” Caltrain has since its creation in the 1980s emerged as a vital and innovative commuter railroad, carrying more than 17 million riders per year. In 2003, Caltrain introduced its popular “Baby Bullet” express commuter trains employing distinctive MPI MP36PH-3C diesels and Bombardier Bi-Level “push-pull” commuter equipment, and the stylish MPXpress diesel and Bombardier equipment are included with Train Simulator’s Peninsula Corridor route. Along with the route’s masterfully re-created and unique commuter stations, Caltrain’s expansive Central Equipment & Maintenance Facility (CEMOF), located near the San Jose Diridon station, is included.
Rail giant Union Pacific operates freight services on the line and Train Simulator’s Peninsula Corridor route also features a versatile Union Pacific Electro-Motive GP38-2 diesel locomotive and accompanying contemporary UP freight equipment.
Whether the challenge is keeping on schedule with a Caltrain commuter making stops at the route’s numerous stations, fast running (up to 79-mph), or toting freight tonnage, Train Simulator’s Peninsula Corridor route promises contemporary American railroading at its best!
Experience the grace and elegance of classic German steam locomotion in the form of the DR BR 10, available now for Train Simulator.
The 1950s, Germany’s railway future was in full swing, wires were being erected across key routes for brand new electric locomotives, and the first 5 pre-production units of the famous diesel V200s were in operation. It would seem that the steam days were numbered throughout Germany, but Deutsche Bundesbahn saw a different future for the classic traction.
While electric locomotives were proving successful on their new routes, both the pre-production, and production V200s were suffering greatly from reliability problems, and were less efficient than the steam-powered BR 01. This meant that unelectrified routes would be left with questionable traction for the time being, and that simply wouldn’t do. It was decided that this set back was reason enough to place an order for a new locomotive, while developments had been made to the BR 01, forming the BR 01.10 initially, even this left DB with uncertainty, and a brand-new design would be ushered in to provide.
Power over innovation was the main drive in what would become the BR 10’s design and construction, only a few high-tech advancements were utilised as Krupp focused on reusing parts, such as the proven boiler from the modified BR 01.10. The 4-6-2 Pacific design was settled upon, as the originally proposed Prairie was not suitable. A total of 2 pre-production locomotives were built, 10 001 and 10 002, and while mainly similar, 10 001 was built as a hybrid-firing locomotive, taking both coal and oil in the newly designed 2’2′ T 40 Tender. 10 002 featured oil-only firing, and 10 001 would one day be refitted in such a manner.
The new BR 10 locomotives rolled out of the production line in 1957, very late as far as steam is concerned, and was ready for testing and main line operation throughout the unelectrified routes in Germany. Thanks to the stylised streamlining up front, the BR 10 was expected fulfil its role with flying colours, as the twins could easily gallop at 140 km/h with a full train. In reality, very much the opposite would ring true, while they were fantastic locomotives, their operational limitations left a lot to be desired.
It was already pretty much decided by 10 001 and 10 002’s completion that they would not be followed by a production fleet, the order was cancelled. If it weren’t for that, their limitations would have put an end to future models; the BR 10 featured an astounding 22 tonne axle load, and while this had the benefit of putting down some serious power onto the rails – it would be unlikely that they would slip in any circumstances, hauling any weight – there were very few routes that could accommodate such a heavy locomotive.
Frankfurt, Kassel and Hanover were 3 locations that 10 001 and 10 002 could serve in early service, with both locos being based at Bebra Bf from 1958 until 1962, by which time they were moved to Kassel. In rare cases, the BR 10s could be specially permitted to run on railway lines with a 21 tonne axle load, this was the only way they could reach Münster in their later days. The BR 10s spent many days in the workshop lusting for repair, being essentially the last of their kind, spare parts were hard to come by, and the older BR 01.10 was used more frequently where steam traction was still required.
Sadly, the 1960s would mark the end of the BR 10s in operation, cylinder damage would put 10 002 out of service indefinitely by January 1967, and 10 001 would join her sister in retirement by June of the following year. Once out of service, the two locos went on to quite different lives; 10 002 was used as a heating locomotive for maintenance depots and stations until 1972, when she was sadly scrapped at the Offenburg Repair Shop. 10 001 on the other hand, luckily survived the cutters torch, and after acting as an exhibition locomotive, found a comfortable home at the German Steam Locomotive Museum at Neuenmarkt-Wirsberg, Northern Bavaria. Despite half the fleet being non-existent today, and the one remaining locomotive being in preservation, the DB BR 10 for Train Simulator, lovingly represented by Partner Programme member Romantic Railroads, will unlock the experience of what it was like to populate the footplate of these classic Black Swans, complete with period mainline rolling stock for the ultimate in German steam era authenticity.
Now available for Train Simulator, this highly-detailed recreation with typical controls and cab features, puts you in the driving seat of one of Britain’s iconic diesel multiple units.
By the 1980s, British Rail were still operating a vast fleet of old Heritage DMUs, which dated back to the mid-1950s, across much of Britain’s rural and un-electrified rail network. Clearly, a significant number of these ageing units were in dire need of replacement, their slow nature and unfit interiors would not hone the ideals of the future. The solution was to keep hold of some older units which were more standardised, and capable of refurbishment, while replacing the rest with brand new, second-generation DMUs.
Two separate batches of DMUs would be the first to modernise the rural rails, the first was the continuously controversial Pacer series which were essentially buses on rails and intended for shorter-haul journeys, the second were the Sprinters, which would take the long-haul into their own.
Derived from the Mk3 bodyshell, the new Sprinter prototypes, classified as the Class 150 and numbered 150001 and 150002, were built in 1984 by BREL in York as 3-car multiple units to test which engine and transmission type would be best for moving forward. 150001 was fitted with a Cummins engine and Voith hydraulic transmission, meanwhile, 150002 utilised a Rolls Royce (later Perkins) engine and self-changing mechanical transmission.
Trials and extensive testing began at Derby’s Railway Technical Centre on the duo of prototypes, following which they entered service on the Matlock branch for preliminary services. Over the subsequent years of testing, the units would move further afield to discover how they performed on different services, and to also promote the new unit around the country. Places such as Manchester, Birmingham, Aberystwyth, just to name a few, would all see the new Class 150 at least on occasion. 150001 also had the pleasure of being displayed under the grand arch roof of St. Pancras, however being 1984, the station looked rather different when compared to today. Other testing locations included the Welsh Valleys, Glasgow and Inverness.
After testing for both prototypes ended, it was apparent that 150001 was much more reliable in operation than 150002, who’s Rolls Royce engine and self-changing gearbox proved to provide a less than satisfactory service. 150001 was the clear choice for a production series, however the concept of a 3-car design would not be continued. This decision was not the end of 150002 however, 002 was reclassified as the Class 154, following modification, and was used to develop the Class 158 Express Sprinter. 154002 would eventually be converted back into a standard Class 150 model, and continues to run with sister 150001 on Reading shuttle services to this day.
The first production variant of the Class 150, the 150/1, was near identical to the prototype, the only main difference being the exclusion of the intermediate car. A total of 50 Class 150/1 DMUs were ordered for use under the Regional Railways sector of BR, and they were introduced into service in 1986. Under Regional Railways, the Class 150/1 fleet were mainly used in and around Manchester and Birmingham, however the dawn of privatisation would see them operate from capital to coast. Angel Trains took ownership of the Class 150/1s when the franchises began, and initially they were leased to the likes of Silverlink, North Western Trains & Central Trains; through the varied operators, the 150s have seen a colourful array of liveries in their lifetime. Today, Great Western Railway operate the second largest fleet of Class 150/1 DMUs at a total of 17, sandwiched in between Northern at 28 and London Midland at 3. GWR acquired their fleet from previous operators who took charge of units like the Class 172.
Following the First Great Western to Great Western Railway rebrand, the only Class 150 without a gangway to be refurbished is the prototype, 150001, all Class 150/1s at present are still resplendent in the bold ‘Plain Blue’ livery, and it is unlikely that they shall see any new looks while under GWR. The Class 150/1 fleet is used by GWR on their West of England services, serving from Cardiff, through to Bristol, onward to Exeter and beyond. The units, while capable of being coupled up in multiple (to themselves and other BSI-equipped units), tend to operate alone as their lack of inter-unit gangways can limit passenger movements, especially on routes with shorter platforms. This also causes the issue of a guard being completely cut off from one half of the unit. However, during the peak hours, or busier times especially in the coastal regions, they will be seen operating in pairs. Much like the Class 150/9s, another sprinkle of irony is when the 150/1s operate with a Class 153 in-tow, further proving the 3-car potential of the prototype.
The Class 150 design would also prove ideal for other rail-related purposes, the gangway-less Class 150/1 was a suitable base for Network Rail’s new track assessment unit, and as such a single, unique Class 950 was produced, fitted throughout with testing and measuring equipment. Unlike the ‘Flying Banana’, the Class 950 is light enough to travel throughout the entire country without issue, and can be a sought-after sight by enthusiasts with only a solo unit resting upon the rails. Another use for the Class 150 bodyshell was found across waters in the form of the Northern Ireland Railways Class 450, while very similar in design (thanks to the commonality of the Mk3 base), the units clearly served a very different network and were of course fitted for Northern Ireland’s broad 5ft 3in (1600mm) gauge. As the first of the Sprinter DMUs to roll off the production line, the Class 150/1 is a true icon of late British engineering, a unit that was a major step up from the old heritage stock of yesteryear, and still manages to impress commuters and railfans alike, even today.
In response to your important feedback on a variety of add-ons available for Train Simulator 2017, Union Workshop have today released an update for the Wakayama & Sakurai Lines.
Here is a list of what has been addressed:
Fixed the emergency brake
Fixed missing level crossing assets
Fixed speed limit sign issues
Various text updates
New Feature – Driveable 105 Series EMU, Quick Drive compatible plus two new Career scenarios
If you own the Wakayama & Sakurai Lines, the update will download automatically from Steam. If you have any problems/queries with regard to the update, leave a comment below or submit a ticket to our support site where our Support Team will be ready to assist.
If you do not yet own the Wakayama & Sakurai Lines, why not pick it up now and get in the cab of the now-driveable 105 Series!
The Wakayama & Sakurai Lines update will be approximately 315 MB in size.
The Steam Autumn Sale is now on, giving you the chance to save on a plethora of Train Simulator routes and locomotives from around the world! The sale cannot last forever, so make sure you head to the Store and grab those bargains while you can!
In response to your important feedback on a variety of add-ons available for Train Simulator 2017 we have now released updates for the following Add-Ons.
Northeast Corridor: New York - Philadelphia
Improved a number of scenery assets and textures Improved a number of object placement issues throughout the route Fixed the moon to remove the black halo Fixed an issue with road traffic throughout the route Fixed an issue with floating track throughout the route Fixed an issue with Simple controls on the AEM-7 Fixed an issue with dark Cab textures on the AEM-7 Fixed an issue that would cause the wipers to disappear on the AEM-7 Fixed an issue that caused couplings to stretch between the Amfleet coaches Fixed a number of timetable issues in scenarios for the AEM-7 Fixed a number of text issues in scenarios for the AEM-7 Fixed 'The Big Apple' Free-roam scenario marker so trains can be selected
Amtrak Acela Express
Added a new Passenger View mode to the consist Fixed an issue with the cruise control system Fixed a number of timetable issues in scenarios Fixed a number of text issues in scenarios
Fixed an issue that caused couplings to stretch between the Amfleet coaches Fixed the Quick drive consists to have the correct numbers of cars
Fixed an issue with AI trains Fixed a number of timetable issues in scenarios Fixed a number of text issues in scenarios The duration of scenarios are now properly represented
These updates will download automatically from Steam. If you have any problems/queries with regard to the update, leave a comment below or submit a ticket to our support site where our Support Team will be ready to assist.
If you own any of the above content, the updates will download automatically from Steam. If you have any problems/queries with regard to the update, leave a comment below or submit a ticket to our support site where our Support Team will be ready to assist.
Directly connecting England and Wales, running under the longest river in the United Kingdom, the South Wales Main Line is one of the most important cross border routes in the country, as featured in the beautiful new Extended South Wales Coastal route for Train Simulator.
Isambard Kingdom Brunel was rapidly expanding the Great Western Railway out of London Paddington. By June 1841, the line to Bristol had officially opened and set in stone was a railway line that has proven vital to the west throughout the years. To extend the usage of this revolutionary line, an extension was built out from Swindon and headed north towards Gloucester, only to then turn tail, breach South Wales and head for Swansea via Caldicot, Newport, Cardiff and Bridgend. The new line to Swansea opened in 1850 and provided Wales with a much needed, albeit quite lengthy connection with London and other major towns along the Great Western Main Line such as Reading, Didcot, Swindon and Bristol. Until 1872, the railway was built utilising Brunel’s 7ft broad gauge, as was the entire GWR network. However, despite the potential benefits of this larger gauge over standard gauge, the latter was already gaining momentum as the primary choice for all railways and Swansea through to the west of England was rapidly converted.
A breakthrough for the residents of South Wales occurred in 1886 when the 4 mile, 624 yard-long Severn Tunnel finished completion after a difficult 13 year construction phase. The new tunnel was the longest in the UK, a record it held for over a century, only being superseded by the High Speed 1 tunnels surrounding Stratford in 2007. The tunnel allowed for a new route into South Wales which would bypass the line via Gloucester, massively decreasing journey times beyond no doubt. Following the opening of the new path under the Severn, the former Gloucester route became known as the ‘Great Way Round’.
The construction of the tunnel came with many struggles, thanks to a vast pool of water, separate to the Severn River, workers who were cutting away under the terrain were faced with multiple, and occasionally severe flooding. Having water pour into the bore of the tunnel on a constant basis was naturally a concern, so pumps were installed to move water away from the tunnel wall exterior in an effort to prevent major incidents.
Severn Tunnel Junction station opened as part of the new route, along with an extensive marshalling yard which would be used to easily distribute Welsh coal to London and the Midlands. Many of the heavy freight services in the steam era were not able to navigate the Severn Tunnel without a pilot or banker locomotive, as the steep gradients could easily bring a heavy service to a halt or cause almost uncontrollable acceleration. In the later years of British Railways, ex. GWR 5101 Class locos were used for this purpose.
With routes running to Bristol, Manchester and Gloucester, the line between Cardiff and Severn Tunnel Junction is 4 tracks wide to ease any potential congestion between the mix of express and local passenger services. With all the passenger services, and also the sheer volume of freight traction which is seen along the line, the tunnel itself has seen upwards of 200 trains run through it daily. In comparison, the railway beyond Cardiff and onto Swansea is only twin-tracked, providing a much more rural feel for the final stretch across South Wales.
Nowadays, the tunnel is accompanied by the M4 Motorway Bridge which connects London to Wales. The bridge, alongside the closure of much of the Welsh coal industry, has seen some decline in rail freight traffic however there are still industries keeping freight alive on the rails. Port Talbot, home to one of the largest steelworks in Europe, sees constant traffic out of its extensive railway yards and sidings, with steel trains travelling the breadth of the country. Back at Severn, the motorway bridge is carefully designed so to avoid putting any weight over the tunnel, as the increased pressure load on the walls could lead to flooding and collapse. Today the line sees operations from Great Western Railway which mainly provide express services from London into Cardiff and Swansea with Arriva Trains Wales running both local and longer-distance journeys throughout Wales and beyond. One local service in particular, named Swanline, is an every-other-hour timetabled service that operates between Swansea and Cardiff Central. Swanline was introduced in in 1994 to coincide with 5 additional stations which had recently opened on the main line; Llansamlet, Skewen, Briton Ferry, Baglan and Pyle and was initially an hourly service formed of doubled up multiple units. In recent years, proposals have been assessed which aim to increase connections in the Swansea Bay area by cutting journeys off at Port Talbot, before returning to Swansea. Any resolution is yet to be brought into fruition.
The Great Western Main Line, and of course the South Wales Main Line, are currently undergoing a major redevelopment to ensure that the Greater West is well suited for the future. As decades have gone by, many of Britain’s key routes have been electrified to allow for higher speeds, cleaner trains, for both the environment and the passengers, and more comfortable journeys. The west coast, the east coast, the south coast, all these railways were fully fitted with electric capability by the end of the 20th Century. The Great Western Railway network however, despite being one of the busiest commuter corridors in the country, had managed to avoid the wires.
The South Wales Coastal – Bristol to Swansea route for Train Simulator recreates the 85 mile section of main line from Bristol Temple Meads and Bristol Parkway to Swansea, via the Severn Tunnel. Also included are a large selection of locomotives and freight wagons to replicate services on the line as seen today, including the Arriva Trains Wales Class 175 ‘Coradia’ DMU, Freightliner Class 70, DB Schenker Class 67 and Great Western Railways Class 43 HST.