In response to your important feedback we have today released a hotfix for the Peninsula Corridor: San Francisco – San Jose

Changelist

Resolved alerter audio issue

This update will be approximately 644 MB in size.

In response to your important feedback we have today released a hotfix for the Peninsula Corridor: San Francisco – San Jose

Changelist

Resolved alerter audio issue

This update will be approximately 644 MB in size.

15/12/2016

http://store.steampowered.com/app/448190/

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!

15/12/2016

http://store.steampowered.com/app/448190/

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!

08/12/2016

http://store.steampowered.com/app/376976

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.

08/12/2016

http://store.steampowered.com/app/376976

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.

30/11/2016

http://store.steampowered.com/app/448184

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.

30/11/2016

http://store.steampowered.com/app/448184

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.

29/11/2016

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.

29/11/2016

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.