10/11/2016

http://store.steampowered.com/app/376975

The S1 Line of the Hamburg S-Bahn is the city’s second largest, initially traversing the outskirts before diving into the heart and serving many locations including the nearby international airport. This historic line originated in the early 1900s, and still aids in the movement of people day in and day out. Take command of the ever-busy ‘Mass Transit Metro’ over the Hamburg S1 S-Bahn for Train Simulator!

Life, for what would become known as the Hamburg S-Bahn, began in 1906 with the opening of Hamburg Hbf where steam hauled services would run between Blankenese and the city itself. Despite the railway tracks in this area were not exactly ‘new’, this is the first time that they had been used in ‘rapid-transit’ style operations; as such, the new usage came under the name of the Hamburg-Altona Urban and Suburban Railway.

Extensions of the suburban service quickly followed, allowing connections with Hasselbrook and Ohlsdorf on the eastern face of Hamburg. It was also around this time when the decision was taken to electrify the line, by 1907, electric trains were utilising the, once current, overhead catenary throughout the city. It was at this point, when electricity was the source of motive power that the line fell into what could be categorised as an S-Bahn today. It would not be until 1924 that the Hamburg S-Bahn was so-named however, this occurred once the old Alster Valley Railway to Poppenbüttel was acquired and the route to Wedel was on-lease for suburban use.

By the 1930s, it was decided that the Hamburg S-Bahn could benefit from re-electrification, this time however, using 1200 V third rail. Similar in most respects to the Berlin S-Bahn, the introduction of third rail would provide more versatile power needs as trains and services got faster. The under-side contact method was chosen as standard, and the line saw a whole 450 V increase of Berlin’s offering, to further improve acceleration and performance. By 1939, all overhead was abandoned and third rail dominated the line. It would not be until 1959 that the line to Wedel was acquired and electrified.

In 1965, the Hamburg S-Bahn numbering scheme came into play and saw Wedel – Poppenbüttel, the second longest S-Bahn route, become known as the S1 Line. While the line has held a key importance throughout its life, be it steam powered, overhead-populated or otherwise, it was not until 2008 that the mere purpose of the line would change for the busier. An extension was built out of Ohlsforf station and headed westbound, only one station was on the new spur – Hamburg International Airport, the Airport Shuttle was born. Services would now split to serve Poppenbüttel and the Airport simultaneously, and naturally, a connection with the Airport has seen the S1 become even more vital to the growth of business and tourism within and surrounding Hamburg.

The Hamburg S1 S-Bahn features the 45 km route from Wedel to Poppenbüttel and Hamburg Airport as an extension to the existing 64 km Hamburg Lübeck Railway (also included in this single route totaling more than 100km of German railway).

The DB BR 474 Plus EMU is also included as key modern traction to the Hamburg S1 line; the traction included in Hamburg-Lübeck, DB BR 218, DB BR 145, DB BR 294 and associated rolling stock.

10/11/2016

http://store.steampowered.com/app/376975

The S1 Line of the Hamburg S-Bahn is the city’s second largest, initially traversing the outskirts before diving into the heart and serving many locations including the nearby international airport. This historic line originated in the early 1900s, and still aids in the movement of people day in and day out. Take command of the ever-busy ‘Mass Transit Metro’ over the Hamburg S1 S-Bahn for Train Simulator!

Life, for what would become known as the Hamburg S-Bahn, began in 1906 with the opening of Hamburg Hbf where steam hauled services would run between Blankenese and the city itself. Despite the railway tracks in this area were not exactly ‘new’, this is the first time that they had been used in ‘rapid-transit’ style operations; as such, the new usage came under the name of the Hamburg-Altona Urban and Suburban Railway.

Extensions of the suburban service quickly followed, allowing connections with Hasselbrook and Ohlsdorf on the eastern face of Hamburg. It was also around this time when the decision was taken to electrify the line, by 1907, electric trains were utilising the, once current, overhead catenary throughout the city. It was at this point, when electricity was the source of motive power that the line fell into what could be categorised as an S-Bahn today. It would not be until 1924 that the Hamburg S-Bahn was so-named however, this occurred once the old Alster Valley Railway to Poppenbüttel was acquired and the route to Wedel was on-lease for suburban use.

By the 1930s, it was decided that the Hamburg S-Bahn could benefit from re-electrification, this time however, using 1200 V third rail. Similar in most respects to the Berlin S-Bahn, the introduction of third rail would provide more versatile power needs as trains and services got faster. The under-side contact method was chosen as standard, and the line saw a whole 450 V increase of Berlin’s offering, to further improve acceleration and performance. By 1939, all overhead was abandoned and third rail dominated the line. It would not be until 1959 that the line to Wedel was acquired and electrified.

In 1965, the Hamburg S-Bahn numbering scheme came into play and saw Wedel – Poppenbüttel, the second longest S-Bahn route, become known as the S1 Line. While the line has held a key importance throughout its life, be it steam powered, overhead-populated or otherwise, it was not until 2008 that the mere purpose of the line would change for the busier. An extension was built out of Ohlsforf station and headed westbound, only one station was on the new spur – Hamburg International Airport, the Airport Shuttle was born. Services would now split to serve Poppenbüttel and the Airport simultaneously, and naturally, a connection with the Airport has seen the S1 become even more vital to the growth of business and tourism within and surrounding Hamburg.

The Hamburg S1 S-Bahn features the 45 km route from Wedel to Poppenbüttel and Hamburg Airport as an extension to the existing 64 km Hamburg Lübeck Railway (also included in this single route totaling more than 100km of German railway).

The DB BR 474 Plus EMU is also included as key modern traction to the Hamburg S1 line; the traction included in Hamburg-Lübeck, DB BR 218, DB BR 145, DB BR 294 and associated rolling stock.

Following on from our previous Developer Diary, we are pleased to present you with our next Train Sim World: CSX Heavy Haul Developer Diary episode. This time our team shares more details about the beautiful environment possibilities that Unreal Engine 4 delivers and how this represents a new standard for routes – a first for train simulation. Take in the breathtaking sights of Sand Patch Grade, soon to be featured in Train Sim World: CSX Heavy Haul Beta in early December.

https://www.youtube.com/watch?v=Ni-HlKF8AH0

Following on from our previous Developer Diary, we are pleased to present you with our next Train Sim World: CSX Heavy Haul Developer Diary episode. This time our team shares more details about the beautiful environment possibilities that Unreal Engine 4 delivers and how this represents a new standard for routes – a first for train simulation. Take in the breathtaking sights of Sand Patch Grade, soon to be featured in Train Sim World: CSX Heavy Haul Beta in early December.

https://www.youtube.com/watch?v=Ni-HlKF8AH0

03/11/2016

http://store.steampowered.com/app/376958

General Electric established itself as an independent builder of mainline diesel locomotives in 1959 with its 2,500-horsepower U25B, and throughout the 1960s and into the 1970s, GE produced an ever-expanding – and more powerful – line of “Universal”-series diesels, which came to be widely nicknamed as “U-boats.”

From the debut of the U25B until GE introduced its “Dash 7” series in the late 1970s, approximately 3,500 U-Boats of various designations were constructed, and the best seller of GE’s U-boat line was the 3,000-horsepower, six-axle (C-C) U30C. First delivered in 1967 and produced through 1976, 600 U30Cs were constructed by GE for 22 original buyers.

Almost universally, the husky U30C was put to work hauling heavy tonnage and, often as not, coal. In 1967-68, the Chesapeake & Ohio purchased 13 U30Cs which saw use throughout the railroad’s system. With the introduction of the “Chessie System” livery in 1972, the C&O U30Cs took on that distinctive and colorful livery until the locomotives were retired in the mid-1980s.

Virtual Rail Creations (VRC) now brings the Chessie U30C to Train Simulator in a highly authentic model with advanced controls and a variety of interactive cab and operating features. The U30C offers standard and advanced cold start-up features and is provided in clean and weathered Chessie System livery editions. The locomotive is representative of the U30C “Phase I” carbody style which was virtually identical to its immediate predecessor, the U28C.

The Chessie U30C pack also includes a 100-ton coal hopper in Chessie System and generic liveries and four career scenario for the Norfolk Southern Coal District route (available separately and required to play the scenarios). The U30C is Quick Drive compatible, giving you the freedom to use the locomotive on any Quick Drive enabled route for Train Simulator.

03/11/2016

http://store.steampowered.com/app/376958

General Electric established itself as an independent builder of mainline diesel locomotives in 1959 with its 2,500-horsepower U25B, and throughout the 1960s and into the 1970s, GE produced an ever-expanding – and more powerful – line of “Universal”-series diesels, which came to be widely nicknamed as “U-boats.”

From the debut of the U25B until GE introduced its “Dash 7” series in the late 1970s, approximately 3,500 U-Boats of various designations were constructed, and the best seller of GE’s U-boat line was the 3,000-horsepower, six-axle (C-C) U30C. First delivered in 1967 and produced through 1976, 600 U30Cs were constructed by GE for 22 original buyers.

Almost universally, the husky U30C was put to work hauling heavy tonnage and, often as not, coal. In 1967-68, the Chesapeake & Ohio purchased 13 U30Cs which saw use throughout the railroad’s system. With the introduction of the “Chessie System” livery in 1972, the C&O U30Cs took on that distinctive and colorful livery until the locomotives were retired in the mid-1980s.

Virtual Rail Creations (VRC) now brings the Chessie U30C to Train Simulator in a highly authentic model with advanced controls and a variety of interactive cab and operating features. The U30C offers standard and advanced cold start-up features and is provided in clean and weathered Chessie System livery editions. The locomotive is representative of the U30C “Phase I” carbody style which was virtually identical to its immediate predecessor, the U28C.

The Chessie U30C pack also includes a 100-ton coal hopper in Chessie System and generic liveries and four career scenario for the Norfolk Southern Coal District route (available separately and required to play the scenarios). The U30C is Quick Drive compatible, giving you the freedom to use the locomotive on any Quick Drive enabled route for Train Simulator.

27/10/2016

http://store.steampowered.com/app/376970

Experience the route that time forgot in Armstrong Powerhouse’s stunning Train Simulator recreation of the Wherry Lines.

Opening in 1844, the Norwich to Great Yarmouth railway, via Reedham, was the first railway to be seen in Norfolk. Three years later, the branch from Reedham to Lowestoft followed and it wasn’t until 1883 that the final piece of the jigsaw fell into place with the construction of the alternative route via Acle to Great Yarmouth.
Until 1923, this railway was operated by the Great Eastern Railway company and it was their fear of a competitor attempting to reach Great Yarmouth which resulted in the construction of the later route via Acle. The name of the line, Wherry Lines, originates from the Norfolk wherries which were once important in transporting goods and people around the broads before roads and railways became widespread.

Fast forward to the 1980s and the ‘Yarmouth’ route was thriving with summer services from all parts of the country, such as London, Liverpool, Manchester & Newcastle (the Lowestoft branch never attracted as much traffic so will be kept to the side for the time being). Come the early 1990s however, cheap package holidays abroad were starting to take hold and the demand to visit Yarmouth as a holiday destination steadily dropped. As a result, these direct services were gradually reduced and by the time of privatisation in 1996, only the London trains and a couple of services from Liverpool Lime Street remained. By 2004, the Liverpool trains were withdrawn, resulting in Yarmouth only being served directly from London & Norwich.

As loco-hauled services progressively disappeared around the country, these London trains held strong and, as a result, started to attract quite a following from enthusiasts. With the electric hauled set from London being dragged from Norwich to Great Yarmouth by a Class 47, a run round procedure was required at Yarmouth to haul the set back to Norwich – something quite rare to witness by the end of the 2000s. This continued until 2014 and remained a popular day out for enthusiasts but, come early 2015, Class 47s were being withdrawn by DRS in favour of Class 37s. These locos were unable to haul the 8 or 9 coach sets from London due to having an insufficient ‘ETH index’ (the amount of electricity that can be supplied for on-train systems such as air conditioning and heating), so as a result, direct services from London were withdrawn and, after many decades, Yarmouth has been left with no direct services beyond Norwich. This might all sound rather gloomy but a new era was arriving on the ‘Wherry Lines’ and enthusiasts were in for a right treat.

So far, only direct services to Yarmouth from far off places have been mentioned but local services from Norwich to Yarmouth & Lowestoft have also offered plenty of interest in recent years. From the late 1950s, diesel multiple units (DMUs) replaced steam-hauled local services and this largely remained the case until the early 1990s. Since then, Norwich Crown Point depot has intermittently had shortages of DMUs so to combat this, they cobbled together a set of 3 of 4 coaches, plus a locomotive, to cover. Usually the locomotive in question would be a Class 47 but in the early years, it wasn’t unknown for a Class 31 or 37 to do the honours. This loco-hauled train soon became known as the ‘short set’ due to its short appearance in comparison to the London trains, though in later years, it has had a second locomotive added to facilitate top and tail operation, which removes the requirement to run round. This arrangement continued until April 2014, but with the Mk3 coaches undergoing refurbishment and experiencing lower availability as a result, Mk2 coaches were provided instead from DRS, who had already been supplying Class 47 locomotives for the set since 2009. As mentioned previously though, with increasing reliability issues, the Class 47s were falling out of favour and by June 2015, Class 37s had arrived to operate the short set. No longer on an ad-hoc basis depending on DMU availability but scheduled workings from Monday to Friday and extra Saturday services during the summer.
As of early 2016, this route is somewhat of a time warp with semaphore signalling and manual level crossings surviving for most of its length. With the addition of Class 37 hauled passenger services, it is a treasure trove for enthusiasts and oozes the character of yesteryear: one of the last places to truly experience the railway as it was. Whilst a date for re-signalling has yet to be set in stone, it is only a matter of time, so this add-on is Armstrong Powerhouse’s tribute to the line that time forgot. Enjoy it and, if you can, make sure to visit as soon as possible to see it for yourself.

27/10/2016

http://store.steampowered.com/app/376970

Experience the route that time forgot in Armstrong Powerhouse’s stunning Train Simulator recreation of the Wherry Lines.

Opening in 1844, the Norwich to Great Yarmouth railway, via Reedham, was the first railway to be seen in Norfolk. Three years later, the branch from Reedham to Lowestoft followed and it wasn’t until 1883 that the final piece of the jigsaw fell into place with the construction of the alternative route via Acle to Great Yarmouth.
Until 1923, this railway was operated by the Great Eastern Railway company and it was their fear of a competitor attempting to reach Great Yarmouth which resulted in the construction of the later route via Acle. The name of the line, Wherry Lines, originates from the Norfolk wherries which were once important in transporting goods and people around the broads before roads and railways became widespread.

Fast forward to the 1980s and the ‘Yarmouth’ route was thriving with summer services from all parts of the country, such as London, Liverpool, Manchester & Newcastle (the Lowestoft branch never attracted as much traffic so will be kept to the side for the time being). Come the early 1990s however, cheap package holidays abroad were starting to take hold and the demand to visit Yarmouth as a holiday destination steadily dropped. As a result, these direct services were gradually reduced and by the time of privatisation in 1996, only the London trains and a couple of services from Liverpool Lime Street remained. By 2004, the Liverpool trains were withdrawn, resulting in Yarmouth only being served directly from London & Norwich.

As loco-hauled services progressively disappeared around the country, these London trains held strong and, as a result, started to attract quite a following from enthusiasts. With the electric hauled set from London being dragged from Norwich to Great Yarmouth by a Class 47, a run round procedure was required at Yarmouth to haul the set back to Norwich – something quite rare to witness by the end of the 2000s. This continued until 2014 and remained a popular day out for enthusiasts but, come early 2015, Class 47s were being withdrawn by DRS in favour of Class 37s. These locos were unable to haul the 8 or 9 coach sets from London due to having an insufficient ‘ETH index’ (the amount of electricity that can be supplied for on-train systems such as air conditioning and heating), so as a result, direct services from London were withdrawn and, after many decades, Yarmouth has been left with no direct services beyond Norwich. This might all sound rather gloomy but a new era was arriving on the ‘Wherry Lines’ and enthusiasts were in for a right treat.

So far, only direct services to Yarmouth from far off places have been mentioned but local services from Norwich to Yarmouth & Lowestoft have also offered plenty of interest in recent years. From the late 1950s, diesel multiple units (DMUs) replaced steam-hauled local services and this largely remained the case until the early 1990s. Since then, Norwich Crown Point depot has intermittently had shortages of DMUs so to combat this, they cobbled together a set of 3 of 4 coaches, plus a locomotive, to cover. Usually the locomotive in question would be a Class 47 but in the early years, it wasn’t unknown for a Class 31 or 37 to do the honours. This loco-hauled train soon became known as the ‘short set’ due to its short appearance in comparison to the London trains, though in later years, it has had a second locomotive added to facilitate top and tail operation, which removes the requirement to run round. This arrangement continued until April 2014, but with the Mk3 coaches undergoing refurbishment and experiencing lower availability as a result, Mk2 coaches were provided instead from DRS, who had already been supplying Class 47 locomotives for the set since 2009. As mentioned previously though, with increasing reliability issues, the Class 47s were falling out of favour and by June 2015, Class 37s had arrived to operate the short set. No longer on an ad-hoc basis depending on DMU availability but scheduled workings from Monday to Friday and extra Saturday services during the summer.
As of early 2016, this route is somewhat of a time warp with semaphore signalling and manual level crossings surviving for most of its length. With the addition of Class 37 hauled passenger services, it is a treasure trove for enthusiasts and oozes the character of yesteryear: one of the last places to truly experience the railway as it was. Whilst a date for re-signalling has yet to be set in stone, it is only a matter of time, so this add-on is Armstrong Powerhouse’s tribute to the line that time forgot. Enjoy it and, if you can, make sure to visit as soon as possible to see it for yourself.

24/10/2016

In response to your important feedback, today we have released an update to Train Simulator 2017, bringing it to version 58.8a.

V58.8a has fixed a random crash that would occur when running with less than maximum graphics settings

The TS2017 58.8a 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.

The TS2017 58.8a update will be approximately 65 MB in size.

24/10/2016

In response to your important feedback, today we have released an update to Train Simulator 2017, bringing it to version 58.8a.

V58.8a has fixed a random crash that would occur when running with less than maximum graphics settings

The TS2017 58.8a 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.

The TS2017 58.8a update will be approximately 65 MB in size.