12/10/2017

http://store.steampowered.com/app/562398/Train_Simulator_GWR_Large_Prairies_Steam_Loco_AddOn/

The distinctive and incredible GWR Large Prairies comes to Train Simulator to fulfil a multitude of steam-era roles, courtesy of Partner Programme developer Victory Works.

In general, a “Prairie” steam locomotive is any that sits upon a 2-6-2 wheel arrangement, and particularly in tank locomotive form proved a very popular design worldwide. On British soil, the Southern Railway would be the only example of the “Big Four” to not produce Prairie locomotives in its lifetime.

The Great Western Railway however would dote on their 2-6-2T ‘tank’ locomotives for secondary and more rural duties. Some of the earliest examples were rather light, and were suitably called the ‘Small Prairies’; however, larger variants would also be produced, primarily for suburban commuter operations but initially for general use too. First appearing in 1903, these are the ‘Large Prairies’.

The first of many Large Prairies appeared in 1903 as GWR No. 99, a prototype design from Churchward that would become the basis for a production fleet of 39 ‘3100 Class’ tank locomotives. At heart, the 3100 Class was a mixed-traffic locomotive, and would be the start of a “workhorse” fleet for GWR and be found across the network throughout their lifetimes.

Differences between the prototype and production 3100s were next to none, only the tank shape was altered to improve visibility. Naturally, changes were implemented over time to improve the class, including altered weight distribution and a larger coal bunker; these changes warranted a fleet-wide reclassification, and so was introduced the 5100 Class, as most would now stay until withdrawal.

A handful of 5100 Class locomotives received further modifications in the late 1930s and were once again given new numbers. This move took place to bolster another fleet of Large Prairies, a fleet which was introduced earlier in the decade and itself derived from yet another production batch.

In the late 1920s, Churchward’s successor, Collett, sought to update the original 3100 Class design and have a large fleet built to fulfil local, suburban passenger roles. In fact, it was Collett’s development that resulted in the 3100 Class becoming the 5100 Class, all while a new batch of 5101 Class locomotives were produced to the same standard. Whereas only 40 of the original were built, Swindon Works would deliver 140 members of 5101 Class between 1929 and 1949.

Together, the 5100s and 5101s dominated traffic in all corners of the Great Western network, quickly growing and becoming a regular sight on all kinds of trains right up the end of the Second World War. Post-conflict, a rise in road usage and the introduction of diesel traction took its toll on the Large Prairies’ duties, seeing them take on new life as mainline support engines; providing backup as pilots and bankers on the more troublesome sections of the GWR such as the South Devon Banks, or the Severn Tunnel.

While prolific, the Large Prairies still only represent a portion of the entire fleet. A further 70 locomotives are still to be accounted for. These come in the form of the 6100 Class, another of Collett’s finest and built specifically for commuter services out of London Paddington.

The “Networkers” of their day, the 6100 Class was introduced in 1931 as a development of the 5101, and was based at Old Oak Common, Slough, Reading, and elsewhere. Being prominent in the passenger scene, enthusiasts quickly took to the class and nicknamed them ‘Tanner One-ers’, a call to their 61xx numbering and some currency of the day, a sixpence and a penny.

Much like the other Large Prairies’ story, a future of diesel forced the 6100s into other positions, but not before the fleet was joined by a previously mentioned extra batch of locomotives; may the 5100 Class re-enter centre stage.

It was the 6100 fleet that was reinforced by a modified micro fleet of 5100s; the latter was rebuilt with smaller driving and pony truck wheels, and received a boiler pressure increase (a common Large Prairie modification). 10 rebuilt 5100 Class locomotives were renumbered into the 8100 Class, and were destined to work alongside the 6100s, supposedly providing extra acceleration characteristics owing to their smaller wheels.

All GWR Large Prairie locomotives survived until the end of steam, by which point many of them were still in good shape, despite the oldest examples working beyond their 6th decade. Unfortunately, very few avoided the cutters’ torch after the steam-era’s final chapter. None of the 5100 or 8100 made it into the epilogue, it was a spot only reserved for 10 5101s and a lone 6100. Even then, only 4 out of the 11 are operational. Well, technically 5 see heritage service, but one was rebuilt into a 4300 Class tender locomotive. The rest are awaiting overhaul, apart from 6106 which is on static display at Didcot.

Fantastically, Victory Works has translated the GWR Large Prairies into Train Simulator, and the pack contains a bumper collection which Includes the 5100, 5101, 6100 and 8100 classes in GWR Green and British Railways Black liveries, complete with selectable era-appropriate logos, optional parts and fittings and a large variety of detail throughout!

The Tanner One-ers, the Large Prairies, a Great Western classic is yours to master in Train Simulator!

12/10/2017

http://store.steampowered.com/app/562398/Train_Simulator_GWR_Large_Prairies_Steam_Loco_AddOn/

The distinctive and incredible GWR Large Prairies comes to Train Simulator to fulfil a multitude of steam-era roles, courtesy of Partner Programme developer Victory Works.

In general, a “Prairie” steam locomotive is any that sits upon a 2-6-2 wheel arrangement, and particularly in tank locomotive form proved a very popular design worldwide. On British soil, the Southern Railway would be the only example of the “Big Four” to not produce Prairie locomotives in its lifetime.

The Great Western Railway however would dote on their 2-6-2T ‘tank’ locomotives for secondary and more rural duties. Some of the earliest examples were rather light, and were suitably called the ‘Small Prairies’; however, larger variants would also be produced, primarily for suburban commuter operations but initially for general use too. First appearing in 1903, these are the ‘Large Prairies’.

The first of many Large Prairies appeared in 1903 as GWR No. 99, a prototype design from Churchward that would become the basis for a production fleet of 39 ‘3100 Class’ tank locomotives. At heart, the 3100 Class was a mixed-traffic locomotive, and would be the start of a “workhorse” fleet for GWR and be found across the network throughout their lifetimes.

Differences between the prototype and production 3100s were next to none, only the tank shape was altered to improve visibility. Naturally, changes were implemented over time to improve the class, including altered weight distribution and a larger coal bunker; these changes warranted a fleet-wide reclassification, and so was introduced the 5100 Class, as most would now stay until withdrawal.

A handful of 5100 Class locomotives received further modifications in the late 1930s and were once again given new numbers. This move took place to bolster another fleet of Large Prairies, a fleet which was introduced earlier in the decade and itself derived from yet another production batch.

In the late 1920s, Churchward’s successor, Collett, sought to update the original 3100 Class design and have a large fleet built to fulfil local, suburban passenger roles. In fact, it was Collett’s development that resulted in the 3100 Class becoming the 5100 Class, all while a new batch of 5101 Class locomotives were produced to the same standard. Whereas only 40 of the original were built, Swindon Works would deliver 140 members of 5101 Class between 1929 and 1949.

Together, the 5100s and 5101s dominated traffic in all corners of the Great Western network, quickly growing and becoming a regular sight on all kinds of trains right up the end of the Second World War. Post-conflict, a rise in road usage and the introduction of diesel traction took its toll on the Large Prairies’ duties, seeing them take on new life as mainline support engines; providing backup as pilots and bankers on the more troublesome sections of the GWR such as the South Devon Banks, or the Severn Tunnel.

While prolific, the Large Prairies still only represent a portion of the entire fleet. A further 70 locomotives are still to be accounted for. These come in the form of the 6100 Class, another of Collett’s finest and built specifically for commuter services out of London Paddington.

The “Networkers” of their day, the 6100 Class was introduced in 1931 as a development of the 5101, and was based at Old Oak Common, Slough, Reading, and elsewhere. Being prominent in the passenger scene, enthusiasts quickly took to the class and nicknamed them ‘Tanner One-ers’, a call to their 61xx numbering and some currency of the day, a sixpence and a penny.

Much like the other Large Prairies’ story, a future of diesel forced the 6100s into other positions, but not before the fleet was joined by a previously mentioned extra batch of locomotives; may the 5100 Class re-enter centre stage.

It was the 6100 fleet that was reinforced by a modified micro fleet of 5100s; the latter was rebuilt with smaller driving and pony truck wheels, and received a boiler pressure increase (a common Large Prairie modification). 10 rebuilt 5100 Class locomotives were renumbered into the 8100 Class, and were destined to work alongside the 6100s, supposedly providing extra acceleration characteristics owing to their smaller wheels.

All GWR Large Prairie locomotives survived until the end of steam, by which point many of them were still in good shape, despite the oldest examples working beyond their 6th decade. Unfortunately, very few avoided the cutters’ torch after the steam-era’s final chapter. None of the 5100 or 8100 made it into the epilogue, it was a spot only reserved for 10 5101s and a lone 6100. Even then, only 4 out of the 11 are operational. Well, technically 5 see heritage service, but one was rebuilt into a 4300 Class tender locomotive. The rest are awaiting overhaul, apart from 6106 which is on static display at Didcot.

Fantastically, Victory Works has translated the GWR Large Prairies into Train Simulator, and the pack contains a bumper collection which Includes the 5100, 5101, 6100 and 8100 classes in GWR Green and British Railways Black liveries, complete with selectable era-appropriate logos, optional parts and fittings and a large variety of detail throughout!

The Tanner One-ers, the Large Prairies, a Great Western classic is yours to master in Train Simulator!

05/10/2017

http://store.steampowered.com/app/621925/Train_Simulator_Hidaka_Main_Line_Tomakomai__HidakaMombetsu_Route_AddOn/

The wonderfully scenic Hokkaido region, by Partner Programme developer Union Workshop, brings the coastal Hidaka Main Line to life!

In 1913, the Tomakomai Light Railway opened a 2 ft 6 in gauge rail line between Tomakomai and Tomikawa, running along the south coast of Hokkaido, Japan’s second largest island. Additionally, there was also a line between Tomikawa and Shizunai, operated by the Hidaka Takushoku Railway.

In 1927, both railway companies were nationalised to form the Hidaka Line, and from 1929 until 1931, the now-unitary coastal route was re-laid using the more commonly used 3 ft 6 in “Cape” gauge. Further developments would continue, such as the extension of the line to Hidaka-mitsuishi in 1933 and the eventual terminus at Samani in 1937.

The Hidaka Main Line was first and foremost a passenger route, linking the nearby towns and communities together with both local, rapid, and even regional services. Every May, a special ‘tourist train’ was timetabled as a through connection with the Chitose Line.

The line was never a bustling one, it was not that sort of railway and it needn’t be, single diesel railcars formed the backbone of the Hidaka Main Line – including the bespoke KiHa 130 Series. The small fleet of 11 KiHa 130 DMUs were built to replace the older KiHa 40s, and started work on the Hidaka Main Line in 1988.

While the passenger life on the KiHa 130s was a peaceful one, the job of the driver was two-fold; not only did they have to drive the services, they were also in charge of selling tickets and the passengers’ welfare. Called the ‘one-man train’, working the Hidaka Main Line is the ultimate example of Driver Only Operation!

While capable of transporting the handful of passengers, and keeping to timetable, the KiHa 130 fleet was short-lived. Accelerated wear and tear from the salty, coastal, corrosive atmosphere, took its toll on the 130s, and before long they were not up to scratch. The irony being, that when the KiHa 130 fleet was forced into early retirement between 2000 and 2001, it was the KiHa 40s that once again took charge.

In its heyday, the Hidaka Main Line stretched across over 146 km of coastline, however that all changed in 2015 when a storm, and later a tornado, devastated the line; severing it beyond Atsuga. To put a stopper on disruption, JR Hokkaido put a bus service in place between Mukawa and Samani, with the railway now only active between Mukawa and Tomakomai. With passenger numbers so low in the first place, any thought of repairing the line and reinstating a full service has been abandoned.

While a shadow of its former self, the line still offers spectacular Japanese coastal views, sedate operations through fields of green, and a peaceful ambience as you trundle by. Union Workshop brings the Hidaka Main Line to Train Simulator as it is today, starting at Tomakomai and ending at Hidaka-mombetsu, not far from where the line is severed. In a mix-of-era approach, they are also reviving the KiHa 130 DMU, and driving this tiny railcar will be a most unique experience for even the well-practised of drivers!

05/10/2017

http://store.steampowered.com/app/621925/Train_Simulator_Hidaka_Main_Line_Tomakomai__HidakaMombetsu_Route_AddOn/

The wonderfully scenic Hokkaido region, by Partner Programme developer Union Workshop, brings the coastal Hidaka Main Line to life!

In 1913, the Tomakomai Light Railway opened a 2 ft 6 in gauge rail line between Tomakomai and Tomikawa, running along the south coast of Hokkaido, Japan’s second largest island. Additionally, there was also a line between Tomikawa and Shizunai, operated by the Hidaka Takushoku Railway.

In 1927, both railway companies were nationalised to form the Hidaka Line, and from 1929 until 1931, the now-unitary coastal route was re-laid using the more commonly used 3 ft 6 in “Cape” gauge. Further developments would continue, such as the extension of the line to Hidaka-mitsuishi in 1933 and the eventual terminus at Samani in 1937.

The Hidaka Main Line was first and foremost a passenger route, linking the nearby towns and communities together with both local, rapid, and even regional services. Every May, a special ‘tourist train’ was timetabled as a through connection with the Chitose Line.

The line was never a bustling one, it was not that sort of railway and it needn’t be, single diesel railcars formed the backbone of the Hidaka Main Line – including the bespoke KiHa 130 Series. The small fleet of 11 KiHa 130 DMUs were built to replace the older KiHa 40s, and started work on the Hidaka Main Line in 1988.

While the passenger life on the KiHa 130s was a peaceful one, the job of the driver was two-fold; not only did they have to drive the services, they were also in charge of selling tickets and the passengers’ welfare. Called the ‘one-man train’, working the Hidaka Main Line is the ultimate example of Driver Only Operation!

While capable of transporting the handful of passengers, and keeping to timetable, the KiHa 130 fleet was short-lived. Accelerated wear and tear from the salty, coastal, corrosive atmosphere, took its toll on the 130s, and before long they were not up to scratch. The irony being, that when the KiHa 130 fleet was forced into early retirement between 2000 and 2001, it was the KiHa 40s that once again took charge.

In its heyday, the Hidaka Main Line stretched across over 146 km of coastline, however that all changed in 2015 when a storm, and later a tornado, devastated the line; severing it beyond Atsuga. To put a stopper on disruption, JR Hokkaido put a bus service in place between Mukawa and Samani, with the railway now only active between Mukawa and Tomakomai. With passenger numbers so low in the first place, any thought of repairing the line and reinstating a full service has been abandoned.

While a shadow of its former self, the line still offers spectacular Japanese coastal views, sedate operations through fields of green, and a peaceful ambience as you trundle by. Union Workshop brings the Hidaka Main Line to Train Simulator as it is today, starting at Tomakomai and ending at Hidaka-mombetsu, not far from where the line is severed. In a mix-of-era approach, they are also reviving the KiHa 130 DMU, and driving this tiny railcar will be a most unique experience for even the well-practised of drivers!

28/09/2017

http://store.steampowered.com/app/562373/Train_Simulator_Gatwick_Express_BR_Class_460_Juniper_EMU_AddOn/

The phenomenal BR Class 460, to exquisitely detailed Pro Range standard, brings the most authentic representation of Gatwick Express services yet for Train Simulator, courtesy of Partner Programme developer, Master Key Simulations!

A new millennium meant a whole new generation of services, and National Express were keen to procure a fleet of modern EMUs to replace the Class 73, Class 488 & Class 489 stock of their Gatwick Express services.

Alstom’s Juniper family had already been ordered in the UK and was under construction as the Class 334, for SPT/ScotRail, and the Class 458 for South West Trains. The Juniper line was also chosen for the new Gatwick Express stock, 64 carriages forming 8 8-car EMUs that were dedicated to non-stop express services packed with passengers and luggage. The new trains were designated the Class 460, and were built at Washwood Heath in Birmingham between 1999 and 2001.

The first Class 460 was delivered in 2000, and unlike many other EMUs of the day, featured a stylish, streamlined nose which improved efficiency at the Class 460s’ top speed of 100 mph. It was this sloping cab end that earned the class its nickname “Darth Vader”, owing to the similarity between the nose and the famed sci-fi villains’ helmet.

The 8-car trains were formed of a Driving Motor Luggage First Open, Trailer Open First Lavatory, Trailer Composite Open, Motor Standard Open, Motor Standard Open, Trailer Standard Open, Motor Standard Open, and Driving Motor Standard Open. THE ‘DMFLO’ was arranged at the London-end of every consist, as luggage was unloaded off the Gatwick Express and onto flights from the London-end of Gatwick Airport station.

Under National Express, the Class 460 fleet operated exclusively, and regularly, on non-stop services to Gatwick Airport and back. When the Gatwick Express franchise was absorbed into the South-Central franchise however, and Southern took over both ‘GatEx’ services and gained the Class 460 fleet, the branding remained but the 460s would also operate limited stop expresses between London and Brighton.

It would be the extension of services to Brighton that sparked the ‘end’ of the Class 460. Popularity meant that more stock was required, and Southern opted to lease the fleet of Class 442 ‘Wessex’ EMUs, previously withdrawn by South West Trains, for such services. After refurbishment, the Class 442s grew more favourable over the newer Class 460s, seating a handful more passengers and keeping to the timetable. The Class 442s would entirely replace the Class 460s by 2013.

Being part of the Juniper family, the Class 460 EMUs bared much technical resemblance to South West Trains’ Class 458 EMUs, and so to increase capacity on Reading and Windsor services, the Class 460s were split up, refurbished, and added to the 30 4-car Class 458s to form 36 5-car Class 458/5s. The distinct nose of the Class 460 was lost in favour of Class 450 compatibility, and their express-destined traction motors were downgraded to a much more suburban 75 mph.

Technically gone, yet still with us, the Class 460 was something of an icon for modern Southern Region travel. The Gatwick Express has always stood out among the crowd, be that with unique trains or striking liveries; and now, millennial operations are yours to command, in this exquisite reproduction of the BR Class 460 for Train Simulator!

28/09/2017

http://store.steampowered.com/app/562373/Train_Simulator_Gatwick_Express_BR_Class_460_Juniper_EMU_AddOn/

The phenomenal BR Class 460, to exquisitely detailed Pro Range standard, brings the most authentic representation of Gatwick Express services yet for Train Simulator, courtesy of Partner Programme developer, Master Key Simulations!

A new millennium meant a whole new generation of services, and National Express were keen to procure a fleet of modern EMUs to replace the Class 73, Class 488 & Class 489 stock of their Gatwick Express services.

Alstom’s Juniper family had already been ordered in the UK and was under construction as the Class 334, for SPT/ScotRail, and the Class 458 for South West Trains. The Juniper line was also chosen for the new Gatwick Express stock, 64 carriages forming 8 8-car EMUs that were dedicated to non-stop express services packed with passengers and luggage. The new trains were designated the Class 460, and were built at Washwood Heath in Birmingham between 1999 and 2001.

The first Class 460 was delivered in 2000, and unlike many other EMUs of the day, featured a stylish, streamlined nose which improved efficiency at the Class 460s’ top speed of 100 mph. It was this sloping cab end that earned the class its nickname “Darth Vader”, owing to the similarity between the nose and the famed sci-fi villains’ helmet.

The 8-car trains were formed of a Driving Motor Luggage First Open, Trailer Open First Lavatory, Trailer Composite Open, Motor Standard Open, Motor Standard Open, Trailer Standard Open, Motor Standard Open, and Driving Motor Standard Open. THE ‘DMFLO’ was arranged at the London-end of every consist, as luggage was unloaded off the Gatwick Express and onto flights from the London-end of Gatwick Airport station.

Under National Express, the Class 460 fleet operated exclusively, and regularly, on non-stop services to Gatwick Airport and back. When the Gatwick Express franchise was absorbed into the South-Central franchise however, and Southern took over both ‘GatEx’ services and gained the Class 460 fleet, the branding remained but the 460s would also operate limited stop expresses between London and Brighton.

It would be the extension of services to Brighton that sparked the ‘end’ of the Class 460. Popularity meant that more stock was required, and Southern opted to lease the fleet of Class 442 ‘Wessex’ EMUs, previously withdrawn by South West Trains, for such services. After refurbishment, the Class 442s grew more favourable over the newer Class 460s, seating a handful more passengers and keeping to the timetable. The Class 442s would entirely replace the Class 460s by 2013.

Being part of the Juniper family, the Class 460 EMUs bared much technical resemblance to South West Trains’ Class 458 EMUs, and so to increase capacity on Reading and Windsor services, the Class 460s were split up, refurbished, and added to the 30 4-car Class 458s to form 36 5-car Class 458/5s. The distinct nose of the Class 460 was lost in favour of Class 450 compatibility, and their express-destined traction motors were downgraded to a much more suburban 75 mph.

Technically gone, yet still with us, the Class 460 was something of an icon for modern Southern Region travel. The Gatwick Express has always stood out among the crowd, be that with unique trains or striking liveries; and now, millennial operations are yours to command, in this exquisite reproduction of the BR Class 460 for Train Simulator!

08/09/2017

http://store.steampowered.com/app/562378/Train_Simulator_Wutachtalbahn_Lauchringen__Immendingen_Route_AddOn/

Clinging to the Swiss border, the Wutach Valley Railway is perhaps the most unique and splendid in all of Germany. Packed with higher and lower speed running, stunning scenery and spectacular viaducts, the Wutachtalbahn, complete with fantastic steam action, is yours to experience in this stunning add-on for Train Simulator!

Despite plans for a railway to run south of the Black Forest that were drawn up as early as the 1860s, the Franco-Prussian war twisted Germany’s hand into building a strategic railway that could support military traffic, and remain on the local side of the Swiss border. Such a railway would give Germany a key advantage over any retaliatory strikes, allowing a swift delivery of supplies throughout Baden-Württemberg.

The line would diverge off the Black Forest Railway to Konstanz at Immendingen, and take a general south-westerly descent towards Lauchringen, where it joined with the Upper Rhine Railway. Either side of the line proved little construction or operational challenges; track layout was conventional, and line speeds were on par and other standard rural railways. A problem however did lie within the planned route’s central section.

Trains would need to fall roughly 250m in 9 km between Blumburg and Weizen, but with military, heavy military traffic the key focus of the entire line, gradients were not to exceed 1:100, and the connection was impossible through normal means. Instead engineers devised a similar strategy as seen on many mountain railways, they crossed the valley with multiple hairpin turns, grand viaducts and a complete 360° loop encased in a tunnel, a unique example of such a structure in Germany.

The line finally opened in the 1890s, and was home to mainly passenger traffic when its purpose as a military line needn’t be fulfilled. The winding nature of the central section saw the line adopt the nickname Sauschwänzlebahn (pigtail line), and its popularity among travelers was two-faced; yes, the scenery on offer was fantastic, but it came at a price, fares were calculated by route distance, and the pigtail took over 26 km to travel about 9 km.

The line was actually built with the provision of track-doubling in mind, but the line never proved busy enough to warrant such an upgrade. In fact, after the Second World War, the line’s use began to decline and passenger services began to fade away, until they were stopped in 1974 (with freight continuing up the southern section until 2001). Despite it all, the line’s lifespan would not be spent just yet.

In 1976, a voluntary organisation came together in an effort to re-open the line as a museum for steam locomotives, and the line’s popularity quickly grew as a tourist attraction. The preserved line drew such a crowd in fact, that the northern section of the line was also introduced as part of the ‘3er-Ringzug’, a passenger network linking the local areas of southern Germany together.

With the Wutachtalbahn, you can try something truly unique within Germany, operating along a heritage railway on the footplate of steam-era traction, all while taking in the spectacular sights!

08/09/2017

http://store.steampowered.com/app/562378/Train_Simulator_Wutachtalbahn_Lauchringen__Immendingen_Route_AddOn/

Clinging to the Swiss border, the Wutach Valley Railway is perhaps the most unique and splendid in all of Germany. Packed with higher and lower speed running, stunning scenery and spectacular viaducts, the Wutachtalbahn, complete with fantastic steam action, is yours to experience in this stunning add-on for Train Simulator!

Despite plans for a railway to run south of the Black Forest that were drawn up as early as the 1860s, the Franco-Prussian war twisted Germany’s hand into building a strategic railway that could support military traffic, and remain on the local side of the Swiss border. Such a railway would give Germany a key advantage over any retaliatory strikes, allowing a swift delivery of supplies throughout Baden-Württemberg.

The line would diverge off the Black Forest Railway to Konstanz at Immendingen, and take a general south-westerly descent towards Lauchringen, where it joined with the Upper Rhine Railway. Either side of the line proved little construction or operational challenges; track layout was conventional, and line speeds were on par and other standard rural railways. A problem however did lie within the planned route’s central section.

Trains would need to fall roughly 250m in 9 km between Blumburg and Weizen, but with military, heavy military traffic the key focus of the entire line, gradients were not to exceed 1:100, and the connection was impossible through normal means. Instead engineers devised a similar strategy as seen on many mountain railways, they crossed the valley with multiple hairpin turns, grand viaducts and a complete 360° loop encased in a tunnel, a unique example of such a structure in Germany.

The line finally opened in the 1890s, and was home to mainly passenger traffic when its purpose as a military line needn’t be fulfilled. The winding nature of the central section saw the line adopt the nickname Sauschwänzlebahn (pigtail line), and its popularity among travelers was two-faced; yes, the scenery on offer was fantastic, but it came at a price, fares were calculated by route distance, and the pigtail took over 26 km to travel about 9 km.

The line was actually built with the provision of track-doubling in mind, but the line never proved busy enough to warrant such an upgrade. In fact, after the Second World War, the line’s use began to decline and passenger services began to fade away, until they were stopped in 1974 (with freight continuing up the southern section until 2001). Despite it all, the line’s lifespan would not be spent just yet.

In 1976, a voluntary organisation came together in an effort to re-open the line as a museum for steam locomotives, and the line’s popularity quickly grew as a tourist attraction. The preserved line drew such a crowd in fact, that the northern section of the line was also introduced as part of the ‘3er-Ringzug’, a passenger network linking the local areas of southern Germany together.

With the Wutachtalbahn, you can try something truly unique within Germany, operating along a heritage railway on the footplate of steam-era traction, all while taking in the spectacular sights!

01/09/2017

http://store.steampowered.com/app/621920/Train_Simulator_Western_Hydraulics_Pack_AddOn/

Recount the iconic and distinctive hydraulics in this bumper package for Train Simulator featuring BR Class 35, BR Class 42 and BR Class 52 locomotives as they were in their heyday. This conversion kit for the Riviera Line in the Fifties: Exeter - Kingswear Route Add-On (available as a separate purchase) permits authentic operations on the route to the much-loved transitional diesel era.

Between 1961 and 1964, a total of 101 ‘D7000’ series locomotives were produced for the Western Region of British Railways. The D7000s worked out of Old Oak Common, Cardiff Canton and Bristol Bath Road, and with their 1700hp Bristol-Siddely/Maybach MD870 engines producing a maximum tractive effort of 46,600 lbf, could effectively handle secondary passenger and freight at speeds upwards of 90mph.

Much like most British Railways locomotives, the D7000s started life in BR Green livery, but some were soon seen in BR Blue before the entire fleet was untimely withdrawn from service. Unlike other classes however, the early Green guises were much more elaborate on the D7000s, featuring a Brunswick and light green body, medium grey roof, white window surrounds and on later iterations, yellow warning panels. Although never renumbered, the D7000 fleet was reclassified under TOPS as the BR Class 35, and they were nicknamed the “Hymek”.

Between 1958 and 1964, a total of 38 locomotives were built for express passenger services on BR’s Western Region, numbered in the series of D800 to D832 and from D866 to D870. These were allocated to Old Oak Common, Newton Abbot, Plymouth Laira and Bristol Bath Road, from where they headed trains such as the Cornish Riviera Express and the Bristolian. Unlike the D7000, the locomotives featured two Maybach MD650 engines providing a combined output up to 2270hp, so despite the similar top speed of 90mph, the ‘Warship’ Class 42 (as they would later be known) could haul significantly heavier loads.

Again, these locomotives started life in BR Green, although not as vibrant as the D7000’s variation, however the Western Region soon turned controversial as they adopted maroon as their new standard colour and applied it to the Class 42. By 1966, BR Blue started to appear on the fleet. Whereas the D7000s were not named, each Class 42 was, and all but two were named after Royal Navy vessels, and the fleet was known as the “Warship” diesels. As locomotives were re-liveried post-1968, the ‘D’ prefix was dropped from the number, and despite being reclassified as BR Class 42 under TOPS, this was not reflected in reality.

Between 1961 and 1964, a total of 74 ‘D1000’ series locomotives were constructed to relieve the D800s of the Western Region top-link expresses, for which they were underpowered. When new, the D1000s were allocated to Old Oak Common, Plymouth Laira, Bristol Bath Road, Cardiff Canton and Landore, however as Class 50s, and later the HST took their place, they were all based at Laira. Much like the D800s, the D1000s were fitted with two engines, but the Maybach MD655 was utilised, and a pair of them could produce a staggering 2700hp.

The D1000s were also subject to the likes of BR Maroon and BR Blue, however they were also seen in more unique liveries such as BR Desert Sand a trial in testing for a new standard colour for locomotives of BR. Interestingly, there has been debate over what type of blue was used on some D1000s; early reports stated a ‘chromatic blue’ was used, giving the locos a metallic sheen. Some enthusiasts accept that this is merely an early camera anomaly, and that no such blue was ever implemented. Every D1000 locomotive was named ‘Western…’ and a single word such as ‘Champion’, and so they were known as the “Western” class. Under TOPS, the D1000s became the BR Class 52, but were never renumbered as such before withdrawal.

For Train Simulator, the Western Hydraulic Pack brings the Hymeks, Warships (Class 42 only) and Westerns to life, as they were in operational service. Additionally, multiple liveries are present, and so are nameplates, a lot of nameplates!

01/09/2017

http://store.steampowered.com/app/621920/Train_Simulator_Western_Hydraulics_Pack_AddOn/

Recount the iconic and distinctive hydraulics in this bumper package for Train Simulator featuring BR Class 35, BR Class 42 and BR Class 52 locomotives as they were in their heyday. This conversion kit for the Riviera Line in the Fifties: Exeter - Kingswear Route Add-On (available as a separate purchase) permits authentic operations on the route to the much-loved transitional diesel era.

Between 1961 and 1964, a total of 101 ‘D7000’ series locomotives were produced for the Western Region of British Railways. The D7000s worked out of Old Oak Common, Cardiff Canton and Bristol Bath Road, and with their 1700hp Bristol-Siddely/Maybach MD870 engines producing a maximum tractive effort of 46,600 lbf, could effectively handle secondary passenger and freight at speeds upwards of 90mph.

Much like most British Railways locomotives, the D7000s started life in BR Green livery, but some were soon seen in BR Blue before the entire fleet was untimely withdrawn from service. Unlike other classes however, the early Green guises were much more elaborate on the D7000s, featuring a Brunswick and light green body, medium grey roof, white window surrounds and on later iterations, yellow warning panels. Although never renumbered, the D7000 fleet was reclassified under TOPS as the BR Class 35, and they were nicknamed the “Hymek”.

Between 1958 and 1964, a total of 38 locomotives were built for express passenger services on BR’s Western Region, numbered in the series of D800 to D832 and from D866 to D870. These were allocated to Old Oak Common, Newton Abbot, Plymouth Laira and Bristol Bath Road, from where they headed trains such as the Cornish Riviera Express and the Bristolian. Unlike the D7000, the locomotives featured two Maybach MD650 engines providing a combined output up to 2270hp, so despite the similar top speed of 90mph, the ‘Warship’ Class 42 (as they would later be known) could haul significantly heavier loads.

Again, these locomotives started life in BR Green, although not as vibrant as the D7000’s variation, however the Western Region soon turned controversial as they adopted maroon as their new standard colour and applied it to the Class 42. By 1966, BR Blue started to appear on the fleet. Whereas the D7000s were not named, each Class 42 was, and all but two were named after Royal Navy vessels, and the fleet was known as the “Warship” diesels. As locomotives were re-liveried post-1968, the ‘D’ prefix was dropped from the number, and despite being reclassified as BR Class 42 under TOPS, this was not reflected in reality.

Between 1961 and 1964, a total of 74 ‘D1000’ series locomotives were constructed to relieve the D800s of the Western Region top-link expresses, for which they were underpowered. When new, the D1000s were allocated to Old Oak Common, Plymouth Laira, Bristol Bath Road, Cardiff Canton and Landore, however as Class 50s, and later the HST took their place, they were all based at Laira. Much like the D800s, the D1000s were fitted with two engines, but the Maybach MD655 was utilised, and a pair of them could produce a staggering 2700hp.

The D1000s were also subject to the likes of BR Maroon and BR Blue, however they were also seen in more unique liveries such as BR Desert Sand a trial in testing for a new standard colour for locomotives of BR. Interestingly, there has been debate over what type of blue was used on some D1000s; early reports stated a ‘chromatic blue’ was used, giving the locos a metallic sheen. Some enthusiasts accept that this is merely an early camera anomaly, and that no such blue was ever implemented. Every D1000 locomotive was named ‘Western…’ and a single word such as ‘Champion’, and so they were known as the “Western” class. Under TOPS, the D1000s became the BR Class 52, but were never renumbered as such before withdrawal.

For Train Simulator, the Western Hydraulic Pack brings the Hymeks, Warships (Class 42 only) and Westerns to life, as they were in operational service. Additionally, multiple liveries are present, and so are nameplates, a lot of nameplates!