Smokebox has today released an update for their incredible FEF-3 as part of their ongoing commitment to develop and improve the locomotive. Please see the extensive list of fixes and enhancements below.

Here's a list of what's been fixed:

• Numerous fixes to save and resume
• Activation of locomotive brake cylinder piston animations corrected
• When switching from the #5 view to the #2 view, the FEF-3 cab windows no longer have a mirror effect
• Pilot coupler hood can now be removed in the HUD version

Here's a list of what's been enhanced:

• Feedwater pump gauge needle now pulsates each time the pump's piston performs one stroke.
• Updated brake simulation for the Advanced version, adapted from the Soldier Summit advanced brakes (including scripted auxiliary and quick service reservoirs, selectable brake difficulty level and reporting of the handle detents).
• Increased condensation in winter (Advanced version).
• Enhanced smoke and steam effects.
• Cylinder cocks now emit steam only when the admission valves are open and there is steam in the cylinders (Advanced version).
• Improved clanking sounds, especially when coasting.
• Added impact and coupling sounds.
• Added fire noise (audible when the firebox peephole is open).
• Smoke emanates from firebox peephole when smokebox draft is low.
• Cab background rumble noise added.
• Modified soot calculations.
• Performance report gives the weight of the consist in US short tons.
• Animated bell clapper.
• Darkened texturing of lightweight car tyres.
• Harmonized "External forces factor" so that steam and smoke all drift in the same direction.
• AI FEF-3s now mimic many operations of the player-driven locomotive in the same consist - for example, they will open their doors and windows when the player does.
• The track conditions (dry, wet, snow or leaves) are initialised automatically at the start of a scenario, according to the season and weather.
• Tender cargo trigger boxes increased in size for easier refuelling.
• Tender coupling pin added.
• Additional Quick Drive consists for the all-black liveried FEF-3 have been added.

If you own the FEF-3, 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 we will be ready to help.

The FEF-3 update will be approximately 173MB in size.

No Updated Content? Steam File Verify

In the unlikely event that Steam fails to update the Add-Ons listed in the article, you'll need to perform a file verify and ensure Steam provisions your installation properly. Follow the instructions listed at this link to perform a file verify to reset your installation to default. Note that this process can take some time to complete and, if you have a high number of Add-Ons, we'd recommend you do this overnight.

If you find that after the file verify has completed, you are confident you have not received the update, please contact our Support Team by submitting a ticket to our support site where someone will assist you directly.

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The Polar Express. Photograph copyright and reproduced courtesy of Sony Pictures Imageworks/Warner Bros Pictures

We have had the Holiday Express in 2013 and Game of Grones in 2014 but what about the Polar Express foe 2015. I have seen The Polar Express (2004) many times and I was thinking that it woould be a good idea to propose this idea as a Christmas special. I bet people will like this even if it is not made in 2015 it should be made in 2016. It should be a fictional route from some neigborhood to the North Pole depending on how DTG wants to make it but I think this will certainly have some Christmas spirirt in railfans who play Train Simulator.

Roster

Pere Marquette 1225 (An American 2-8-4 Berkshire type steam locomotive).

Pullman Coaches

Hopefully this is a success as a special Christmas addon in Train Simulator 2016!

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The unique and successful NJ Transit GP40PH-2B is now available for Train Simulator and perfectly suited for service on the busy and scenic North Jersey Coast Line route.

NJ Transit’s GP40PH-2B is now available for
Train Simulator, and Gary Dolzall
takes a look at the distinctive locomotive

From the early 1960s through the late 1980s, Electro-Motive built thousands of locomotives employing its standard “Spartan cab” design, the highly successful GP40 among them. And yet, NJ Transit’s GP40PH-2Bs, now available for Train Simulator and ideal for service on the North Jersey Coast Line route, both figuratively and literally brought a special “flair” to EMD’s classic design!

The EMD GP40 was introduced in late 1965 and in standard form was designed to tote freight, quickly proving itself a popular and successful railroad workhorse. By December 1971, more than 1,200 GP40s were constructed by EMD, and between 1972 and 1986, over 1,000 similar successor GP40-2s would go to work across North America. And, mixed among all those hundreds of GP40s constructed to haul tonnage, also emerged customized versions of the locomotive capable of commuter and passenger duty.

In 1966, Canada’s GO Transit purchased eight special GP40TC locomotives that utilized a 500-kw head-end power (HEP) set, and two years later the Central Railroad of New Jersey (CNJ), which operated commuter train services out of its Jersey City Terminal, also selected the GP40 as new power. CNJ’s aging passenger equipment at the time still replied upon steam heat and the CNJ units were built with steam generators and designated by EMD as the GP40P. CNJ purchased 13 GP40Ps, which compared to a standard GP40, were two-and-a-half feet longer, featured a squared-off rear carbody – and displayed the rather dramatic-looking large “flared” rear cooling radiators made famous among train-watchers by the contemporary EMD SD45 (standard freight-service GP40s had flat-sided, smaller radiator panels).

When NJ Transit was formed in the early 1980s to take over Conrail’s commuter operations in the state of New Jersey, NJT inherited what remained of CNJ’s commuter operations – including the ex-CNJ GP40Ps. And so began a long-lived tenure of GP40-family locomotive serving the New Jersey commuter carrier that extends to this day.

NJ Transit made a rapid transition to HEP-equipment and the ex-CNJ GP40Ps had their steam generators removed and HEP installed in 1983-1985. Satisfied with the performance and versatility of the GP40Ps, NJT contracted to add similar units to its roster and beginning in 1987 acquired 15 units it designated as the GP40FH-2, which were remanufactured locomotives supplied by Morrison-Knudsen. These locomotives were rebuilt from retired GP40s and uniquely featured standard EMD “Spartan”-style cabs but full-width cowl carbodies (reclaimed from retired Burlington Northern F45s).

Wishing to extend the life of its ex-CNJ GP40Ps and at the same time bring the veterans up to “Dash 2” standards, NJT in 1991-92 contracted with Conrail’s Juniata (Altoona, Pa.) shops to rebuild the locomotives, which were then redesignated GP40PH-2s and were given NJT road numbers 4100-4112. NJT in 1992-1993 again contracted with Morrison-Knudsen to provide six additional remanufactured GP40 units which were visually and mechanically similar to the remanufactured CNJ veterans, including addition of HEP equipment and use of those distinctive flared cooling radiators. These units were assigned NJT road numbers 4145-50.

With an appetite to add even more power, NJT in 1993-1994 returned to Conrail’s Juniata Shops, this time enlisting the shops to convert 19 ex-Conrail freight GP40s into a like number of GP40PH-2B rebuilds (NJT 4200-4218). After GP40PH-2 4148 was wreck damaged, it, too, was sent to Altoona to emerge as GP40PH-2B 4219. And yet again, with the GP40PH-2B, the rebuilding process included addition of HEP capabilities and the visually distinctive and flared cooling radiators.

NJ Transit’s GP40 family has for decades served able duty on the commuter carrier. And, in the form of the GP40PH-2B, these distinctive and highly successful locomotives are now available for Train Simulator service and are perfectly and authentically suited to the North Jersey Coast Line route. Capturing the unique and colorful styling of the NJT’s rebuilt locomotives and offering advanced features such as NJT’s cab signaling system, the Dovetail Games’ GP40PH-2B is accompanied by Comet-series push-pull equipment and includes a trio of challenging career scenario. – Gary Dolzall

NJ Transit’s family of GP40 locomotives have been regular fixtures on the bustling commuter railroad for decades. On a wintry day, GP40PH-2B 4204 departs from Hoboken Terminal (above), and makes quick work of the run across the Jersey meadows (below) toward Newark. All screenshots by Gary Dolzall

Hurrying south over what was once the famed New York & Long Branch (NY&LB), NJ Transit GP40PH-2B 4215 crosses Cheesequake Creek (above), while on another day the type’s “class unit,” NJT 4200 (below) hustles north near Manasquan.

As evening dusk falls along the Jersey Shore, NJ Transit GP40PH-2B 4215 leads a Long Branch-bound train and encounters a dual-power ALP-45DP pushing north (above), then shortly thereafter arrives at its Long Branch destination (below).

NJT’s GP40PH-2B locomotives feature a tradition GP40 “Spartan” cab styling and engineer’s control stand, but utilize special cab signal and speed indication equipment.

As NJ Transit commuter trains meet on the double-track North Jersey Coast Line, the distinctive flared cooling radiators applied to the GP40PH-2Bs are visible on NJT 4215.

With the release of the GP40PH-2B, four authentic NJ Transit locomotive types are now available for service on Train Simulator’s acclaimed North Jersey Coast Line, including (left to right), the GP40PH-2B diesel, ALP-46 electric, F40PH-2CAT diesel, and ALP-45DP dual-power locomotive.

Photograph copyright and reproduced courtesy of James Sutcliffe.

The third oldest subway system in the world, the Glasgow Undergroud, also known as the Clockwork Orange is also one of the smallest. With only 15 stations, 6.5 miles of track and a 4ft track gauge makes it one of the more unique transit systems. The subway began operation in 1896, consisting of 2 car cable powered trains which were in use for 81 years until 1977. The new subway opened in 1980 with new state of the art 3 car trains capable of driverless operation, which has been used ever since, to the present day.
The subway's nickname - The Clockwork Orange, comes from the design of the system:

As you can see the Subway is shaped like an oval (known as the Circle by Glasgweigans) consisting of 2 lines: Outer and Inner. Trains run on a continuous loop on either line meaning they do not terminate unless they are going to be going to the depot above ground, which cuts away from the line between Ibrox and Govan.

I think the Glasgow Subway would be a good route for Train Simulator 2016 as it will give DTG an easy experience on building Subway systems within the game for future routes, I feel it would give customers a nice quick easy route to drive in and gives them the experience of driving underground on a basic system.

To conclude this proposal I'll leave you with some photos:

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Built by some 20,000 workers between 1848 and 1854, the 41km (25.5 mi) Semmering Railway connects the Austrian towns of Mürzzuschlag and Gloggnitz whilst traversing the heavily mountainous terrain of Semmering Pass. It was the first standard gauge mountain railway ever constructed and is considered the first ‘true’ mountain railway due to the immense change in altitude and the very difficult terrain across the route.

The line itself sees a 460m altitude difference in the space of 41km, 60% of the track is on a 2-2.5% (around 1:40) gradient with as much as 16% featuring very tight radius curves at only 190m. These feats of engineering combined together to make one of the most picturesque rail journeys in Europe, with tourism booming following the completion of the line.

The Semmering Railway features many structures along the line to aid in crossing some of the deep valleys and getting past the mountains, there are over 100 stone bridges, 11 iron bridges, 16 viaducts of which some are two storeys high and 14 tunnels that add up to 1477m long, ironically the 16 viaducts also add up to the exact same length of 1477m.

The incredible grades and tight curves along the Semmering Railway resulted in the need for new locomotives that could more easily handle the task, to decide which locomotives these would be, a competition was held. The new locos had to be able to traverse the grades and curves while maintaining a minimum speed of 11.5 km/h. 4 companies submitted their locos and even though they were all successful in trial runs, they weren’t reliable enough in running.

Eventually the railway settled for the Engerth locomotive, a unique articulated tender loco that had a top speed of 19 km/h up the steepest gradients thanks to the weight of the fuel and water being spread across all the axels, providing more traction.

The increased accessibility to the mountains set the path for purpose built Alpine resorts, with parts of the railway becoming known for their summer orientated architecture such as hotels and villas. It also lead to the construction of residential areas, this created a new form of landscape not usually seen on mountainous terrain. The line was electrified with the 15 kV overhead catenary system between 1957 and 1959, this vastly changed the appearance of the route, but didn’t have much of an effect on the overall view.

Today the line is owned and operated by the Austrian Federal Railways some 160 years after its construction and plays a key role in connecting Vienna and Graz as part of the ÖBB Southern Railway. The Semmering Railway was listed as a UNESCO World Heritage site in 1998. Despite the fantastic scenery, towering bridges and challenging grades, a new 27.3km tunnel is being constructed under the mountains to bypass the Semmering Railway, this will be known as the Semmering Base Tunnel and is expected to open in 2024.

EuroSprinter ES 64 U2: ÖBB Class 1116 ‘Taurus’

The EuroSprinter is a family of electric locomotives built by Siemens primarily for the European market. The product name for the EuroSprinters is ES 64, ES meaning EuroSprinter and 64 representing the 6400 kW power output from the locos. Different variants are indicated by a letter following the product name, some examples are ES 64 P would mean Prototype or ES 64 F would mean freight. Additional classification may be required to designate how many power types the locomotive houses, for example one that could operate on both the 15 kV and 25 kV catenary would be an ES 64 U2.

The original ES 64 P was constructed in 1992 as a potential replacement for all the old Standard Electric Locomotives, it heavily resembled the RENFE Class 252 built be Siemens the previous year and housed three phase asynchronous equipment made popular by the DB BR 120. The ES 64 P was tested extensively throughout mainland Europe, the results being positive, it was classified as the DB BR 127 and is operating today under Dispolok.

The next 2 iterations of the EuroSprinter family were the ES 64 F and F4, Classified as the DB BR 152, the ES 64 F entered service in 1996 as an exclusive freight locomotive however the provisions for passenger hauling were included. The ES 64 F replaced the ageing DB BR 150/151 with 170 being built in total. Although powerful, the ES 64 F is known for its slippery nature when starting a heavy train, this was due to the lightweight construction of the locomotive. The ES 64 F4 is practically identical in terms of construction to the F, but the 4 indicates it is able to run on 4 different power systems, 15, 25 kV (AC) and 1.5, 3 kV (DC) catenary.

The ES 64 U was built as the first high speed variant of the EuroSprinter sporting a top speed of 140mph, the design differed significantly from the previous EuroSprinters with more rounded and streamlined edges designed for high speed efficiency. The U designation means this locomotive is universal, being able to handle both passenger and freight operations, to aid in reducing the forces on the track at higher speeds, the U houses a Quill drive.

ÖBB ordered ES 64 U and U2 locomotives for their passenger and freight needs, they classified their locomotives as the Class 1016 (U) and Class 1116 (U2), they also officially named their locomotives the ‘Taurus’. While the name only applies to the Austrian locomotives, the entire ES 64 U+ Class is now nicknamed Taurus by many people. One variant of the EuroSprinter, an ES 64 U4 holds the record for the fastest conventional electric locomotive in the world at an impressive 357 km/h (222mph).

FEATURES

The Semmeringbahn for Train Simulator features:

• 41km route from Mürzzuschlag to Gloggnitz
• Passenger and Freight Orientated Scenarios
• Railfan Mode
• EuroSprinter ES 64 U2: Class 1116 ‘Taurus’ in ÖBB Livery
• Bmz Eurofima Coach in ÖBB Livery
• Habbins Bogie Van Wagon
• Zags Bogie Tanker Wagon
• Sggrss Container Wagons
• Tdrs 2-Axle Hopper Wagons

The Semmeringbahn: Mürzzuschlag to Gloggnitz is available now on Steam.

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In response to your important feedback on a variety of add-ons available for Train Simulator 2016, we have today released an update for the North London Line Route and DB Schenker Class 59/2.

Here's a list of what's been addressed:

North London Line

• Fixed an issue that would cause cats to cry out along the entirety of the route
• Fixed an issue with Quick Drive that would result in a derailment

TfL Class 378

• Fixed an issue in the scenario "Late for Work" which causes a power loss on save/reload
• Fixed some minor texture issues

DB Schenker Class 59/2

• Fixed an issue with the Ammeter which was representing the improper values
• Fixed an issue with stretchy couplings
• Fixed a number of errors in the Steam Overlay information
• Fixed an issue which would cause brake squeal to sound repeatedly at low speeds

If you own either the North London Line route, or the DB Schenker Class 59/2, 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 we will be ready to help.

The North London Line update will be approximately 55.9MB in size and the DB Schenker Class 59/2 update will be approximately 10.1MB in size. Combined the updates will be 66MB in size.

No Updated Content? Steam File Verify

In the unlikely event that Steam fails to update the Add-Ons listed in the article, you'll need to perform a file verify and ensure Steam provisions your installation properly. Follow the instructions listed at this link to perform a file verify to reset your installation to default. Note that this process can take some time to complete and, if you have a high number of Add-Ons, we'd recommend you do this overnight.

If you find that after the file verify has completed, you are confident you have not received the update, please contact our Support Team by submitting a ticket to our support site where someone will assist you directly.

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A Ferromex SD70ACe runs through Tepic's yard.

When it comes to North American routes, DTG has made a bit of a fair share of American routes and one Canadian route. But I noticed that DTG has forgotten another North American (or Central American if you prefer) country, and that country is Mexico. It may not seem like much to DTG and pass it off with comparing most of the route environments to routes like Cajon Pass, or Sherman Hill, but that's not what most of Mexico is like. Which is why I propose to DTG to make a route for Ferromex.

Photograph copyright and reproduced courtesy of mattbuck.

The Cross-City Line runs from Litchfield to Redditch via Birmingham. It was opened in 1978, It is operated by London Midland and is powered by overhead wires. It is 32 miles long and would be very suitable for the game.

Normal services are run by Class 323s which haven't yet been added to the game.

The line starts at Litchfield Trent Valley then goes under the WCML and into the first stop of Litchfield City and then goes under the M6. Here there is a turn off into the Anglesey Sidings freight terminal. The next stop Shenstone and then Blake Street. The line then goes to Sutton Coldfield, going under the Sutton Loop Line and through a tunnel. Other stations are Wylde Green, Chester Road, Erdington and Gravelly Hill. We will then go past the first landmark of the route, the M6 crosses which leads to Spaghetti Junction. The line will now cross over with the chase line at Aston station, the Cross-City Line will follow this until the Aston Junction where we will continue forward, going via Duddeston where we will hit the main junction of the line. I personally would describe it as a large mess of tracks at it combines with the CrossCountry route, Birmingham Peterborough and Birmingham to Stafford all leading to the centre of the line Birmingham New Street. The line will carry on past the University and Kings Norton where the line will connect to the Camp Hill Line, through Barnet Hill and to Redditch where the line ends. 

I think this would be an awesome route for train sim, I hope you all agree.

Photograph copyright and reproduced courtesy of David Burrell.

Photograph copyright and reproduced courtesy of John Armistead.

Thorpe-le-Soken Station, located on the Sunshine Coast Line. Photograph copyright and reproduced courtesy of Torecles.

Overview

The Sunshine Coast Line spans from Colchester to Clacton-on-Sea and Walton-on-the-Naze branching off at Thorpe-le-Soken. With local services operated by Abellio Greater Anglia and utilising the Class 321 and Class 360 EMU it offers an oppurtunity to partake on a popular route.

Terminating Stations

Clacton-on-Sea

Opened in 1882 Clacton-on-Sea (CLT), which has 4 platforms, is located 69 miles 56 chains (112.2 km) from London Liverpool Street and is served typically by a once an hour service leaving 5 minutes past the hour every hour but is upped to 4 per hour during peak times. The services to/from Clacton call at Thorpe-le-Soken, Wivenhoe, Colchester, Witham, Chelmsford, Ingatestone, Shenfield, Stratford and continue to terminate at London Liverpool Street.

Two Class 321's at Clacton-on-Sea. Photograph copyright and reproduced courtesy of Geof Sheppard.

Walton-on-the-Naze

Opened in 1867 Walton-on-the-Naze (WON), which has 1 platform, is located 70 miles 17 chains (113.0 km) from London Liverpool Street and is servied typically by a once an hour service leaving on the hour every hour and is complimented during peak times by a shuttle service to/from Thorpe-le-Soken. The services to/from Walton call at Frinton-on-Sea, Kirby Cross, Thorpe-le-Soken, Weeley, Great Bentley, Arlesford, Hythe, Colchester Town and continue to terminate at Colchester.

The singular platform at Walton-on-the-Naze. Photograph copyright and reproduced courtesy of Nigel Cox.

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GWR Pannier Tank No. 7733 sits at Paignton Station preparing for a stopping passenger service down to Kingswear. Unfortunately a locomotive has broken down on the Kingswear turntable, and as a result no locomotives can be easily turned around for today’s services.

The Pannier Tanks were GWR’ most numerous steam locomotives and worked hard throughout the Great Western network giving them an iconic status equivalent to the Castle, King and Hall Classes and earning their place on the Riviera Line in the Fifties route, available exclusively with TS2016.

The GWR 5700 Class, more commonly known as the Pannier Tank, was built between 1929 and 1950. They were designed as a shunter and light goods locomotive with an 0-6-0 configuration and a total of 863 were built, making the Pannier Tanks the largest GWR Class ever produced and the second most produced in Britain. These locomotives were used to replace a number of tank locomotives including the 1813, 1854 and 2700 Classes which were beginning to show their age.

The Pannier Tanks shared an appearance with the GWR 2721 Class, the main differences being in the cab construction, bunker size and the use of Belpaire fireboxes. Following the GWR rebuilding various other tank locomotives with multiple water tank designs, when it came to the 5700 Class they based them upon the Pannier Tank, this gave the locos a lower centre of gravity which made turning faster a lot easier and safer.

Despite being in production for over 20 years, the overall design barely changed, this showed that Collett’s improvements over the 2721 Class were good enough that nothing needed majorly upgrading throughout the years. The Locomotives weren’t completely without variation though with changes being made to the cab design including the backplate and window shape, some locos also had a slightly increased cab-to-track height from 11ft 4 5/8 in to 11ft 11 1/2 in.

Other changes made to variations of the Class included whistle shields to prevent the steam expelled from the whistles from blocking the view out of the front windows, extra handrails were also added to some locomotives with the aim of providing the fireman with easier access to the coal bunker. 11 locomotives received alterations to be compatible with London’s Metropolitan Line including being fitted with condensing gear. The other main, and rather different looking change was the 13 Pannier Tanks which received spark arresting chimneys so they could safely work in military depots.

The 5700 Class performed a variety of duties whilst in service, not only did it do as it was designed for, shunting and light goods operations, they were also proved to be very proficient at local and branch line passenger duties, the small 0-6-0 wheelbase able to cope well on tighter, rural routes.  Some locomotives did the hardest job of all and replaced more powerful locomotives on heavy freight trains when needed, usually with sparks flying as a result.

Most of the 5700 Class was withdrawn between 1957 and 1962, this was when London Transport acquired their locomotives and the National Coal board also decided to take some on. Some NCB Pannier Tanks worked at Mountain Ash colliery for the rest of their lives, which surprisingly extended far beyond the 1955 Modernisation Plan, with the last 5700 Class still in service there well into the 1970s and was kept around the colliery until at least 1980. Luckily, as many as 16 locomotives survived into preservation, these being: 3650, 3738, 4612, 5764, 5775, 5786, 7714, 7715, 7752, 7754, 7760, 9600, 9629, 9681 and 9682.

(Above) All aboard! 7733 is given the all clear as the last passengers climb into the 3 Collett coaches forming todays service, all that is left now is for the signalman to clear the level crossing up ahead. (Below) 7733 departs quickly out of Paignton with her three coaches in-tow. The next station, Goodrington Sands, is not that far away at all as it serves one of the bays of Paignton.

(Above) The Pannier Tank rolls across the lower Paignton level crossing, the station itself is situated between two level crossings resulting in anyone trying to get around town by car possibly seeing many trains no matter which route they go. (Below) The service passes some of the many carriage sidings found around Goodrington, it would appear the Riviera Line is very busy on this warm, sunny day as there doesn’t appear to be any spare coaches left.

(Above) The brakes are applied and 7733 brings the passenger service to a crawl, although seeing a locomotive working backwards is not completely farfetched, it is certainly not what the local railfans were expecting today. (Below) 7733 departs Goodrington at a very rapid pace in the hope to make the long climb to Churston as easy as possible, the Pannier Tanks although not designed for passenger use proved themselves worthy on the Kingswear Branch.

(Above) Shortly after the two tracks combine into one, the challenging 1:60 gradient starts. Despite the 5700 Class being versatile at tackling the Great Western countryside, a break will probably be needed at Churston to recover the boiler pressure and fire mass. (Below) The steep gradients of Devon will not only be a challenge now, but if the broken down locomotive at Kingswear is not operating by the time 7733 arrives there, then she’ll have to help another Pannier Tank locomotive to move a heavy freight consist back towards Newton Abbot.

(Above) 7733 now starts to turn and move away from the English Channel with Churston less than a mile and a half away, the harsh 1:60 gradient will continue for a majority of the way to the next station. Controlling any service on these gradients in any condition is no mean feat. (Below) The downside of all this working hard is easily seen on 7733 with the BR Black livery reduced to a greasy, rusty appearance. This was unfortunately the case with many steam locomotives following nationalisation, with the dawn of modernisation making it a futile effort restoring all the locos.

(Above) The Pannier Tank takes to the skies as the incredible hills are too much for the railway resulting in towering viaducts that span across the landscape, providing a spectacular view for Railfans and passengers alike. (Below) The journey along the Kingswear Branch can sometimes be a lengthy one, as is the case with 7733 as she tries to cope with the last of the steep gradient before a very easy run downhill to the terminus.

(Above) Shortly after traversing one viaduct, another is crossed. What is especially impressive about these structures is how they are built at the same 1:60 gradient as the trackage around them, leaving 7733 with no place to rest until the final approach into Churston. (Below) The driver can now bring back the regulator and give 7733 a chance to get some much needed water and coal into the mix as the worst of the gradient is over, it is only downhill (and naturally a lot faster) from here.

(Above) In the bay platform as Churston can be seen yet another Pannier Tank, No. 7758 which currently resting before providing the regular shuttle service along the Brixham Branch, a distance of only around 2 miles. (Below) 7733 finally gets a rest at the stop at Churston station with the boiler pressure and fire mass having now normalised following the climb, the passengers are on board, the signal shines green and it is time to head down towards Kingswear.

(Above) The Pannier Tank departs more-or-less on time and quickly pulls away on the short level section of track that surrounds Churston Station as in the next several hundred yards, the brakes will have to be applied for a majority of the way down to Kingswear. (Below) 7733 starts down the varying gradients that are present in the 3 and a half mile stretch between Churston and Kingswear, a delicate balancing trick between the brake pressure and the hills now begins with vigilance being key.

(Above) The service passes under a bridge whilst weaving through a cutting in the landscape, it is near-impossible to make the railway hug the topography like roads can do, resulting in this locomotive alcove that provides unique views to whatever passes through. (Below) 7733 continues to wind down whilst keeping the speed under control. One of the advantages of running the locomotive backwards is the much clearer view of the track ahead, this was the disadvantage of steam locomotives soon to be eliminated by the dual cab diesels of the future.

(Above) The driver blows the whistle loud and clear before entering Greenway Tunnel, once at the other side 7733 will be running parallel to the River Dart on the final stretch before Kingswear. (Below) The Pannier Tank comes racing out the other side of the tunnel, with the sound of the pistons shifting echoing around the landscape. With most of the line downhill, there will be almost no need to use any power for the rest of the journey.

(Above) 7733 is now shrouded by the towering bank of the River Dart as the descent continues towards Kingswear at a rate of 1:66, as the gradient doesn’t change much here, the driver quickly finds a brake pressure that keeps the train running just below 45mph. (Below) The track has now levelled out but 7733 continues to brake for the speed reduction outside of Kingswear. While some passengers are for Kingswear itself, a lot of them will be taking the ferry to Dartmouth.

(Above) As suspected, the broken down locomotive, 6812 Chesford Grange is still broken down and hasn’t been able to move off of the turntable. This means 7733 will be attempting to take the mixed freight with the aid of another Pannier Tank already waiting. (Below) After battling with the gradients for the last several miles, the service finally terminates at Kingswear. 7733 will now uncouple from the 3 Collett coaches and leave them in the platform, then proceeding to make way to the front of the freight consist.

(Above) 7733 reverses to the end of the Kingswear platform where a run-around set of points are placed. The other Pannier Tank, 7728 sits behind half of the freight wagons. It was originally going to be a banker loco, but with the replacement of the Grange it has been coupled up to help all the way. (Below) The points are switched and 7733 can head forwards, past the coaches and couple to the freight wagons, due to siding limits the freight consist is currently in two halves, meaning some shunting manoeuvres will be required.

(Above) The Pannier Tank passes the coaches it took along the Branch Line, another locomotive will have to come and retrieve them for the return service as 7733 is needed to take the freight consist as far as Newton Abbot, that is if the two Panniers can do it, further help may be required. (Below) 7733 comes to a stop in preparation for reversing onto the first set of wagons. Chesford Grange can be seen in the distance which still won’t budge, this this continues some delays on the Riviera Line today will be inevitable.

(Above) The first half of the consist is coupled onto the rear of 7733 and she will now perform a similar manoeuvre to couple the last set before carefully heading off towards Newton Abbot. In a perfect world the locos should manage, albeit very slowly. (Below) Both Pannier Tanks will now work very hard together to get this heavy consist of freight wagons to Newton Abbot by which time a replacement Grange Class will hopefully be available. All the drivers hope for now is that the conditions remain as they are, inclement weather could be a real problem.

REASON TO BUY TS2016

If you've not yet bought TS2016, this is a great time to get on board and take a journey through the extreme. With trains so advanced you'd swear they were the real thing. Haul thousands of tons of cargo over Sherman Hill Summit in the legendary Union Pacific Gas Turbine, command the mighty Castle Class in the golden age of steam on the busy route of the famous Cornish Riviera and beat the clock as a Deutsche Bahn driver on the challenging West Rhine Main Line. Why not get involved with a passionate community and join in the fun of our many forthcoming competitions.

TS2016 features the biggest package of exclusive content ever delivered in Train Simulator, click the image below for a complete overview of what's included.

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EMT 153 379 + 153 383 departs Worksop for Nottingham.

EMT 153 385 arrives at Whitwell.

EMT 156 403 arrives at Creswell for Nottingham. Photograph copyright and reproduced courtesy of Bob Gellatly.

Railway line through Langwith/Whaley Thorns station. Photograph copyright and reproduced courtesy of Andrew Hill.

EMT 156 411 ready to depart from Shirebrook for Nottingham.

EMT 158 858 pulls away from Mansfield Woodhouse. Photograph copyright and reproduced courtesy of Derek Wilson.

EMT 156 406 at a stand at Mansfield.

EMT 156 410 approaching Sutton Parkway.

EMT 156 415 ready to leave Kirkby in Ashfield.

Empty platform at Newstead. Photograph copyright and reproduced courtesy of Adambro.

EMT 156 403 arrives at Hucknall next to a tram.

EMT 156 arrives at Bulwell next to an empty tram stop. Photograph copyright and reproduced courtesy of John Sutton.

EMT 156401 Arrives At Nottingham ready for a depature back to Worksop.

What Would It Bring To TS2016?

This would bring the Nottingham Trams into Train Simulator between Hucknall and Bulwell and lots of AI traffic at Nottingham Train Station. This would also mean that this would be the first Nottingham route for Train Simulator as there is no Nottingham route yet and one of the main reasons I am proposing this route because I am desperate for a Nottingham route. This route is not too long, it would be about approximately 58 minutes to drive to Worksop and 37 minutes to Mansfield Woodhouse so this would be a great addition to TS2016. Maybe in the future this route could extend from Nottingham to Leeds, Sheffield, Bedford (to complete Nottingham – St. Pancras), Manchester Piccadilly (to complete Nottingham - Liverpool Lime St.), Matlock, Newark Castle, Skegness, Norwich, Leicester, Lincoln Central, Peterborough, Derby and Birmingham New Street.

Rolling Stock On The Line would be:

• Nottingham Trams
• Class 43 HST (East Midlands Trains)
• Class 66 (Freight)
• Class 150 (Northern Rail) (rare)
• Class 153,156,158 (East Midlands Trains and Northern Rail)
• Class 170 (Cross Country)
• Class 220 Voyager (Cross Country) For the Morning Bournemouth Service 
• Class 222 Meridan (East Midlands Trains)

I hope this route will eventually be made as it would be a buy from me and it would make Train Simulator so much more fun, this is my number 1 route.

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Master Your Machine! It is a typical German autumn evening, rainy and cold. Despite the bad weather locomotives are desperately needed at Andernach. Your task is to bring a loco train of five BR 155 from Bonn to Andernach yard. However, close to the evening rush hour, driving a lowest priority train, this task will challenge your skills. You will follow regional service RE 10523 to Koblenz (based on actual timetable). So have an eye out for the signals.

Once again we hope you will join us in congratulating the three winners of the TS2016 Scenario Competition that we ran a few weeks ago, if you need reminding of the results you can easily find them here.

If you would like to drive along with us, you can find the scenario below, click on the image to be taken to the Steam Workshop.

[Sumner] The Loco Train / Der Lok-Zug

As soon as the scenario finished loading I was instantly found in a dark and rainy scene and was stabled in one of the sidings at Bonn with my consist being 5 very smart DB BR 155s. Before I even had a chance to look at the signals I was met with very impressive AI, one of which was RE 10523 which I would be following for today’s journey.

After getting set up I was expectedly sitting behind a red aspect, with a DB BR 101 hauling mixed freight right in front of me, the regional service headed for Koblenz continued to speed pass, and it was not long before I was given a cautionary go-ahead, the heavy rain making the signal look very odd, but perfectly readable.

I wasn’t even out of the siding before another service went barrelling past, this time it was another DB BR 155 with a heavy freight train headed north, I continued to snake past across the points until I was too on the main line.

Being in Bonn sidings, it didn’t take long to reach the main station where a northbound regional service pulled in. I was already being issued with cautionary aspects and so I maintained a subtle speed through and out of Bonn station.

Despite being significantly slower than the regional service, I was constantly met with warning after warning, I tried to find a speed that would give me the green, but it looked like I was going to face a distant red glow sooner rather than later.

I managed to find a speed that kept the cautionary aspects more-or-less at bay, I had to remain vigilant however with the heavy rain already making conditions as worse as they could possibly be, there was every chance of lowered adhesion upon braking.

As I continued along my journey, I passed a DB BR 294 working hard hauling a rather long and heavy freight consist, I couldn’t be distracted though, it would not be long before the regional service made a stop up ahead, and my braking would follow suit.

Surprisingly not too long after the DB BR 294 had rolled past, a northbound regional service was catching up to it, this would no doubt set the 294 into a siding and wait to be passed, and I wondered if I could end up doing the same in the future.

It soon became apparent the regional service had come to a stop, and I had slipped far enough ahead to once again see caution, I immediately began to apply the brakes, and luckily enough the locos held their own and no wheelslip occurred.

There it was, a red aspect up ahead, I crawled up to the signal as slowly as I possibly could, hoping that it would change before I had to come to a complete stop, I passed another hard working DB BR 294, and just my luck, the moment after I stop the signal turns green, typical!

As I gradually regained my speed, I was greeted with a DB BR 101 hauling a very long container freight consist, which I suspect was bound for Köln Eifeltor, and it is entirely possible that is what one of my many DB BR 155s could end up doing after I reach Andernach.

I hadn’t seen a cautionary aspect in a while, mainly due to my train being in an area with a slower speed limit than the regional one ahead, however I was nearing in on my destination, and the speed was, for now, picking up nicely.

After passing many different services along my journey, I also got the opportunity to see a DB BR 101 doing its duty in the form of a northbound InterCity service. I was now running along at line speed, as every signal I passed gave me the authority.

What a stunning sight from the platform, 5 DB BR 155s powering past, must be. I wouldn’t be powering for long though, I was rapidly approaching Andernach and the signals confirmed this, there was time to see just one more regional service sail past on its way towards Köln.

As I neared the entrance to the Andernach yard, I was faced with a red aspect guarding the path through, I once again defensively crawled towards it, and luckily enough I was called on into the siding where I would park up.

As I slowly crawled into the yard I passed several freight locos and wagons, some of which were waiting for me to pass. I got out of their way soon enough and parked perfectly in the siding, with each loco now available for service.

What a fantastic journey, congratulations once again to MrSumner[GER] and everyone else for your fantastic scenarios and experiences, keep an eye out right here on Engine Driver for more competition announcements in the future, we can’t wait to see what you can do!

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A roundhouse full of mighty SP Cab-Forwards, but the SP owned more than just the Cab-Forward.

There are lots of great steam engines available on Train Sim, from the giant Big Boys to the smallest K1. Steam had built many great nations and a good majority are still around to remind us of the yesteryear when steam was king...but face the facts: we dont have a LOT of steam engines for Train Sim.

The BEST known TS Steamers, in my opinion, are the Riviera 50s engines and the Smokebox FEF-3. Good examples of steam engines, but just not a good variety. This article will be the start of a series of loco pack proposals that include steamers for many great US routes (Sherman Hill, Horseshoe Curve).

Donner Pass: Southern Pacific had started its life on the Central Pacific and grew to become a regular route on the Union Pacific. DTG's representation of the route took a couple of glitches and mistakes (not saying that its a bad route, I thoroughly enjoy it!) but grew to become a popular route. One of the best known engines for the route is the Cab-Forward.

The G-Trax/DTG Cab-Forward is a marvelous model and brings the Donner Spirit to the days of steam and is a fan-favorite among steam enthusiasts...but why is it the only Donner Steamer (I couldn't find records of the 4449 traversing Donner) for the game?

What some existing TS steamers are missing is other steam engines. The UP didn't operate just Big Boys, they had Mikados, Consolidations, Ten-Wheelers, the list goes on! Think of it as like the GP9 Pack but for steam engines.

This article will focus on Five Southern Pacific steam engines for the Donner Pass route, Circa 1940s.

Loco 1: P Class Pacific 

The profile of a classic, the P-Class. In this photo, P-Class #2476 is prepping to leave the roundhouse. Photograph copyright and reproduced courtesy of Gene Deimling.

Every SP Railfan knows of the P-Class, including survivors 2467, 2479, and 2472. The P-Class are best known for fast passenger trains and were a common site along the SP Peninsula. They could've hauled small commuter trains or the grandest passenger trains of the Pullman Era. 146 were built and 3 survive today.

The P-Class could be the passenger engine for Donner Pass as there was passenger trains that frequently stopped at places on Donner, although in the later years it could've been assigned freight duty.

Loco 2: MT Class Mountains

Planned for use of passengers trains, they eventually ended up in every kind of service as more powerful engines were bought. MT3 #4344 is waking up for duty. Photograph copyright and reproduced courtesy of Gene Deimling.

This little blurb pretty much sums up what I was going to talk about for the MT Class...83 units were built for passenger service but ended up on dual. These MTs were common sights on Donner as they lugged big trains across the high 2% grade. None survive today.

The MT can be represented as the big-hauler or the helper engine on Donner Pass, although it could do some passenger running.

Loco 3: 4-10-2 Class 

A first for proposals in TS2016, a 3-Cylindered engine! Here SP #5023 awaits duty in a yard. Photograph copyright and reproduced courtesy of Fred Stindt.

All delivered in 1925, these big engines were originally bought for dual service on Donner Pass. They were good for fast service with 12 passenger cars. After straightening one too many curves they were reassigned to the Western, San Joaquin, Portland and Los Angeles Divisions where the number of curves was less. On these districts they were mainly used for drag freights and helper service. Today SP #5021 is the only survivor but one of 4 surviving 3-Cylindered engines.

As stated above, these were the strongest batch of non-articulated engines and were seen tackling the grade with long freight trains.

Loco 4: MK Class Mikado

The SD40-2 in the age of steam, the Mikado. Photograph copyright and reproduced courtesy of Bryan Bostwick

If you haven't heard of the Mikado, you can't call yourself a true railfan. The SP ordered 1644 units for service in the American, Atlantic and Mexican lines! Mikados were seen hauling locals and small trains but often double-headed to pull a train the size of a Cab-Forward consist. None survive today.

The Mikado will be a first if made becasue its a Mikado! We have no Mikados for TS and it'll be great. It can go dual on Donner and feature commuter and freight scenarios.

Loco 5: T-Class Ten-Wheeler

The smallest and last engine of the pack, the Ten-Wheeler. Photograph copyright and reproduced courtesy of Bryan Bostwick

Even the biggest of engines need a small companion, and thats exactly what the Ten-Wheeler is for. The SP ordered 651 Ten-Wheelers for SP service, but a good majority of them were built in turn of the millenium, before steam went big. Numerous examples survive today (couldn't find an exact number) including SP 2252 and SP 2248 (Grapevine Vintage Railroad).

For Train Sim, the T-Class can perform the switcher duties due to the age and power. The locals can range from small distances and switching can be limited to yards and yards only.

Like the Cab-Forward, it should come with period appropriate rolling stock, and narrowed down five Prime SP Rolling stock examples for the SP Steam Pack.

R-30-21 Pacific Fruit Express Reefer.

Coal Hopper 55Tn.

Overnight Boxcar 40Ft (Clean/Weathered).

Commuter Coach. Photo by Dick Leonhardt.

Woodside Off-Center Caboose.

The GP9 Pack can't be the only US Pack the features a great variety of engines for Train Sim, there needs to be one for steam engines too! Why not start with the Southern Pacific?

Frisco (SLSF-1522)

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In response to your important feedback on a variety of add-ons available for Train Simulator 2016, we have today released an update for the DB BR 442 'Talent 2'.

Here's a list of what's been addressed:

DB BR 442 'Talent 2'

• Completely overhauled phyiscs and handling characteristics to be more prototypical
• Acceleration and braking dynamics have been completely re-written to be more prototypical
• Implemented latest PZB and SIFA functionality
• Implemented latest cruise control functionality
• Added driver's key to the reverser in cab view
• Headlight intensity has been corrected to be more suitable
• Cab displays now function appropriately when driving in reverse
• Cab camera position has been adjusted to a more natural seated position
• Added driverless rear vehicles to consists
• Fixed a number of issues with scenarios

If you own the DB BR 442 'Talent 2' 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 we will be ready to help.

The DB BR 442 'Talent 2' update will be approximately 32MB in size.

No Updated Content? Steam File Verify

In the unlikely event that Steam fails to update the Add-Ons listed in the article, you'll need to perform a file verify and ensure Steam provisions your installation properly. Follow the instructions listed at this link to perform a file verify to reset your installation to default. Note that this process can take some time to complete and, if you have a high number of Add-Ons, we'd recommend you do this overnight.

If you find that after the file verify has completed, you are confident you have not received the update, please contact our Support Team by submitting a ticket to our support site where someone will assist you directly.

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Daily Coast Daylight train along one of the seaside sections of the line.

Southern Pacific's Coast Daylight route was originally introduced as the Daylight Limited on April 28, 1922 and ran until May 19, 1974 and covers 471 miles between Los Angeles and San Francisco. The line saw streamlined steam power between March 21, 1937 until January 7, 1955 at which point Southern Pacific replaced it's GS-4s with ALCO PAs and EMD E7. Amtrak took over the line on May 1, 1971, renamed it the Coast Starlight and extended the line from Los Angeles, California to Seattle, Washington.

Route Highlights

16.5 mile Cuesta Pass between Santa Margarita and San Luis Obispo. Which has seven tunnels, one bridge, 53 tight reverse curves and the famous Goldtree Horseshoe curve all of which is along a 2.2% grade.

113 miles of ocean side track complete with rolling hills and beach front.

Rolling Stock

The line was famous for the GS-2, GS-3 and GS-4s that ran along the route as well as the articulated passenger cars that were common in the Daylight consist.

GS-2

GS-3

GS-4

and finally the passenger cars which can be found in greater detail here.

http://www.spdaylight.net/Consist.html

Final Points

I would recommend the route be done during the Golden State era (1937-1955) and come with a complete set of GS-2, GS-3, GS-4 engines as well as the passenger cars for the set. I do understand we have a GS-4 already in TS-2016 but it is outdated and desperately needs to be upgraded to TS-2016 standards (like the UP FEF-3). I also understand that there is no way the whole 471 miles would ever be in one route especially considering it took the actual Coast Daylight around 9 hours to complete the route, I do imagine that the only section that would be modelled would be between Paso Robles and Chatsworth which is roughly 228 miles long and would encompass both Cuesta Pass and the 113 mile long coastal run.

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Built between 1956 and 1964, the DB Class V 60/360 is a diesel locomotive designed for shunting duties and the occasional light goods train for Deutsche Bundesbahn. 942 of these shunters were produced in total, with several modifications through their lifetime including new engines and remote control operation.

The first prototype was designed in 1951 as DB had a shortage of small shunters, 4 prototypes were built in 1955, each built by a different manufacturer: Krupp, Mak, Henschel and Krauss-Maffei. Each featured different engines too, however they still proved to be successful. DB opted for the Maybach GTO 6/GTO 6A engines for their production models, which started to be delivered in 1956.

Even in these early stages of the V60s life, some models were modified with stronger frames and a higher adhesive weight increase from 48.3 to 53 tons, these heavier shunters were able to haul an extra 6 tons of ballast compared to the unmodified variant. Despite this difference, they were all still classified as V 60s, which was until all of DBs rolling stock was reclassified, dividing the V 60s in Class 260s and 261s for light and heavy variants respectively.

The V 60 has a top speed of 60km/h (37mph), however the diesel motor needs to be pre-heated before it can run, as a result the earlier models had to have a small coke oven and carry about 150 kg of coke to heat the diesel motor, newer V 60s used oil burners instead.

Despite being built primarily as shunters, the V 60s were also used for transporting light freight and passenger trains, some even saw some departmental use. In 1982 the V 60 was to be replaced by the Class 259, however DB decided to work on improving the 25 year old V 60s instead.

By 1987 they were reclassified as minor locomotives (Kleinlok) meaning they went from Class 260s/261s to Class 360s/361s, this was an economical benefit because a Kleinlok doesn’t require a train driver instead it can be controlled by a Kleinlok operator, saving DB lots on driver training. Radio control started to be installed on the Class 360/361s, meaning the operators can drive the shunters away from the cab remotely.

The new radio control models were classified as Class 364 and 365 as light and heavy variants, there was only a single Class 364, so this was eventually changed into a 365 (No. 700). The Class 365s started to be re-engined in 1997 with the Caterpillar 12-cylinder engines, these were reclassified as Class 362s and 363s (light and heavy variant). One shunter was given a Caterpillar V8 engine in 2001 and ran on natural gas, however this ‘Class 760’ was proved unsuccessful after testing around Munich and was eventually scrapped.

Today, many of the 942 locomotives are still in service, any without radio control by 2003 were retired, leaving about 400 for DB and other examples for various private railways in Germany and beyond, including Turkey and Norway. As of 2008 Class 362 362 was the third oldest locomotive in service under DB/DBAG at an incredible 50 years old. One locomotive, V 60 150 was originally on display at the Nuremburg Transport Museum, however it was lost to fire damage in the Museums great fire in 2005.

FEATURES

The DB BR 361 for Train Simulator features:

• DB BR 361 in DB Traffic Red Livery
• SGGRSS Container Freight Wagons in Multiple Liveries
• Scenarios for the Munich – Rosenheim Route
• Quick Drive Compatible

The DB BR 361 is available now on Steam.

General Electric’s versatile and successful 3,600-horspower “Dash 7” diesel locomotives, in multiple production versions and in Norfolk Southern livery, are now ready for service on Train Simulator routes!

Now available for Train Simulator, General Electric’s
Dash 7 diesels could answer the call for virtually
any type of service, as Gary Dolzall reports

Whether the task was digging in to lug 14,000 tons of bituminous coal or forwarding America’s most time-sensitive intermodal trains, General Electric’s Dash 7 diesels were up to the task, and now the GE “Big 7s” – in Norfolk Southern livery – have come to Train Simulator through the craftsmanship of Dovetail Games’ programme partner member DTM (Digital Train Model).

General Electric’s “Dash 7” line of diesel locomotives – first introduced in 1976 and designed to replaced GE’s historic family of “U-Boats” – consisted of models with 2,300, 3,000, and 3,600 horsepower ratings (utilizing GE’s 12-cylinder or 16-cylinder 7FDL power plants). Available as four-axle (B-B) or six-axle (C-C) locomotives, the Dash 7s proved themselves capable of virtually any service the railroads required, whether that duty meant a lone unit working a secondary local freight, a trio of B36-7s hurrying priority piggybacks across the country, or lash-ups of burly C36-7s dragging the heaviest of coal drags out of the mountains and mines in Pennsylvania or West Virginia.

With production of Dash 7 diesels lasting nearly a decade, until in-turn being supplanted by GE’s “Dash 8” line, total production of GE Dash 7 diesels worldwide exceeded 3.000 locomotives. In terms of horsepower, the two most potent members of the Dash 7 diesel line were the six-axle C36-7 and four-axle B36-7, each of which derived their 3,600 horsepower from GE’s 16-cylinder 7FDL power plant.

The six-axle C36-7 earned nearly 600 unit sales, with the majority destined for export (keynoted by China’s purchase of 422 units). In the U. S., the C36-7 was purchased by four customers: Missouri Pacific was the largest buyer, purchasing 60 units; Norfolk & Western and its successor, Norfolk Southern, acquired a total fleet of 43 units; and Conrail purchased 25 C36-7s. In 1984, with early Dash 8 production already underway at GE, a number of C36-7s were equipped with several Dash 8 features, most visually noticeable of which was an enlarged blower housing and dynamic brake structure.

Among the C36-7s purchased by N&W and NS were units displaying both the original (Phase I) and latter (Phase II) appearance, and variety to this fleet was further added by the N&W units being set up to operate short-hood first, while the latter order for NS was constructed to traditional Southern Railway specifications and to operate with long-hood forward. Upon the division of Conrail between CSX and NS in 1999, Conrail’s diesel fleet was split up, with 14 of Conrail’s C36-7s going to NS and the remainder to CSX. The stay of the ex-CR C36-7s on NS proved quite short however, as the units were turned back to their lessor in 2000 and many then resold to CSX. The C36-7s purchased originally by N&W and NS served Norfolk Southern into 2003.

The four-motor B36-7, although it did not enjoy the same level of worldwide sales as its six-axle sister (eight B36-7s were exported to Columbia), outsold the C36-7 domestically. Seaboard System was its biggest buyer, acquiring 120 units, and Conrail purchased 60. Southern Pacific (together with subsidiary Cotton Belt) acquired 20, Santa Fe 16, and the Southern Railway purchased six units. When new, the B36-7 was most frequently assigned to intermodal duty, with SBD, Conrail, and AT&SF regularly assigning the units to priority services. Most unique among the B36-7 production run were the half-dozen units built for the Southern Railway, which, as was typical for that road, were constructed with high short hoods and set up to operate long-hood forward.

Like their C36-7 kindred purchased by N&W, the Southern B36-7s became part of the diesel roster of Norfolk Southern in 1982, and NS gained a further 32 B36-7s when it acquired its portion of Conrail in 1999. NS retired all of its B36-7s by 2002 and although each of the original buyers of the B36-7 have retired their fleets, a handful of B36-7s carried on to haul coal for the Transkentucky Transportation Railroad (TTI).

The General Electric B36-7 and C36-7 are now both available for service on Train Simulator routes through the efforts of Dovetail Games’ programme partner DTM (Digital Train Model). DTM’s “NS Big 7s” DLC includes a complete collection of the two types as owned by Norfolk Southern. In the case of the B36-7, this includes both the ex-Southern hi-nose version and ex-Conrail standard version of the locomotive. And in the case of the C36-7, the pack not only includes versions constructed for short- and long-hood-forward operations, but also Phase I and Phase II carbody styles and units equipped with GE’s GSC and Adirondack style trucks. The “Big 7” DLC also features four career scenarios that put the big GEs to work on Train Simulator’s recently enhanced Norfolk Southern Coal District route, and for those who enjoy creating and running community-created Steam Workshop scenario, DTM’s comprehensive selection of the NS B36-7 and C36-7 locomotives will provide extraordinary diversity for operations on the Coal District as well as other suitable routes such as the famed Horseshoe Curve route (which became a vital part of the Norfolk Southern route system in 1999). Whether your preference is fast-running with a brace of GEs trailing a long string of “pigs,” or digging in to battle thousands of tons of coal, the Norfolk Southern “Big 7” DLC promises big-time railroading at its best on the routes of Train Simulator! – Gary Dolzall

Southern Railway purchased B36-7s in 1981 which were equipped with high short hoods and configured to operate long-hood forward. One of five different variants included in DTM’s new “NS Big 7s” DLC, the ex-Southern units went on to serve successor Norfolk Southern. On Train Simulator’s NS Coal District route, a pair of B36-7s work a local at East Fredericktown, Pennsylvania. All screenshots by Gary Dolzall.

Conrail purchased 60 standard B36-7s and put them to work on the railroad’s hottest intermodals. More than half of the units made their way onto the Norfolk Southern roster in 1999, and a trio of ex-CR GE’s have a priority piggyback in tow at South Fork, Pennsylvania on Train Simulator’s Horseshoe Curve route. Note: Some screenshots include rolling stock from other TS routes or DLC.

The six-axle version of GE’s 3,600-horsepower Dash 7 locomotive – the C36-7 – was purchased by NS predecessors Norfolk & Western and Conrail as well as Norfolk Southern itself, and the big C-C diesels were right at home totting coal. On a snowy winter day, a pair of NS C36-7s head west from West Brownsville (above) with empties, then meet an eastbound loaded coal train behind another set of Dash 7s (below) near Clarksville on Train Simulator’s NS Coal District route.

DTM’s Dash 7 diesels feature realistic cab and control features authentic to each variation of the locomotive. In an engineer’s view on the Horseshoe Curve route, Dash 7s meet on the always bustling east slope of the Alleghenies.

Recalling the Pennsylvania Railroad heritage of the Horseshoe Curve route, a preserved PRR caboose stands watch at the summit of the Alleghenies as a westbound Norfolk Southern B36-7 with intermodals in tow bursts from the portal of Gallitzin Tunnel.

The new Norfolk Southern Big 7 DLC pack available for Train Simulator includes both the Phase I (above) and Phase II (below) versions of General Electric’s burly and powerful six-axle C36-7.

Working west on Train Simulator’s Norfolk Southern Coal District route, a pair of NS C36-7s roll out of Wayne Tunnel and across Ten Mile Creek on a snowy winter evening.

DTM’s NS Big 7 DLC for Train Simulator includes five highly authentic and detailed variations of Norfolk Southern’s General Electric B36-7 and C36-7 diesel locomotives – and they’re all available now!

Back in 2001 Microsoft introduced the classic Microsoft Train Simulator, affectionately known as MSTS by many members of the community and one of if not the first train simulator many of us who now play TS2016 ever played. One of the routes featured in this particular train simulator was the legendary Settle & Carlisle route, supposedly set in the 1920s. The route featured as a driveable locomotive Flying Scotsman, and 2 other locomotives as AI locomotives (Pendennis Castle and Royal Scot).

Unfortunately, MSTS got the route wrong. Quite a bit, actually. First off, the player loco was inappropriate given the time period: Flying Scotsman very well may have travelled to Carlisle back in the day, but not over the S&C. Pendennis Castle may very well at some time come to Carlisle, but again not over the S&C. These 3 railways (LNER, LMS and GWR) approached Carlisle by different routings. It actually would have been more appropriate if Royal Scot was the player engine for the route as the S&C at the time was grouped under LMS back in 1923. What would have been even better is if Pendennis Castle and Flying Scotsman weren't even included, but instead replaced by other LMS engines. If MSTS really wanted to run Flying Scotsman back in the 20s, they should have picked a route that was actually part of LNER, like York-New Castle, and modelled her without the corridor tender.

Something else that MSTS got wrong: the scenery. MSTS claimed to show off the real-world scenery and show the infrastructure at the time. This was not the case. The track layout at Carlisle was way too small: none of the sheds were actually shown, the only industry shown was the station, and the LMS section Kingmoor was completely missing. It looked bleak and bare beyond Carlisle Citadel station where we know thanks to alternate renditions of this area it was anything but. There was no indication of any industry at all over the route, except for the Gypsum sidings, but that was it. Appleby at least had a dairy (not featured), there were several cattle docks all over the line (not featured), not far from Settle was a gravel pit (not featured), and the line abruptly ended at Settle. No sidings, no yard, nothing. Just a platform with some houses and a pair of buffers at the end of the platform. Garsdale was even missing its famous specially-built wood-enclosed turntable! The branch line to Hawes didn't even appear in that route even though it very well would have been there given the time period.

Since that initial release, however, there have been numerous re-envisionings of this legendary line, from a 1920s rendition from Leeds to Carlisle back in pre-LMS days (with a much more detailed Carlisle layout) to a 1940s era version which included LMS' experimental 10000 and 10001 diesel locomotives. Trainz even has a version for the BR era.

Railworks, now Train Simulator 2016, does have the Settle & Carlisle, but in its modern state (the MSTS version more resembles the route in the modern era). Then DTG did something that hadn't been done before:

They back-dated a route that they had already made, creating for us the Riviera Line in the 50s, a very excellent route which any fan of either GWR or British steam should own in my opinion.

Which has got me thinking: what if DTG backdated the Settle & Carlisle? And made the route NOT in the BR era, but in LMS days in the early-mid 30s. While we do have British steam-era routes (Somerset & Dorset Joint Railway, Falmouth Branch, Western Lines of Scotland, the Woodhead Line, Memories of Maerdy, etc.) all of these routes are set in British Railways. None of the routes released so far are actually from the days of the "Big Four"-LNER, LMS, SR, and GWR. And who wouldn't love taking classic LMS trains over this historic route in its heyday when steam was king.

It is my proposal that the Settle & Carlisle line be back-dated to said time period, and that it include the old branch to Hawes. As the Riviera Line comes with 5 different steam engines, I propose that the following 5 locos be included with the route:

LMS Jinty 0-6-0T: a solid shunting locomotive that is iconic to any midland fan. This loco was at home either shunting coaches and wagons around yards, hauling light goods work, or even taking local passenger trains.

Fowler 4F 0-6-0 tender engine: For many years these beefy 0-6-0s formed the backbone for goods work on the Midland Railway, the Somerset and Dorset, and later the LMS. Despite their small size in comparison with the likes of a Black 5 or a Grange, they were at home hauling mid-to-heavy freight traffic, and did indeed work over the line from Settle to Carlisle.

Stanier Black 5: Yes this engine has been done to death, appearing on the S&D, the Woodhead Line and the Western Lines of Scotland, but the reason for that is, well, because they were everywhere. During their time they were known as the perfect 4-6-0 design, numbering more than any other railway's answer to the ten-wheeler design in Britain. These engines hauled everything: drag freight, fast-freights, stopping passenger trains, express trains, and took over almost every duty in Scotland. The design was so favored that still more were being built even in BR days - right alongside the standard class 5MT, a class that was meant to replace them but ultimately didn't. Because of their reputation making a version of the Settle to Carlisle line without them would be unthinkable. Up until now even though the Black 5 has been made several times, it still has not been made in its original proper LMS livery.

Crab 2-6-0: Designed by George Hughes and placed in service by Henry Fowler and built between 1926 and 1932. The loco was designed for mixed traffic, and they put in many years of good service across LMS and later BR before withdrawal between 1961-67. They were noted to perform rather well in most circumstances and were still the locomotives of choice for mineral traffic in across several difficult routes, even after the Black 5s were introduced.

Royal Scot 7P: In the mid-1920s, LMS had a need for larger motive power for express trains. Herbert Chambers, chief draughtsman at Derby, his staff, and partially Henry Fowler (who historically receives credit for the design), designed just the locomotive to fill demand: the Royal Scot class. These 3-cylinder racehorses were capable of a top speed of more than 100mph and produced 33,150lbf with 18x26 cylinders and 250psi. They were the locomotives of choice for LMS' top link expresses until 1933 when Stanier's Princess Royal Class and Princess Coronation Class took over. In the 1940s the class was rebuilt and showed during the 1948 Locomotive Exchange Trials that they were capable of meeting the maximum performance of the Coronations.(photo from www.warwickshirerailways.com)

And these are just the locos that could appear in the base version of the route. Possible DLC for the route could be the following:

Princess Coronation class: Sir William Stanier designed and built this class between 1933-35. The class featured 4 cylinders was designed to replace the Royal Scots on express passenger service. At that time, The Royal Scot express train had grown to 15-16 coaches regularly and in order to remain competitive LMS needed to tighten the train's schedule beyond the capabilities of the Royal Scot Class of locomotives. 13 of these Pacifics were constructed, giving good service until 1952-62 when the class was withdrawn. 2 examples still survive.

Princess Coronation class: Sir William Stanier designed this class of 4-cylinder Pacifics and the engines were constructed between 1937-48. These would be the strongest Pacifics ever to work LMS metals, developing 3300 horsepower and capable of high speed, the class originally setting a speed record of 114mph with a special test train in 1937. The first 10 members of the class were streamlined while the remainder would be built without streamlining, the shroud showing only minimal benefits at high speed and providing lots of hassle for maintenance. Most of the streamlined members had their shrouds removed later.

Both of the above DLC could come with a selection of LMS period 3 stock in Blood & Custard livery.

Ex-Midland 4P Compound: Although eclipsed by the likes of the Royal Scot class, these engines remained on the LMS roster long after the Midland Railway was grouped into the LMS in 1923. These engines were at home on fast express passenger workings and just about ran like the wind, although most workings over the Settle & Carlisle had to be double-headed due to the steep grades (back in the Midland days it was policy to run trains with 2 or more smaller engines over the Settle and Carlisle route - when the LMS was formed this practice was done away with as the LMS favored larger locomotives that could handle the same amount of work as 2 or more smaller engines) Possible rolling stock with this loco could be a set of ex-MR coaches.

Stanier 8F 2-8-0: This loco once appeared as a DLC loco back in 2012, but has disappeared from the store. This route cold be a chance to remedy this. The class hauled heavy goods traffic over the roughest parts of LMS' system, including the Settle & Carlisle, where it was literally uphill both ways in the snow during the winter time. They also did well on passenger services, noted once of maintaining an average speed of 60mph in such service.

LMS Patriot class: These engines were based on the chassis of the Royal Scot and used the boilers of the Larger Claughton class. These elements earned the locomotives the nickname "Baby Scot". While proving capable engines, they were not (to my knowledge) top link performers like the Royal Scots. This locomotive appeared in an illustration of one of the Rev. W. Awdry's Railway Series Books in the story "Gordon Goes Foreign" as the Big City Engine who argues with Gordon about whether or not London station was called King's Cross or Euston. This loco could come with a set of sleeping cars in LMS Crimson livery.

For all the early diesel fans out there, the following could also be made:

LMS 10000 and 10001: these diesels were the first mainline diesels to be constructed in Great Britain, even before DP1 “Deltic”. Each unit developed 1600hp and could handle 9-12 coaches single-handedly to time, on several occasions hitting 80+ mph. The 2 of them working in tandem even handled the Royal Scot passenger train for a time. A set of LMS coaches in Blood & Custard could also come with these locos.

As the route would be set in the mid-30s, it would be possible to see coaching stock from all 3 LMS periods, period 3 being one of the inspirations for the MK I coach design developed after the start of the BR era. The proposed list of coaching stock admittedly looks a bit daunting as it draws from all 3 periods for a total of 20 coaches (13 from period 3, 4 from period 2, and 3 from period 1). If this really is too much, then focus could be drawn to the period 3 stock; periods 1 & 2 could be featured with some of the proposed loco DLC or could show up in their own Marketplace packages: 

Period 3 Stock (in LMS Crimson):

BFK (Brake First Corridor), BCK (Brake Composite Corridor), BTK (Brake Third Corridor), FK (First Corridor), CK (Composite Corridor), TK (Third Corridor), BTO (Brake Third Open), *TO (Third Open), *CO (Composite Open), *FO (First Open), *RT (Restaurant Third), *RK (Restaurant Kitchen), BG (Full Brake Gangwayed)

*Restaurant Third coaches had a kitchen inside of them as well as third class seating and was usually connected directly to either a Composite Open or a First Open. The Restaurant Kitchen car was a complete kitchen that filled the whole coach and was almost always flanked by a First Open on one side and a Third Open on the other side.

Period 2 Stock:

BTK, FK, TK, CK

Period 1 Stock:

FK, TK, BTK

One feature I also propose with these coaches is destination boards which can be changed with the numbering system, similar to what Dick Cowan does with his steam locomotives and heavyweight coaches. For those not familiar with Mr. Cowan's work, he is better known as Britkits. He focuses on the transition era from steam to diesel in the US. His locomotives and heavyweight coaches use a specialized system where a certain character causes a corresponding road name to appear on the loco, tender, or coach (for example, the letter "a" renders Union Pacific, the letter "u" renders Atchison, Topeka & Santa Fe, etc.) LMS did not use headboards on the front of their locomotives very often for named trains (this practice caught on after the formation of BR). To distinguish named trains from each other names were printed on special boards and these were then placed on the sides of the coach, like "ROYAL SCOT" or "THAMES-CLYDE", "MIDDAY SCOT", and so on. In this case you can link a certain name to a character in the auto numbering system, so having "a" on the end of the number could cause "ROYAL SCOT" to appear on the outside of the coach, "b" at the end of the number could render "THAMES-CLYDE", and so on. Having a letter "x" on the end of the number would display neither a board nor a name on the outside of the coach; only the car number would appear in the appropriate areas on the coach. The cars can default to having "x" on the end of the number. This makes the cars more flexible and creates more opportunities to model real trains with real names in custom scenarios.

Freight wagons are pretty much what we've seen in other British steam routes:

Proposed freight wagons:

• 7-plank wagon (coal, gravel, covered)
• 5-plank wagon (gravel, coal, sand, covered)
• Standard van
• Cattle car
• Milk tanker
• Oil tanker
• Flat wagon (wood, pipes)
• Fitted brake van
• Fish van

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Third party developers Railright will shortly be making their Steam debut with 40145, a faithful recreation of the preserved Class 40. Today we meet Alex Riley of Railright and find out more about this highly detailed powerhouse. 

Welcome, Alex! Tell us a little about yourself and about Railright, a new developer to Train Simulator on Steam. How long have you been developing add-ons?

Hello and thank you! Well I'm 23 and live in the Manchester area of the UK and I'm primarily a 3D artist. I've always had an interest in railways and particularly classic British diesel locomotives, although, up until recently it's been more of a hobby than than anything else. Railright sprung about when I decided to give Train Simulator add-on development my full attention and time after leaving college. I've actually developed add-ons part time since 2006 although these were all add-ons for the older simulator MSTS and were much less time consuming meaning I could keep up with school work while working on them in spare time.

What sort of Train Simulator projects have you been involved with before now?

Way back when, I was part of the Class 15 Preservation Society MSTS development team, the goal of which was raising funds for the ongoing restoration of the sole surviving Class 15 locomotive. I worked mainly on the textures although I also created the sound sets for most of the add-on packs. As part of the team I worked on the North Wales Coast route as well as a number of locomotive packs.

More recently with Railright, my first project for TS2016 was the BR Class 40 Pack available from Armstrong Powerhouse. This pack contains all original 200 locomotives based on there individual appearance and specification from 1958 to 1984 in both early BR green and the later BR blue liveries. With scripting from Waggonz, and Sounds from Armstrong Powerhouse, the aim was to create a solid detailed representation of the original Class 40s in BR service.

Your Steam debut is the wonderful Class 40 in preserved 40145 guise. What led you to recreate the Class 40?

The Class 40 for me has always been a favourite so that's really why It had to be my first TS project. Growing up in the Manchester area meant that I always heard stories of when 'Whistlers', as they are affectionately known, roamed the network. Thanks to preservation groups such as the Class 40 Preservation Society, people of my generation can experience and enjoy locomotives such as Class 40s that otherwise would have only been memories to some.

40145, owned by the CFPS, is one of 7 Class 40 locomotives left in one piece following British Railways scrapping of the class in the 1980s. It is also the only member of the class certified to run on the mainline today hauling railtours and performing other duties on a regular basis. This puts 40145 in a unique position when looking at the other 40s, being a 'classic' locomotive but one that can still be found running alongside the most modern traction on today's metals. This makes 40145 a very interesting locomotive to create for Train Simulator. With its custom cab layout and high intensity headlights being essential to mainline certification, an obvious visual difference inside and out is present when compared to the original members of the Class.

40145 appears in the odd-looking BR Large Logo livery as well as the more conventional BR Blue in this add-on, why did you provide the Large Logo Livery?

40145 is actually the only Class 40 to have worn this livery. In the early 1990s, the CFPS 'mocked' up 40145 as a fictional Class 40/4 (40445) and was painted in BR large logo blue, essentially a wink at the Class 37/4s that were introduced in 1985 in this livery. 40145 was repainted into BR Blue shortly after. The idea was to see what could have been if the whistlers had stayed in service for a few more years. Some years later however in 2007, 40145 was again repainted in Large Logo and performed many railtours in this livery. Loved or loathed, it definitely made a truly unique sight out and about on the mainline.

What particular challenges did you have to overcome in recreating this loco?

When creating the scripts and physics for the Class 40, we wanted to create the most authentic performing diesel locomotive in TS. This was no easy task in the end as much time was spent seeking out original technical data for the Class 40 which was hard to come by considering the Class was withdrawn from regular traffic in 1985. Luckily I was able to gather enough information from numerous sources and friends to provide us with enough information to create an accurate representation of the Class 40s inner workings.

What aspects of the loco are you especially pleased with? What details do you personally hope users will discover and enjoy?

I personally love the sounds created by Armstrong Powerhouse and I hope the users will too. Moving the throttle from 0% - 100% in external view is simply addictive if you like the racket these old engines make. The sounds were tailored to fit precisely with the advanced scripting from Waggonz and as a result very nicely represent the full range of sound the real locomotive produces truly bringing the whistle to the whistler!

With both HUD and Advanced versions, 40145 is not a simple beast. How deep does the simulation go with this one?

Top quality simulation of the Class 40 was one of the main targets during development. With that in mind we now have one of the most advanced locomotives for TS to share with you. The driving physics have been painstakingly crafted to match acceleration, deceleration and field divert data taken from a real Class 40 locomotive. From the small things like the way air builds after firing up to traction motor isolation and simulated flash overs, a great deal of care has been put into the scripting to ensure an entertaining but authentic experience can be had all round.

With all the advanced talk said and done though, we do also want to provide an option for those not looking to go mad with all the advanced features, so users can still jump in the HUD version of 40145 and enjoy a more straightforward approach to driving.

What was the one of the more difficult features to recreate for Train Simulator?

I'd say that the dual brake control found on most BR diesel locomotives was a hard one to get 'right'. The brake consists of a single Train Brake master control that can supply both vacuum and air braking depending on what coaching stock or wagons are coupled to the locomotive. The selection method for the active brake mode is found in the engine room (options screen on 40145). The end result is a fully operating vacuum and air brake system that can be changed on the fly and will supply a train brake application to the entire train with matching brake types and supplies brake force to only the locomotive for non matching brake types.

So, what’s next in the pipeline? How long will we have to wait to get our hands on another Railright loco?

There are quite a few plans in place for Railright that will be taking shape in the not too distant future, I currently have another brand new project nearing the end of the modelling phase so be sure to check the Railright facebook page in the coming months for info on this one!

Thanks to Alex for joining us for this interview. For more news on 40145, keep watching Engine Driver! 

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Tri-Rails new BL36PH departs Hollywood station to head southbound to Miami. All pictures copyright of the author.

Tri-Rail in the past couple of years has undergone a change regarding locomotives recently, sadly the F40PHL-2s began to reach their final days in early 2015, when news came that engines 805, 802 and 801 had sadly been scrapped. Of course, us South Florida railfans felt sad to see these beautiful locomotives go but they indeed stood strong and did their part for many years on the Tri-Rail corridor. However, there would soon be a change in systematics to come to Tri-Rail and once South Florida railfans found out we began to see a new hope for Tri-Rail. In 2010 SFRTA the South Florida Regional Transportation Authority purchased brand new Hyundai Rotem Cars to add to Tri-Rails plans to increase the amount of trains running each day and eventually run on Tri-Rails planned coastal link in the future. The following year SFRTA announced the highly anticipated purchase of 10 new Bl36Ph locomotives manufactured by Brooksville Locomotive works! 

Ever since Tri-Rail introduced these engines Tri-Rails ridership has increased! This shiny new Phase III paint has resonated well with audiences. Train Simulator's Miami Route has definitely made our experience as railfans of Miami even greater than ever before! Now we can't help but wonder what it would be like to drive these new engines and cab cars! It will indeed be a dream come true for all of us in Miami and railfans around the World who have yet to experience the Bl36PH and Hyundai Rotem cab cars!

Tri-Rails newest engine, the Bl36PH 828 leads a southbound train to Miami Airport. Also we see Tri-Rails new Hyundai Rotem Cars. Below are pictures I've taken in the past year! Meeting Tier 3 Emissions standards, the BL36PH has a total horsepower of 3,619! The design was inspired by the GE Genesis and F59PHIs.

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