The Cornish Main Line has long been the backbone for Cornwall. Opened in 1867, the line weaves its way through the landscape linking Cornwall to the rest of the country. Brunel originally built the line to his unique 7ft “broad gauge”, but in 1892 the route was converted to standard gauge. For those areas not reached by the main line, branches sprawl out to serve local communities, such as the St Ives Bay Line, which also sees tourist traffic – holidaymakers keen to make a coastal getaway.

The Cornwall Railway was conceived because of fears that Falmouth would lose out, as a port, to Southampton. Falmouth had for many years had nearly all of the packet trade: dispatches from the Colonies and overseas territories arrived by ship and were conveyed to London by road coach. The primitive roads of those days made this a slow business and Southampton was developing in importance. The completion of the London and Southampton Railway in 1840 meant that dispatches could be taken on to London swiftly by train.^{[1][page needed][2][page needed]}

Controversy over the route

At first the promoters wanted the most direct route to London, even if that meant building a line all the way there, bypassing important towns in Cornwall and Devon. Before the interested parties could raise the money and get parliamentary authority for their line, the Government actually removed the bulk of the packet trade to Southampton,^{[1][page needed]} so that most of the income for any new line was removed. Some interests continued to press for the best line to London, hoping that the packet trade would return; if necessary they would link with another new railway, but the huge cost of this proved impossible to raise. A more practical scheme running to Plymouth gradually took priority, and at first the trains were to cross the Hamoaze, the body of water at the mouth of the River Tamar on a steam ferry. This was shown to be unrealistic, and Isambard Kingdom Brunel was called in to resolve the difficulty. He designed the bridge over the River Tamar at Saltash, the Royal Albert Bridge: when it was built it was the most prodigious engineering feat in the world.^{[3][page needed]} He also improved the details of the route elsewhere. By reaching Plymouth, the company could connect with the South Devon Railway and on to London over the Bristol and Exeter railway and the Great Western Railway. The line was built on the broad gauge.^{[1][page needed]}

Deprived of the lucrative packet trade, the promoters now discovered that it was impossible to raise the money needed to build the line, and there was considerable delay until the economy of the country improved. The object of linking Falmouth to London was quietly dropped, and the line was built from Truro to Plymouth. At Truro another railway, the West Cornwall Railway, fed in, linking Penzance to the network. Falmouth was much later connected too, but only by a branch line

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This blog made made by Simon schofield

313 Train Sim World 2 Release date 28th October 2021

In May 2010 the BR Class 313 EMU took to the tracks for the first time on services with its latest operator, Southern. Cherished by many railfans, Nineteen of the Sixty-four of this aging unit were sent to Wabtec Doncaster to be refurbished. Having undergone additional work at the Wolverton railway works in the same year, they were fully refurbished, had their previously installed pantograph removed, and sporting a new Southern livery, ready for their redeployment on Coastway services out of Brighton. A new look and branding that featured images of local landmarks and destinations integrated this veteran unit into its new home in the county of Sussex. A further unit was also repurposed as a Network Rail test vehicle for European Rail Traffic Management System (ERTMS) and used throughout the network, it currently resides at Eastleigh Works.Although significantly faster than its Great Northern BR Class 313 counterparts while operating on third rail, the Southern BR Class 313 EMU is still only able to achieve a fairly conservative top speed of 75 mph (121 km/h). Compared to the 100 mph (161 km/h) top speed of BR Class 377 EMU that previously served the Coastway routes, it was considered ponderous. Southern made this decision as the increased speed and capacity of the BR Class 377 could be put to better use on the Brighton Main Line, and the slower local services could still be provided efficiently by the dependable BR Class 313 EMU.

The British Rail Class 313 is a dual-voltage electric multiple unit (EMU) train built by British Rail Engineering Limited‘s Holgate Road carriage works between February 1976 and April 1977. They were the first variety of British Rail‘s then-standard 1972 design for suburban EMUs, which eventually encompassed 755 vehicles and five classes (Class 313/314/315/507/508). They were the first second-generation EMUs to be constructed for British Rail and the first British Rail units with both a pantograph for 25 kV AC overhead lines and shoegear for 750 V DC third rail supply.^[3][4] They were the first units in Britain to have multi-functional Tightlock couplers, allowing the coupling and the connection of controlled electrical and air supplies to be carried out from the cab.

As of 4th January 2021, with the retirement of the Class 483, they are the oldest EMUs in regular service on National Rail in Britain; the oldest units are now 45 years old.

The Class 313 was developed following extensive trials with the prototype Class 445 “PEP” built in the early 1970s. The 313 is similar to the Class 314 (Glasgow), Class 315 (Anglia suburban — east London), Class 507 (Merseyside) and Class 508 (Merseyside, formerly Southern Region). The Class 313 directly replaced the Class 105 and 106 diesel multiple units previously on the Great Northern Inner Suburban services between London and Hertfordshire.

Since they were designed for use on Great Northern Inner Suburban services from Moorgate to Welwyn Garden City, Hertford North, and Letchworth Garden City, which included a section of ‘tube’ line built to take standard size trains between Drayton Park and Moorgate, they are built to a slightly smaller loading gauge than conventional trains. They are standard length and width, but the roof is lower, most noticeable due to the lack of a “well” for the Stone Faiveley AMBR pantograph on the centre coach. They have to comply with regulations for underground trains, such as having doors at each end of the train for evacuation onto the tracks, and when on 750 V DC supply the traction supply for each motor coach is separate, whereas on conventional 750 V DC trains each coach in a unit is linked by a 750 V bus line. Due to this, each motor coach has shoe gear on both bogies, whereas normally it would only be on the leading bogie. They are fitted with trip-cocks that are struck by a raised train-stop arm at red signals and will apply the brakes if the train passes one.

The units were originally numbered 313001-064. Each unit is formed of two outer driving motors and an intermediate trailer with a pantograph. This is a reversal of the practice started in the 1960s, where the motors and pantograph were on an intermediate vehicle, with the outer vehicles being driving trailers. Part of the reason was to simplify the equipment to allow dual-voltage operation, and to keep down weight by spreading the heavy transformer and motors between vehicles. The intermediate trailer carries the pantograph and a transformer and rectifier, which on 25 kV AC provides 750 V DC to the motor coaches, each of which has four 110 horsepower (82 kW) GEC G310AZ traction motors, two per bogie. On 750 V DC each motor coach draws its supply directly through its shoe gear.

313s have series-wound GEC G310AZ direct current traction motors controlled by a camshaft controlled resistance system with series and parallel motor groupings and weak field steps. Originally the heating in the motor coaches was provided by passing air over the hot traction and braking resistors in addition to conventional heaters, but this feature is no longer in use and the pneumatic dampers have been disabled. Great Northern and Southern units have been retro-fitted with cab air conditioning.

313s have rheostatic braking (which was disabled on London Overground) in addition to conventional three-step air-operated disc braking. During braking if wheelslide is detected by the Wheel slide protection (WSP), rheostatic braking is disabled and disc-braking only is used. Great Northern units had sanding equipment. Unlike some other DMU/EMU classes, additional brake force is not available when the emergency brake application is initiated and is the equivalent force of a step 3/full service application. WSP is still active when making an emergency application.

In addition to the primary suspension of rubber chevron spring and oil dampers, secondary suspension is provided by two air bellows per bogie – flow into each bellows is controlled independently by a levelling valve and arm assembly that allows the suspension to inflate/deflate when the weight of the coach is increased or decreased by passenger loading. The air suspension is linked to the braking system via a Variable Load Valve (VLV), which increases air brake pressure when the coach is more heavily loaded to compensate for the additional weight.

This blog was made by Simon Schofield

I look forward to play my new route that comes out at midnight tonight on my PlayStation 4

The Brighton Main Line (also known as the South Central Main Line) is a major railway line in the United Kingdom that links Brighton, on the south coast of England, with central London. In London the line has two branches, out of London Victoria and London Bridge stations respectively, which join up in Croydon and continue towards Brighton as one line.^[1] The line is electrified throughout using the third rail system.^[1]

Aside from London and Brighton themselves, the line serves multiple large urban areas along its route, including Redhill, eastern Crawley,^[a] Haywards Heath and Burgess Hill.^[1] It also serves the major London suburbs of south-west Battersea,^[b] Balham, Streatham, Croydon and Purley, as well as London Gatwick Airport – the second-busiest passenger airport in the country.

In addition, the line operates as a “trunk” route for both mainline and suburban services all across Sussex, east Surrey and the southern boroughs of London. Towns such as Sutton, Epsom, Caterham, Reigate, East Grinstead, Eastbourne, Horsham, Hove, Worthing, Littlehampton, Bognor Regis and Chichester do not lie directly on the line, but are instead linked to London by means of a railway line that connects onto the Brighton Main Line.

this blog was made by Simon schofield

Rush Hour- London Commuter is coming to Train Sim World 2 on October 7th. This infamous route is steeped in history, find out more about the unique locations you can experience while on the Brighton Main Line as we take a closer look at the railway’s landmarks.The ever-busy Brighton Main Line that features in the upcoming Rush Hour- London Commuter has so much history and unique features throughout the route, we thought we would show you some of the most interesting stations, viaducts, and architectural landmarks you will see as you hurtle past them in your Electrostar unit of choice.

Opened in 1860, Victoria Station, or London Victoria as its commonly known serves Brighton Main Line services bound for London, Chatham Main Line services also started arriving two years later, giving it easier access to the Kent coast. This was done by creating two separate stations internally, but the appearance of a single station from the main entrance. Its entrance façade is an impressive structure and a wonderful location to start an adventure to the coast. Due to the eclectic mix of railway lines that connect from both the Brighton and Chatham Main Lines, it has developed itself as one of the major transport hubs of central London. Additionally, it connects to numerous London Underground Lines and the Victoria Coach Station giving passengers even more choice of destinations. This access to transport links and central location ensured it was one of the busiest stations during both World Wars, and welcomed the body of The Unknown Warrior to London.Under the ownership of the Southern Railway in the 1920s and 30s the station changed significantly, the wall that separated the two sides was removed, platforms were renumbered into a single station, and major works were completed to install the 3rd rail electric on all Brighton Main Line platforms. It would be around another 30 years and under nationalization before the Chatham side of the station would receive the same upgrade. In more recent years it has earnt itself the title of the second busiest station in Britain handling over 81 million passenger entries and exits in 2015/16, currently, platforms 1 to 7 facilitate Southeastern services, platforms 8-12 & 15-19 facilitate Southern, with 13 & 14 being dedicated to Gatwick Express.

With the Brighton Main Line leaving the busy city behind it encounters the cinematic undulating landscape of the South Downs. Something that is fantastic for passengers, but less so for railway engineers. Deep valleys and steep hills had to be conquered as an easier route didn’t present itself. The Ouse Valley and River were one the biggest challenges. The London and Brighton Railway’s Chief Engineer John Urpeth Rastrick, and Architect David Mocatta stepped up to that challenge and achieved excellence, what they created has been described as the most elegant viaduct in Britain. Located just south of Balcombe it was constructed with approximately 11 million bricks and stretches 1,480 feet/ 450 m across the valley on 37 semi-circular arches, it is framed by four small rectangular Italianate pavilions at either end, and is completed with classically balustraded parapets, string courses, and pier caps. it was opened in July of 1841.

by Simon schofield

Today was the wettest I know for a very long. I was held up by flash foods on metro system. Thank heavens the sun is shinning now.

Jump in the cab and take control of packed trains filled with commuters, tourists, and holidaymakers. Immersing yourself in the Brighton Main Line, one of Southern England’s busiest passenger routes, and travel between London Victoria and Brighton experiencing over 50 miles of varied terrain and landmarks, from the sprawling cityscape of central London to the undulating countryside of the South Downs. Train Sim World 2: Rush Hour – London Commuter will be arriving soon!

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The highly detailed and fully licensed Southern BR Class 377 EMU, and Gatwick Express BR Class 387 EMU feature in this exciting new route, giving you the choice of busy local passenger, and fast-paced express commuter services. Additional layers are also added for a variety of units and locomotives, making this an incredibly busy route at certain times of the day. You can find out more about these in our next article!

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An ensemble of 29 different stations complete the route, each containing some of the most varied railway architecture of any British Route. The Brighton Mainline has gradually been modernised throughout its 180-year history, with each generation making its unique mark along the line. From futuristic modern structures like East Croydon station to listed buildings such as London Victoria and Brighton Station, there is plenty for you to see. In addition to the main route, Reigate station, the Reigate branch, and both Quarry and Redhill lines will feature, adding more services and variety to an already extensive timetable.

An ensemble of 29 different stations complete the route, each containing some of the most varied railway architecture of any British Route. The Brighton Mainline has gradually been modernised throughout its 180-year history, with each generation making its unique mark along the line. From futuristic modern structures like East Croydon station to listed buildings such as London Victoria and Brighton Station, there is plenty for you to see. In addition to the main route, Reigate station, the Reigate branch, and both Quarry and Redhill lines will feature, adding more services and variety to an already extensive timetable.

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Rush Hour: London Commuter will be arriving soon on Xbox One, Xbox Series X|S, PlayStation 4, PlayStation 5, Epic Games Store, and Steam! It will be available to purchase separately at launch or get it as part of the Rush Hour Season Ticket alongside Boston Sprinter and Nahverkehr Dresden (both out now).

Purchase the Rush Hour Season Ticket now to save big on all three routes!

by Simon Schofield

I would like to update about Bus Simulator 21. I have played this several times and I would recommend this game to anyone who enjoys public bus travel.

I’m looking forward to my new game that I’m getting for my PlayStation4

Bus Simulator 21 is an upcoming bus simulator game developed by Stillalive Studios and published by Astragon Entertainment. It is developed on the Unreal Engine 4. It will be the sixth in the Bus Simulator series, and is the direct sequel to Bus Simulator 18. The game is scheduled to be released on the 7th of September, 2021 for Microsoft Windows, PlayStation 4, and Xbox One.

Bus Simulator 21 takes place in “Angel Shores”, a new fictional modern city located in the United States which is based on the San Francisco Bay Area. The game will feature a coastline and districts like Chinatown. In addition to the California map, the game will have a revised “Seaside Valley” map from its predecessor Bus Simulator 18. Vehicle-wise, the game introduces a double-decker bus — such as the officially-licensed Alexander Dennis Enviro500 — as well as electric buses to the series.[2] Further licensed bus brands include Blue Bird, BYD, Grande West, Iveco, MAN, Mercedes-Benz, Scania, Setra and Volvo. The game will also offer a cooperative multiplayer mode

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this was made by Simon Schofield