![]() With the more modern electrical systems, brake effect is infinitely variable between release and maximum - on a bit, off a bit, off a bit more, on a bit and so on. Generally speaking, the methods for operating these systems will differ. Again, because it is basically an electrically operated system, the effect is (as fast as electrical current travels) instantaneous along the whole length of the train. Yet a more modern type of braking - dynamic - is even better as it does not use air brakes (Except in emergency situations and at very low speeds). EP (Electro-Pneumatic) is an electrically triggered air valve fitted to each 'car' which operates the brakes after an electrical command is sent to all those valves simultaneously. The same is true of older vacuum brakes (and steam brakes for that matter!).īut for more modern EP brakes, the effect is pretty much instantaneous throughout the entire length of the train. Breaking techniques vary from train to train and from country to country.Īs Cuavas states above, it does take time for the air pressure to change throughout the length of the train - the longer the train / air pipe, the longer it will take for maximum braking effect to take place. But I am not completely sure what you mean in saying " braking difficulty easier or harder ". I got completely fed up after some time.It really depends on the type of braking. Reset started off again and this kept repeatedly happening 4 5 or 6 times. The first time it came on i zeroed the throttle and put the brakes on suppress acknowledge the alerter and then release the brakes increasing the throttle, However about a mile later this happened again except the emergency brakes came on and i was bought to a complete stop. I then changed to train Brake which worked ok up to about 2.80 from Shell Main. I have managed to get past there by putting the loco brake on until about 2 miles from pelham. Reply to Jason LavaI have the same trouble. What am I doing wrong or is this a bug? Thanks. I'm following the in-cab speed limit (not the HUD) also. This happens right after the tunnel from Penn Station and also after I make that sharp curve with the bridge and it goes up to 100mph. I do that and the alerter still comes back on and then applies the emergency brakes on the train. I read the manual, did the tutorial and I know you're supposed to zero the throttle, put the brakes into suppressing (Shift-') and acknowledge the alerter. Originally posted by jasonlava:I am really trying to enjoy this route but I am having trouble with the restricted or approach signal procedure. It's a bit too much but I hope it helps clarify it. If you turn off the alerter, you can even go faster. For penalties, they don't count as a speed limit. Since their values cannot be predicted, you are only supposed to follow up. Flashing green is actually available as a signal aspect. Invisible - these are either entirely invisible, or just a two-state (red / flashing green) mini-signal. If they show restricted to 45, you should be 45 by the time you cross them. Visible - these influence track signaling but for the purposes of speed limits and game penalties, they are absolute. Generally on the NEC there are two kind of signals: Regardless of the length of the 50, the entire signal block is limited. A 50mph section is often protected by a 45mph signal. On the NEC (NY-NH + NJCL, maybe also NY-Ph) track limits are often enforced by signaling. Either way, it's always there, so you can learn it. ![]() I don't recall whether it's a misconfigured (invisible) signal or unannounced track speed issue. ![]() There are some crossovers required.īesides that, there is a 20mph speed limit after exiting the tunnel. The HUD should be clearly showing it.Īs far as I can recall from recent scenarios, 20mph is usually for switches in the area close to Penn. I never managed to use that keyboard combo, but I trust that you've put the brakes to suppression. ![]()
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