Why won’t the train move?

[lvlender]

Hello Eric,

Thanks for posting your answer to my question. I wish to para-phrase your statement for clarification. In the simulation, the EQ, BC/BP pressure figure shown in a fully charged, ‘at rest’ brake is 90psi.

"Typically, a full-service reduction is between 20 and 30 psi."

If I understand you, are you saying that the net BC/BP psi figure shown (during maximum effort full force braking) should be between 80~70 psi? If that is correct, then you’re recommending I continue to add braking effort until I see a such a reduction?

Also to para-phrase, you recommend to resist the urge to ‘pile on more’ brakes since it will not stop the train any faster but, will deplete the remaining psi causing the train to sit longer before it can move again?

[R. Steele]

Please study this article extensively: http://www.railway-technical.com/tra...n-freight.html

It's a great resource, thanks for posting. I'm interested in your opinion of the gauges used in MSTS cabviews, ( or OR for that matter ) ---- Do they generally reflect the correct operation of the brake system?

[CSRX]

It's a great resource, thanks for posting. I'm interested in your opinion of the gauges used in MSTS cabviews, ( or OR for that matter ) ---- Do they generally reflect the correct operation of the brake system?

I personally think they reflect it pretty well. Just wish the airflow gauge on some locomotives in the sim, worked properly.

[Erick_Cantu]

Hello Eric,

Thanks for posting your answer to my question. I wish to para-phrase your statement for clarification. In the simulation, the EQ, BC/BP pressure figure shown in a fully charged, ‘at rest’ brake is 90psi.

That depends entirely on the railroad. Some railroads used 70psi, some 80, some 90, and 100 isn't uncommon on mountain railroads today. The higher the pressure, the harder it is on equipment, but the more applications you get before you run out of air. Typically, mountain roads used a higher set point that flat land roads. In OR, we do not yet have the capability to adjust this as it would be adjusted in the real world.

If I understand you, are you saying that the net BC/BP psi figure shown (during maximum effort full force braking) should be between 80~70 psi? If that is correct, then you’re recommending I continue to add braking effort until I see a such a reduction?

Yes on the first part, no on the second. There are few situations where a full service application should be necessary. A 6-10lb reduction should be adequate for most situations. A 20-30lb reduction in brake pipe pressure will apply the maximum available braking. Think of it this way: do you floor the brakes in your car every time you need to slow down or stop?

Also to para-phrase, you recommend to resist the urge to ‘pile on more’ brakes since it will not stop the train any faster but, will deplete the remaining psi causing the train to sit longer before it can move again?

Correct. Once you've made a full-service application, any further application is a waste of air. The one exception is moving the handle to the emergency position, since this more or less immediately dumps the air in the brake pipe, and dumping the air triggers an almost immediate full application of brakes on the train. The emergency position is less about applying more braking and more about applying maximum braking as quickly as possible.

[pschlik]

That depends entirely on the railroad. Some railroads used 70psi, some 80, some 90, and 100 isn't uncommon on mountain railroads today. The higher the pressure, the harder it is on equipment, but the more applications you get before you run out of air. Typically, mountain roads used a higher set point that flat land roads. In OR, we do not yet have the capability to adjust this as it would be adjusted in the real world.

Adjustable feed valves looks to me like a straightforward thing to add. Don't know how much anyone would use it but it's on my list to investigate.

[CSRX]

Adjustable feed valves looks to me like a straightforward thing to add. Don't know how much anyone would use it but it's on my list to investigate.

Modern day running, we are not allowed to mess with the feed valve. It's considered a violation on some railroads.

I do know though, back in the day, they would turn it down to 75-80psi on mountain grades in VT. Apparently it was helpful so they wouldn't need to adjust the valve settings on the cars themselves.

[Erick_Cantu]

Adjustable feed valves looks to me like a straightforward thing to add. Don't know how much anyone would use it but it's on my list to investigate.

The GP20 I am using to test the new curve parameters has the feed valve part modeled in the 3D cab already, so I have an appropriate test model for when the day does come.