Hello fellow drivers, Well after buying NYT and completing the ACSES & ATC training, I'm still none the wiser! It seems to tell you after the fact that the speed limit has changed and you've got 6 seconds to reduce speed from say 70 to 45mph or it slams on the penalty brake and the world will end! It also seems to bear no relation to actual track max speed. Hilariously the tutorial for the cab car says put the brake in suppression to clear the penalty but there isn't suppression on the brake, madness! How do American trains actually get anywhere on time and not just be stopped in random places all over the network? I appreciate route knowledge is important but you've got to learn that first. Anyone on the forum with words of wisdom to help on this subject would be greatly appreciated
Suppression is around brake level 65%. When applied the warning system won’t activate emergency. Hold until you cleared the max ACSES/ATC speed then release
On the new York trenton route, the systems don't work properly. Even putting into suppression doesn't work. It works properly on Boston sprinter but the new update to the one on trenton somehow ended up breaking it.
For the Amtrak stuff, you’ve got 6 seconds to put it into suppression. Just put it in suppression and then hit acknowledge. Don’t let off the brakes until you’re under the specified speed. For the NJ Transit stuff… usually I just let a little bit of air with the automatic break and then lap it. Then acknowledge… all within 6 seconds. Keep it lapped until you get under speed. You’ll get the hang of it. Also if I’m not trying to decelerate too quickly, I’ll bail off the independent. Don’t know if that’s proper procedure though, maybe someone else can advise.
I recommend watching my signal guide for Boston if you want a good understanding. There are safety system sections. Start at 20:50
NORAC signals are hell to learn. The complexity of US railroad signals are one of the things that really separate it from railways overseas (with the exception of Germany - their signals are pretty complex as well.) There are so many aspects and definitions to learn and to top it off, each railroad within the US has their own different set of definitions for their signals. What a yellow over green might mean on the MBTA in Boston means totally different on Caltrain in San Francisco.
