Out Now Cargo Line Vol.1 - Petroleum – Out Now!

I'm not usually religious but AMEN brother.

Hentis

 

Yes apparently DB are doing away with the rest of the working 60's and using the 66's but re gearing 10 of them, and reclassing them as 66/6 (although I suspect they will be in the higher 66/6 range from what they are now.

Yes spadded both hour long scenarios om MML and GWE as the braking was like nope..... also with a pair of 37's on the front end they dont want to slow down either.... lol.

Hentis

 

Yeah I think Adam was sticking to the low 30’s on steam for a reason. I wonder if you could spawn another 66 into the consist (in timetable) and get away with it, without being forced out of the service.

 

Possibly uncouple the 66 move it forward then chuck in a second one, then couple them back up together. Not done it before but, need to try it now I have suggested it lol.

 

If and when formation designer shows up, a lot of these things might be possible.

 

Ok, have buy it today, and tomorrow i'll buy the Centro livery

 

Here in US i see 90 car ethanol tanker trains ..after ive run those big boring US trains 80 plus cars on horseshoe cajon.. Running that 24 car 2 to 3000 ton tea tanker tran was a piece of cake ...run US trains and you can handle these others with ease

 

It will, but I’m talking about still being able to tick off the services, I think Hentis’ method will be the most likely way to success there. The other way would be to slap one onto the rear of the consist.

Thats assuming the 66’s can work in pairs in game.

 

You can do it in an arse about way with Free roam. But having preset consists would be ideal.

 

Yep they can as they have the AAR umbilical jumper automaticly attach to them.

Hentis

 

You’re forgetting that the US consists have significantly more HP due to the MU running, not a thing in the UK, you need to take as much care there as with the US stuff.

 

Presumably that means they can be MUed but not DPUed.

 

I wouldn't say this freight was harder or easier to handle compared to US freight, just different. Here in the States we have the long, slow, heavy freight drags on (usually) dedicated freight corridors over varying terrain. The UK and Europe have to run freights over ROW shared with passenger and commuter trains that take priority (sorry Amtrak); with these trains you need to keep to a timetable with faster passenger services and be ready to respond to signalling in much shorter blocks.

It's a different kind of challenge.

 

Think so.

 

ya i agree that is the fun of running the various trains short and long fast and slow ..im not as good with the passenger trains but like in the intros for each train the braking takes time and practice to do it right im getting better with time though

 

UK freight trains can have multiple locos perfectly fine; the factors restricting train length are separate.

 

true im not as familliar with the uk german trains got more into these routes after i started playing TSW ..i did go over to you tube and searched freight trains in Britain wanted to see what the lengths and types of them that run

 

Not forget to consider, US freight trains need to travel very long distances.
That it is not required in Europe, where distances between origin and destination are much much closer.
So usually one or at least 2 locomotives are enough.

Here in my country - Uruguay - a completely new freight service on a completely new route - all with the latest technology, including signals and communication, being all digital with fiber optics - will start at the beginning on next year, with brand new Stadler Euro 4001 six axle diesel locomotives, plus 26 brand new freight cars, running at a speed of 80 km/h. The route is 275 km long.
DB is one of the operators of the trains, and the drivers - local people - was trained by them in Germany
That company will do 8 daily runs on each direction.
Of course the route was made by the Government, and that company has to pay for the use.
Other new operators will be running that brand new route too, for both freight and passenger services.

So in resume, is all related to the size of the demand, market and products you will need to transport.
That defines the length of the trains!.

About these new petroleum freight cars, they look very interesting, but it seems the cost is a bit expensive, for freight cars, which are nice, but despite being on different colors, each one it has just only one, plus the VTG logo. So from the paint job point of view, they are quite simple.
So no new logo, and not special or at least different colors to use on each tank..

I believe they could be cheaper, considering what they are, and you also have to add the local tax to the price, which is not low on some countries!

.

 

I am going to try I get a couple of let's plays done this week and get on up on my channel tomorrow at least. I love a challenge .

 

Compared to North America, the UK has short track blocks, short passing loops and short yard sidings- there just isn't room for a US-size train (just like there isn't room in English villages for a US-size car). In addition, British main lines still have dramatic speed reductions either for short-radius curves, or slow-speed turnouts; and both slowing down and then re-accelerating mile-long trains is no fun. Add to that the handicap of not having dynamic braking to control things on down grades- you can slow 20 cars with the train brake, but 100? Fuhgeddaboudit.

 

The brakes of the new wagons are too weak in the loaded condition. There are braking performance standards in the UK, and my experiments show that they are not met - not even close. That will be why you're having trouble.

As for train lengths, as others have noted, European and British railways are mainly set up to handle shorter, faster, and more frequent trains than in America. You can usually expect loop sidings (for overtaking) to be 250m, 400m, or 750m long, and freight trains must be able to fit into these to allow the many faster passenger services to keep time. In America, it's the passenger services that are the low-priority afterthought, and they are frequently delayed by freights.

Frequently, the ultimate limit on train length is the strength of the couplings. The British and UIC standard is the "three-link" coupling with side buffers, dating from a very early time in railway history but still favoured for near-universal compatibility. It is inherently less strong than, and has more slack than, a buckeye coupling. A pair of 60s or 59s is capable of breaking these couplings with their tractive effort output, which in both cases is enhanced with creep-control. Older locomotives could be used three at a time, usually to overcome sustained steep gradients rather than merely starting the train away.

A rake of 24 TEAs is 440m long, and weighs about 2400 metric tons gross. Add a locomotive, and you're already at 460m. Realistically, you need a 500m siding to park it in, due to stopping accuracy and the need to stop where you can still see the exit signal. This is thus slightly above the "normal" length of a European freight train. For a train requiring a 750m siding, you would normally be looking at lower-density cargoes such as containers, or specialised track machinery such as the High Output Ballast Cleaner.

 

Not necessarily faster. Although TSW gives the impression that all US freight chugs along at 25 mph, that has to do with choosing routes with significant grades or many curves. On open (and gameplay-boring) lines, freight runs at 79, slightly faster than Britain's 75 or Germany's 120 km/h.

 

I am fairly certain that three-link loose couplings are no longer used...

 

The screw and instanter couplings are still considered variants of the three-link system. They use a modified middle link to reduce, but not completely eliminate, the slack.

Conversely, for passenger trains the locomotive may still be attached by three-link coupling, but the carriages are connected to each other by buckeye couplings to make the corridor connection safer. The carriages are fitted with convertible "drophead buckeye" couplings with retractable buffers, for that reason.

 

Passenger trains do run faster over here than in America, and that is what the railways are primarily set up for here.

 

[citation needed]

 

I would prefer a better source than Wikipedia - and that's only referring to the also-obsolete "instanter" coupling in any case.

 

It's a nice pack, glad I got it in the end,

 

Looking forward to picking this up for a couple of quid in a sale. £10 for what it is, is a joke.

 

Definitely not a joke, plenty more gameplay to be had.

This however IS a joke

 

In US 79 mph is the speed for Amtrak on freight lines . T he speed for freight varies to train type and somtimes size or tonnage . Usually intermodal ( double stack single stack container s is 70 maybe some selected areas 75mph auto racks too general mixed carload freights 60mph is top speed on most lines unit train s like coal ore grain oil ethanol 50 55 mph some RRmay petmit 60 ..in non signaled or block signal non CTC it around 49 mph top speed

 

a few eception s to add there are afew Amtrak lines that permit 90 to 110mph speeds one line is in michigan where there are detroit to chicago
There is one in illinois too where amtrak runs 90 to 110 mph and a few others

 

That's really only shortline operations, though. The Class Is went to CTC and ABS decades ago.

Obviously vmax varies by consist, just as it does everywhere else. But fast freight moves at 70 (sorry, I had recalled 79 as the absolute Fed limit, based on a rule from the 50s that shouldn't even apply in a cab-signaled, positive-controlled environment.)

 

I did a quick let's play on the MML with the pack. Personally I like it as it has nostalgia from the days when I lived in England.

 

Tankers, tankers everywhere, but not a single shunt? V-E-R-Y disappointing, DTG.

 

I thought WTF? when I saw that at first too, but then stumbled across this:


Perhaps it explains the motivation behind making them playable in game?

 

Thanks for sharing, that was a nice catch

 

Man, I am enjoying this pack none the less. Here is a let's play with no commentary this time!


Thanks Skyhook Games.

 

Nice I seem to remember D1015 running a few freight runs a few years ago. Also if you have the WSR Green 47 that to can also haul the Skyhook tanks.

Hentis

 

Why is the Class 66 in this game struggling with 2000 ton trains while on the Tees Vally route a pair of 20s on a 2000 ton coal train manages ok.

I feel like the class 66 is under powered here. Same when hauling PCA wagons on GWE with the 66. It feels like having a pair of 31s up front on Tees Valley.

 

Considering the installed power and adhesive weight, a pair of 31s should indeed be similar in performance to a 66. A pair of 20s is effectively an 8-axle, 140-ton, 2000hp locomotive, which would have an advantage over the 6-axle, 120-ton 66 at low speeds, but a disadvantage at higher speeds due to the lower total installed power.

But we must also consider whether the coal train you're comparing was actually 2000 tons. That would correspond to about 40 loaded HEAs. Were there really 40 of them, and were they really loaded?

 

Can I share some tips to help those that may be struggling with the braking time and getting SPAD's. Here is what I did to prevent getting a SPAD on GWE. My advice would be is to cap your speed limit to a maximum of 50-55mph with the red tankers and the mission with the grey ones. Without ruining any surprises. Let's just say that the mission from Puma to Harwich will test you and keep you on your toes. Capping the speed to 50mph will make things a lot easier. Plan ahead and keep an eagle eye on those signals.

 

I will check again when I playing but I do remember the pause screen showing in excess of 2000 tons on a 20 class double headder. The tonnage does seem high to me for the train length which I think was only 24 wagons but I will confirm later.

 

Query- is the default setup on the 66 with Passenger brake timing? It usually is on other 66s, and you totally want to be in Goods with such a heavy train.

Or, alternatively, the brakes are set up in Goods but players aren't used to how slowly they apply.

 

I can confirm that the brakes are set in freight mode. Just practice and ease yourself into the new physics. I am getting the hang of it now .

 

There's a much bigger problem: the brakes on the wagons need to be at least twice as strong to achieve stopping distances that meet UK standards. I've made LucaZone aware of it.

 

I wasn't sure that the wagon brakes were actually applying at first. The train slows down at a similar rate when just applying the loco brake.

They release quickly too. Only clue that they do apply/release on the whole train was hearing the release sound on the back wagon.

Hope this will be corrected.

 

There is definitely something wrong with that readout. I just spawned 36 loaded HEAs (by spawning two trains, removing the locos from one, and coupling them together), and it told me the train weighed nearly 5000 tons. It's behaving more like a 2000 ton train, though, climbing a 1:200 gradient at 23mph behind a pair of 20s. A 5000 ton train would be held decidedly below 11mph, which is where the 20 reaches its continuous tractive effort rating.

In theory each HEA weighs 45 tons gross when fully loaded, composed of 13 tons for the wagon itself and 32 tons for its load. This is in the typical range for long-wheelbase two-axle wagons. Each Class 20 weighs 70 tons. Adding all of those together makes 1760 tons. That's close enough to the behaviour I'm seeing.

Attaching a pair of 20s to a rake of twenty TEAs yields similar performance, despite the very different number on the train weight readout.

Then, putting a 66 on those same twenty TEAs shows significantly better performance on the same gradient. In Notch 7 (which is normally the maximum used for the sake of economy), it was accelerating through 30mph uphill. Even at these relatively modest speeds, it's the installed power that's the limiting factor.