Hi, I'm suggesting a reworking of one of your core features in this sim that always made me disappointing since TSW. The point where your couple your locomotive to a wagon or another one. When you do right now, it all happens at once, there's not even single actions. Not many people realize there's a process involved and it's pretty fun two, i've been doing in in Derail Valley on daily basis. The new system will have the option to either automated it but you will see each action happen separately with realistic time delay OR the best option is doing it your self. It's pretty easy, here are the steps: For Chain couplers you...... 1. click and drag the chain from the either locomotive to wagon or vice versa. 1.a you secure the link by turning the twister bit so it's tightened 2 click and drag the hoses from either the locomotive to the wagon or vice versa until they "click" into place 2.a all air pressure to flow by pushing the red leaver away from you on both the locomotive and the wagon. and you're done. To UN-couple the chains, etc. you work your way backwards..... 1. stop the air pressure flowing and pull the red leavers on both locomotive and wagon towards you and "click" to unlock the hoses so they are free 2. UN-screw the twister bit so the chain is loose and drag it off the hook point so it's free. For the claw ones it doesn't need much because when you hit the wagon it self connects all you'd have to do is follow up the hose connection process and the one to disconnect it.
I like this idea, but only if the following are observed for US freight trains fitted with air brakes: 1. If an anglecock is mistakenly left closed following coupling, then the brakes downstream should not respond to changes in brake pipe pressure from the loco. This could become exciting on routes with steep inclines and long trains. 2. If a hose is disconnected without closing the anglecock (or an anglecock is opened with no hose connected), then any pressure in the relevant section of the brake pipe should escape with accompanying noise, possible flailing around of free end of hose and application of the relevant brakes. The amount of noise and flailing should be proportional to the pressure remaining in the brake pipe and how far the anglecock has been opened. 3. When a pressurised hose is disconnected after having been isolated by closing both anglecocks, an appropriate sound should be heard at the moment of disconnection as pressure is released. 4. When coupling to a parked consist which has little pressure left in its brake pipe, then appropriate sounds should be heard as the anglecocks are opened following hose connection. If they are opened too rapidly, then the resulting sudden brake pipe pressure loss sensed by the loco could be made to trip the loco's PCS switch. 5. It would be nice to have the possibility to attach an EOTD (end of train device) to the last car (remembering of course to open the anglecock).
