Route Linke Rheinstrecke - Feedback Thread

Some of them. I think that livery was never widespread before the current lCE livery was adopted. I’d say to really nail the 90s, we’d need a wide variety of liveries of different eras. I doubt you’d find a single uniform train back then

 

Certainly I've seen photos aplenty from the late 90s with ivory/ocean blue, as well as old chrome oxide green and cobalt blue. And as has been noted, many of the 103s went to the scrapyard or museums in the 2000s still in TEE beige/red. It takes a long time to repaint a large fleet of rolling stock! Only now, 25 years into the traffic red era, is DB really consistent looking.

 

I believe that briefly DB carried forward the Produktfarben system where ICEs had narrow stripes but ICs had wide ones.

 

Thanks, installed it now, it looks sooo much better (even though the IR Eurofima coaches were never that numerous of course), and the fix to the destination boards is also a really nice addition.

 

I couldn't find Lf 6 (warning) for this 110 kph speed limit. (Between Spay and Boppard Hbf, direction to Mainz.) Since OpenMinded drives w/o HUD, he would have already noticed for sure. Is it really missing or am I completely blind?

 

2 questions:

1) Is there a mod which substitutes a more appropriate loco than the 101 on freight trains?

2) What are the "SE" services in the timetable?

 

1) don't know
2) this is the Stadt-Express (City Express), doesn't exist anymore, branched into RE and RB, still existed in some areas until 2016
https://en.wikipedia.org/wiki/Stadt-Express

 

Gotcha. Is the 628 a realistic train for these in the 90s? Or was it something like a 218 with a couple of Silberlinge?

 

A quick answer, I live next to the Murgtalbahn. Before its electrification in 2000, both the 628 and 218(or 215/216 not sure)+Silberlinge were serving that line (from Rastatt to Freudenstadt). And from my childhood I remember riding the "Uerdinger Schienenbus" (sort of the german Pacer)

https://en.wikipedia.org/wiki/Murg_Valley_Railway

It exists for MSTS (ProTrain 16 AddOn), actually looks pretty good on OpenRails, using many original building textures. And one included activity even has me transporting goods from my real life employer in Gaggenau to Karlsruhe.

 

It is missing, you are not blind;-) However, I have an „Ersatzfahrplan“ for the route and use this when I drive on it, hence, I am aware that the speed limit is coming up. This is also annoying, I agree, however, as I know it I can react on it. A missing advance signal is much more inconvenient…

 

To 1), I am occasionally using this mod:
https://www.trainsimcommunity.com/m...trecke-timetable-modern-stock-br-101-and-more

I had mentioned it above (without the link), I am using this in conjunction with the IR mod and the SBB EC mod, which still allows me to drive the 103 in front of those trains…

Which mod puts the 101s in front of fright trains?

 

https://www.trainsimcommunity.com/m.../i3700-lfr-timetable-101-143-freight-services

That's the problem- I really don't want 101s pulling freight (they were in service in '97, but pulling ICs and other high end express trains, not goods. It's even more wrong than the 110). I would rather have say a 155.

 

OpenMinded, thanks for the reply and for the tip as well, I'll look for that unpronounceable thing too.

Do the developers (cc DTG JD) know about the issue or should I create a ticket? I haven't found it in this thread nor here.

 

OK, another problem: the 628 refuses to go. Yes, I have switched on the power and, yes, I have unlocked the brakes and released them. But the throttle does nothing.

I don't recall ever having this problem on NTB.

 

Another ticket never hurts it was mentioned here in this thread (I think) as well, so it should be known to them.

 

Understood, you are looking for a loco prototypical for the time. Yes, I was surprised to see your referenced mod as well. A Br155 would have been more appreciated, I think…

 

The in-game 155 has a modernized cab, but at least looks right from the outside, especially in Orientrot (or even DR Dunkelrot).

 

Solved my own problem. Apparently turning on the power switch before moving the reverser to forward means the power switch doesn't register.

 

If you haven't started braking before passing the Vr0, the operating procedure IRL is to immediately go into Schnellbremsung (emergency position in the train brake lever). You are allowed to release the brakes before coming to a halt if you feel that you are going to make the speed checks (and more importantly that you won't pass the Hp0 signal).

 

Hi,

I finally bought this route two days ago. I'm really enjoying driving the BR110 and the N-Wagen. I already drove about 400 km on it. However, the brakes seem a little overpowered (a 60% brake application is already very strong, above this it's closer to a rubber-tyred train trying to stop !) and thus lack some accuracy, but it's still manageable.

I noticed some inconsistencies :

- is this normal to have a green Hp 1 signal directly before a red Hp 0 ?


- the BR103 brake gauges are very approximative. A wrong pressure is displayed on the "Hauptluftleitung" gauge, and some parts of the different needles are sinking into the background :





- is this stopping marker normal ? The concrete part of the platform is long enough to accomodate the whole train.

 

It is a known issue that the interlock of electric and pneumatic brake on the 110 is currently not protoypical. A similar issue was recently fixed on the 103 but there has been no announcement of the 110 being fixed. If you want realistic brake applications in terms of braking power, you need to return the electric brake to off after every application of the driver’s brake valve.

Just ignore TSW’s stop markers. If there’s an H-board next to the platform, stop next to that. If there isn’t, use your judgement to stop at a suitable place.

 

No, it’s not. The general positions of the signals do make sense, as the signal in the foreground is an intermediate signal (Zwischensignal), which is placed between an entry signal (Einfahrsignal) and an exit signal (Ausfahrsignal), which is the one in the background. However, in reality, if the route is set directly from the Esig to the Asig, the Zsig would only show the white indicator light (Kennlicht), which basically means that this signal is intentionally disabled.

 

Ok thanks for those valuable information ! That makes sense !

Now I'd like to better understand the BR 110 :

- I understand that the notches act on the motor electrical supply by adding/substracting resistors and connecting the motors in series or parallel. I know that it's not recommended to stay on notches that have resistors in the circuit (to save energy and not to melt them, depending on the locomotive). The best practise would be to coast using "full series" or "full parallel" notches. Am I wrong ?

- Do you have any detail on the different notches ? Which one are in series or parallel, with or without resistors ?

- I read here that using notch 28 is not allowed. Is this still true ? Page 8, 4.6 "Regulator" : https://virtual-railroads.de/gb/index.php?controller=attachment&id_attachment=62

- When starting, it's easy to trip the MCB if going up too fast. However, at speed, it also is easy to go higher than 400-420A on the "Oberstrom" meter but that does not trip the MCB. When reading the page 14, 6.4 "Faults / Observation" section in the document, I guess it should also trip above 420A ? Which it doesn't do in TSW ?

- Page 9, 4.7 "Braking" states that the "Hohe Abbremsung" (high braking) should engage above 60 km/h and disengage below 50 km/h. I do not see it in action in TSW ?

- The brakes do not overcharge when going into "release" position. Is this prototypical ? I notice they never really do in TSW for German trains. It only seems to work for British trains.

- The door open/close light (yellow T) is not working ? I encounter the same issue on Dresden-Riesa with the Dostos.

The BR 110 is really interesting to drive nevertheless.

 

That's not how the 110 (or the 103) works. The different notches are achieved through different taps on the coil on the high voltage side of the transformer. This effectively changes the number of windings on that coil, which will change the output voltage of the transformer, because that depends on the ratio between the number of windings on each coil. There are no resistors (except for electric braking) and therefore no time limits on how long you can stay in any notch.

 

I see ! So it's like the BR143 then ! I didn't know this. Thanks !

 

Yes- that's the way pretty much all AC engines were controlled, before the advent of thyristors in the late 1970s

 

I see. I thought that, as an old locomotive, it used DC motors. I didn't think about it, but indeed, it wouldn't make sense to design DC motors and rectifiers for the German railway, which only uses 15 kV AC. Back in the day, directly feeding regulated AC to motors (as they did) would have been easier and smarter, if the locomotives weren't meant to circulate outside the country under other currents. Today is another matter of fact with pretty much, if not all locomotives, using tree-phase motors no matter the current in the overhead lines.

 

Here is another minor bug, have not seen this mentioned on the last three pages: Between Boppard and Bad Salzig cars drive on the bike path next to the road.

 

Yes, that's all wrong for Germany. Italy now......

 

Probably. On a lot of engines, the last (couple of) tap(s) are a back-up for lower voltage in the catenary. As another example, the last three taps on the 155 (taps 28-30) are not supposed to be used in regular service either.
However, if you want to drive prototypically, you might never go that high anyways. Even in the 90s, the 110s were old and a common practice to reduce the strain on the old ladies is to stay in lower taps and not push them to their limits. For a 151, I heard a driver say that they stay below tap 25 (of 28) for that exact reason.

Do you have some video of these points? I’m pretty sure both work in TSW. Also, just as an aside, if you accelerate prototypically, you won’t really ever come near to 420A.

I think that was broken by a patch at some point. The brakes should overcharge but don’t anymore.

That might be prototypical. The (real) 101 also has non-functional T indicators in the cab.

 

I'm not sure the 110 was ever equipped with central door control- back in its day coaches didn't have it so there was no need to equip the loco. It could be that in overhaul they got standard instrument clusters that just happened to have the T lights (on this theory, the door levers in the cab are a convenient fiction)

 

Are you sure about that? The two locos I could find information on, 110 200-3 and 110 173-2, had TB0 installed in the early 90s (94 and 93 respectively). So that seems prototypical for 1997. The EBuLa screens though…

 

Ok this makes sense !

Yeah I hardly go higher than 300 A on the "Obserstrom" meter when driving. With the BR 110 I tend to start the train at around 20 kN and accelerate around 40 kN until I reach the desired speed.

I did some further testing, it is neraly impossible to trip the MCB above 50-55 km/h because wheelslip takes over and the locomotive enters a "anti-wheelslip" mode, which doesn't stop wheelslip but reduces current. It hardly goes higher than 400A under those circonstances. I guess that's why. But going too high on the notches trip the MCB to around 40-50 km/h.

As for the Hohe Abbremsung, going up to 100 km/h, then braking at 60% with or without E-Bremse, does not light up the corresponding light on the instrument cluster. The pressure in the brake cylinders stays the same from 100 km/h to 0 km/h.

Ok ! Overcharging the brakes when not required could lead to some surprises so that would add to the driving "complexity".

Ok I see. So I rely on the UI to give me the departure signal, as a guard would do. It would be awesome if, like the Class 158 on MML, a guard function was implemented on all the trains requiring it.

 

Ok I understand ! Always surprising to see some importants lights that doesn't work. But your explaination makes sense. However if the door lever is prototypical as shown by Lamplight, it's surprising the T doesn't work.

I have a feeling that some features are a little botched.

 

That's pretty much what I do and was told to do as well

Ah, ok, that makes sense.

I was sure that worked. I can't check now but I'll have another look at it when I get the chance.

As solicitr said, it's just standardisation. The TSW 110 only has that cluster with the T indicator because DTG modelled the few odd 110s that were retrofitted with LZB. The speedo/LZB/PZB/indicator cluster is a standardised part.

 

Ok thanks ! I understand better how this locomotive works.

Let me know if you have the occasion of testing the Hohe Abbremsung

 

Always happy to help!

I did both a bit of testing and a bit of research and it seems that you’re right. The high braking or hohe Abbremsung does not seem to work on the 110 as it should. You don’t get more than 3.5bar in the cylinder even at 140km/h, when you should be seeing something more akin to 8bar.

Something interesting I found for everyone here while doing research was this thread. It has useful advice for driving the 110s (from real drivers as well). German only though. A translation tool might work and if not, I’m always up for translating German.

 

On central door control: the 110 may be fitted, but the coaches aren't! They still have the old manual folding doors, no power.

 

n-Wagen were retro-fitted with TB0 from the early 90s on (best source I could find - Alwin Meschede knows his stuff), so the ones on LFR probably had it.

 

According to that post, AM says they were fitted with TB5: this is a system which auto-locks the doors at 5 km/h, but which heve no central control by the driver.

 

They have it for sure. As you have a control from the cab, it must be. Also, it is stated on the waggons itself:


TB0 is nothing more then a TB5 with a central control, which allows the driver to unlock and lock the doors. Even on LFR, you can start driving with the doors still open and they will close automatically when going faster then 5kph.

 

Yes, and what does it say in the line below that one?

Exactly what I said above.

 

All right, OK. Point taken. Nonetheless, both systems apparently only lock and unlock the doors (at least on older slam-door stock), not open or close them. That may be why the T lights don't work.

 

That’s true. TB0 works in a rather simplistic way and the door status is not being communicated.

 

Incidentally, thanks to this convo I've added "TB 5" markings to my Silberling in progress. Thinking in terms of Niddertalbahn (1992), an n-Wagen in the old paint probably hasn't been upgraded to TB 0 yet.

 

Very interesting !

I did translate the thread you linked with Google Translate : https://rail--sim-de.translate.goog/forum/thread/39824-fahrtechnik-für-br110-br103/?_x_tr_sl=de&_x_tr_tl=en&_x_tr_hl=fr&_x_tr_pto=wapp

It contains valuable information about how to drive the BR 110 ! It seems that starting with 20 kN then accelerating with 40-50 kN is good.

When driving the 110 in TSW on the Linke Rheinstrecke, I find that 40 kN generally gives enough acceleration to be on time (even when not using notches higher than 25), while begining to brake at around 900-1000m from the upcoming station when driving at 120 km/h depending on the gradient. It also avoids arriving way early at stations. Seems like a good driving habit.

 

So this means that the "T" light not working in-game is realistic. Good news !

 

T light is only available when the coaches have the so called "Grünschleife", what is a door state report in form of a cable that needs to be a closed ring to lit up the T indicator. Each door Interrupts the ring when opened. That's the old method on cable pin of the KWS. Today this is done by computers and over UIC.

 

Thanks for this explaination!

 

I really did strike gold when I stumbled upon that thread. It’s not easy to find such detailed instructions. Glad you’re enjoying it as much as I