Is it worth buying does it get a good run down the line if I have asked this already then sorry for asking again
Buying anything in life is subjective and only really you can answer your own question but for what its worth I think its decent. However, like all modern MU’s with a PBC they really aren’t a challenging drive!
It is a nice train I guess but it has a single timetabled run in the whole game if you really think about it. So I suggest getting it but during a sale.
I would say is worth it from my experience, add more traffic in SEHS route and it layers on ECML (if you are on pc or gen9 console) but only for ECS movements, good train to drive
Adds more traffic to SEHS. Can be seen as AI on it as well. Worth it for that alone. Also adds AI to Peterborough on ECML, think also on GOBLIN and maybe Mildmay.
The services on SEHS don't give it much of a workout, most of the time you're doing the Medway town bus stop sequence. Also unlikely the sounds were ever fixed. Almost non existent traction sound audible in cab but passing trains nearly blow out your speakers.
It is what happens in real life. It is a shame that we couldn't get 12-car runs for the London Commuter.
nice train, has probably the most strict implementation of AWS in this game... at least I got more penalty brake applications on this one than on all other UK trains combined
YES YES YES A Great Modern, Sleek Dual Voltage EMU There was a sale which ended 3 days ago, 60% Off but i got it during the December sales last year which was about 80% The class 323's are worse Like Honestly, Like You Just Cant Go Wrong With PBC Emu's
Ok You Got it at release? Yeah that kind of sucks, Most of the routes i have have been bought on sale, except London commuter and Birmingham Cross City, Like Right Now, You see this Mild may Line that is coming Next week right? Let everybody blow all 24 quid on it on day 1, il just be watching and looking at everybody's comments and when Sales Month Come after waiting patiently, Il Pick it up at 85% off, So Glad, Totally Free of annoyance...
I hope the guy from Incredible Trains gives a new lease of life to the 700, since he’ll probably be focusing on more London content. He did model St Paul’s Cathedral and a lot of central London from the summer showcase. Im betting he has quite a fair bit of London designed and is just waiting for the right time and route to use it on.
yet to have a penalty stop on Birmingham or Glossop, but managed to get like three on SEHS when doing services with 700... gotta add that it was due to me being "too fast" upon approaching final stop, but still... some units you can almost barge into station like a madman and wont stop you, but here you go like 25 near platform and bam
Yeah Like Electrostars, The TPWS Feature Is So Cool. It doesn't even Disturb you no matter what you are doing (Well From my experience, Except from Birmingham Cross City) and, Plus, this thing on TPWS Is preventable, so here's what you do: On Class 323: Locate the TPWS Train Stop Override On the Right Side of the panels and click it up to 30 secs before arrival at a terminus On The Electrostars: Same thing but the button should be right in front of you On The Class 700 : Same thing but at the Isolation systems Side The TPWS Button is Covered with a Silver Panel on top of it , It should say TPWS Train Stop Override then turn the knob to the isolated side and yeah your good
nah man, if I torture myself in this game, it is willingly ... once I managed to figure out the approach speeds that wont get me into trouble, I managed to prevent most penalties... last time I got one when doing a 395 service to St Pancras, and I was approaching buffer stop, going like 20... still had plenty of room to brake safely, but got penalty... next time I ran faster the rest of the service to gather up time and used that to approach the buffer at less than 10 mph and was ok but still, great advice and insight... didnt know what the TPWS thingie you mentioned was a thing to be used haha... now I know what it is for... tho, if you use it wont you get major deductions for not using safety systems? just curious
The train itself is outstanding. I love driving it. That to me is enough to justify it. The run on SEHS isn't the worst, but it's definitely not using the 700 to it's full potential. I'd love an AC route north of the city to really open it up (MML south with a 222 anyone?). It also fills the Thameslink traffic void on SEHS. The 700 does provide a lot of scenery traffic on other routes too. And if you're on PC, there's a mod that adds it to the BML. They're drivable on that route with the mod, but I mostly like it for the traffic volume. Gatwick Express runs are no longer a guaranteed green light rip through Sussex.
I think we're talking about avoiding TPWS interventions. Here's my approach. I've read a lot about the operation of UK trains and it's loosely based on what I've read. I use this method for "normal speed" trains (top line speed of 90 of less). It works pretty well. First I have the HUD configured in the old way. I have the next signal countdown visible and the next signal aspect grayed out. I also have the next speed limit countdown visible. I think this replaces route knowledge in a realistic way, and doesn't require active memorization (driving trains is not my real job, this is supposed to be fun). A driver will know where every signal and speed restriction is, but will not know what a signal is displaying until it is actually visible. I also use a PC mod that improves signal visibility from the cab view. Now for the driving technique. Adverse signals from line speed (ex. 90 mph): This works for approach control and full danger signal situations. -Cut traction power as soon as the double yellow signal is visible. -Let the train coast toward and through the double yellow signal, ensuring that the speed is washing off during this time. If the gradient is falling and the speed wants to rise, add light brake to maintain a reasonable speed toward the double yellow. Don't let the train gain speed on approach to a double yellow. -Once past the double yellow, aim to pass the single yellow signal at 60 mph or less. Control the train according to the signal distance, the current speed, the gradient, and the braking capability of the train. -While crossing the single yellow at 60 mph or less, start braking for the red. -Aim to be at 20 mph or less when passing the AWS magnet protecting the red signal. -Stop before the red signal. I use the signal countdown HUD during this entire procedure. A real driver would run that line day in day out and would likely be able to estimate the distance between the signals. Most critically, the driver will know when a particular signal block is shorter than normal, effectively reducing the available braking distance. To me that is essential information, and I'm okay with the HUD providing it. You can enter into that procedure from any step. For example, on a line with only 3 signal aspects (green, single yellow, red) I still aim to pass the single yellow at 60 mph or less. The posted line speed is often lower than 90 in that situation anyway. For speed restrictions: Using the next speed limit countdown HUD, brake according to the current speed, target speed, gradient, and braking capability of the train. -If the speed restriction does not include a warning board, I aim to reach the new speed as the next speed limit HUD is reaching zero (at the speed board basically). -If the speed restriction includes a warning board, I brake to that speed as soon as the warning is visible. Put simply, if the driving cab is traveling between a speed warning board and the start of a speed restriction, I want to be doing that new restricted speed ASAP. Again, a real driver would know where the speed restriction is. This is essential information. I believe the TPWS set speed on approach to buffer stops is 10 mph. That's what I do I don't have any issues there. For higher speed trains at full speed, I just drive to feel but still aim to cross single yellow signals at about 60 mph. The blocks are longer in these situations anyway. If I'm driving a fast train at less that 100 mph, I employ the above techniques, since the block lengths will likely be shorter for the lower line speed. I use all of this as a guide. At the end of the day, it's about controlling the kinetic energy. If I FEEL that the train is rolling too fast based on kinetic energy and not just raw speed, I'll react accordingly. I only consistently get TPWS interventions on ECML when I don't have the brakes on hard enough, which is my own fault. It's also worth noting that I still learn the routes for real, it just takes longer and happens more organically. But for that reason the knowledge truly sticks. I could drive SEHS with my eyes closed. This video changed how I play TSW for the better. And not just for the UK routes
yup, got that mastered pretty well, tho sometimes I get careless or overly confident and get a penalty lol... usually I go into 0 when I see double yellow, watching for signs of having to slow down... if I know a red or sth is coming, at double yellow I go like 40 and single 20 mph, and approaching terminus platform like 15 or even as low as 10 mph, making sure I got enough headway before to be able to afford the slow approach pace but yeah TPWS/AWS is the reason why I like playing UK content... it warns you but is not overly punishing... PZB is a special place in hell, tho I like its simplicity and how it works, makes so much logical sense... and ATC/ACSES are cool but also put a lot of stress on you
AWS is the best isn't it? It was first safety system I dabbled in. When I heard the green signal ping, I was like "THAT'S what it does?!?". Loved it ever since. When I was in London this past October, I purposely got on the first car of a 465 to see if I could hear it through the wall (it was loud and clear). It'll be a sad day when it has to yield to ETCS. PZB took a ton of practice but I feel I'm in a good spot to explain it (although I'll spare this thread ) ATC/ACSES worked for me when I started seeing it as a system that checks my work after the fact, not a system that tells me what to do. DTG seems to explain it the second way and I think it's misleading, even though it's safest to just react with suppression brake every time. I aim to be one step ahead of ATC and ACSES whenever possible. I drive every route in every country the same way with the same HUD configuration. Kinetic energy and feel is always my first consideration.
for me the first was PZB/SIFA and LZB... cos I loved Koln Aachen to bits (and still do), and I got bored driving without safety stuff... once I learned it and all, all routes came alive for me ... what I like about German routes and everything is that they really give you specific advanced warning, especially for speed restrictions... you dont need to learn every corner, it tells you in advance that there is like reduction to lower speed, checks it and all some UK and US routes just rely on route knowledge and it would be impossible to drive em without HUD unless you know exact spots where speeds and such change (IRL I think this isnt such an issue cos they got working PTC that tells em stuff besides route knowledge) for me it was very engaging also learning the subtle differences between German and Austrian PZB, tho even if you forget the specifics, if you see yellow, just brake for your dear life and dont forget to acknowledge as for ETCS, I would love to see it properly done in TSW cos it is the future, not just in EU... also some national systems in Asia and such prefer to adopt it... cos in a way it is similar to PTC/ATC/ACSES, but it is more advanced and flexible IRL - it doesnt need preloaded data to function fully properly, it reacts fully to whats happening - such a shame they had butchered it in Luzern Sursee... otherwise it is very convenient to use as far as I know
