Barstow Yard Bowl Tracks Non-prototypical?

breblimator · Sep 10, 2022

I played a switching service in Barstow yard a minute ago and something immediately caught my eye
intermodal cars sitting @ bowl tracks
what is non-prototypical, from what I know, at least the loaded ones, with containers
there could be more DO NOT HUMP cars there but these with containers are a bright example

this is a nuance, maybe, maybe not BR o7

4K: DRONE VIEW OF BNSF HUMP YARD IN BARSTOW CA - YouTube

OldVern · Sep 10, 2022

As an aside, I presume the hump itself is non operstional?

breblimator · Sep 10, 2022

OldVern said: ↑

As an aside, I presume the hump itself is non operstional?
Click to expand...

I probably won't surprise you, but not (yet). US freight in TSW has yet to catch up with the competition, but it's getting better, probably

Let's hope this gentleman starts interest in US content

cwf.green said: ↑

For the last month or so I've been working on implementing some fixes and updates to the DB BR101 for TSW3. You might question why I chose the BR101 since it's such a great DLC already, but that's exactly the reason! I chose the BR101 because I really like the locomotive in the real world and it was such a great DLC to begin with that it gave me the motivation to attempt to improve it even more.

Note: The changes and fixes I've made are primarily with regards to physics (Simugraph) and certain systems. I have not changed sounds, display screens or other visual features, either because I thought they didn't need improvement or because it was outside the scope of my skills in the editor.

Outline: I'll begin by listing changes that are the most noticeable for every player (casual and realism enthusiast) and those features that have certain "gotcha" moments or that can be confusing. After that I'll list more subtle features/changes that might be interesting to read about for the "realism freaks".

Note: The changes I've made are all based on real world data, either from the manuals or by input from a driver on the BR101 (in most cases both) and they often quite complex or subtle so the description will be quite lengthy. Think "study sim". I've added a summary at the beginning.

Summary:
1. Magnetic track brakes have been implemented on the IC coaches.
2. Locomotive has mechanical blocks for throttle, AFB speed target lever and reverser that depend on each other.
3. AFB logic has been reworked. In particular the brake key has to be unlocked to enable AFB.
4. Traction control system has been reworked. The tractive effort target is now moving slowly and actual effort is delayed up to 0.5 seconds.
5. Airbrakes (timings and brake effort) has been tuned according to braked weights and UIC data for BR101 and coaches.
6. Made brake release switch functioning.
7. Several realistic brake equipment mechanisms have been implemented.
8. Locomotive now uses electric braking in emergency and penalty brake applications.
9. DC link capacitors (humming sound) has gotten it's logic reworked.
10. Drag, rolling resistance and adhesion has been changed.

1. Magnetic track brakes: The IC coaches now have working magnetic track brakes! The activation of these brakes are not animated (for the reasons stated above) but the physics is all there. These brakes apply if the brake pipe pressure falls below 2.8 bar as long as the main reservoir pipe pressure is above 6.0 bar, the coaches have power and the speed is above 50 km/h. This means that the Mg brakes will apply if you move the train brake lever to "SB", open the brake pipe emergency brake valve (red valve under the desk) or if the safety systems command a penalty brake application. The Mg brakes have been tuned according to real world data and they behave differently when dry or wet. They can be deactivated by moving the brake selector on the coach from Mg+R to R,P or G.

In dry conditions it is completely possible to stop from 160 km/h in under 700 meters with a typical IC train.

2. The locomotive levers have mechanical blocks: If the reverser is not in "Forward" or "Reverse" the AFB target speed (Vsoll) and throttle levers are blocked from moving out of "0". If the AFB Vsoll or throttle levers are already out of "0" the reverser is blocked from moving out of "Forward".

If the brake pipe is opened with the "Ackermann" valve (red valve under the desk) the lever is blocked from moving out of "Open" unless the train brake lever is moved to the "SB" position first.

3. AFB logic has been reworked: The criteria for enabling AFB have been changed. To enable AFB you need to satisfy:
(a) Reverser in "Forward"
(b) Brake key unlocked.
(c) el/pn switch in the "el" position (already done by default).

The AFB starts with a four second self-test sequence. During this self-test sequence the speedometer AFB target speed (Vsoll) bug will move to 100 km/h, after the sequence is completed it moves to whatever speed is set by the lever.

You now no longer have to move the AFB Vsoll lever to 200 before you can enable AFB while moving. However, if you enable AFB while running but the Vsoll is lower than the current speed the AFB will start to brake after the self-test sequence is completed*. So set the Vsoll to a speed higher than your current speed before enabling AFB if you don't want it to brake!

4. The traction control system has been almost completely reworked: Previously the tractive/braking effort target bug (force meter) was linked to the throttle or electric brake levers directly (but with a maximum speed). This has now been changed so that the force target has a speed that is independent from how fast the corresponding lever is moved and this speed depends on whether AFB is enabled or not and even what speed the locomotive has. The actual effort (tractive or braking) is then delayed by up to 0.5 seconds after the target effort is changed which is how the real locomotive acts and in my opinion looks really cool.

When AFB is enabled the tractive effort target moves quickly to about 10 kN/FM (force per traction motor) to prevent roll back, and then the tractive effort increases slowly at first and then faster with increasing speed (up to 5 km/h) to stretch out all the couplers in the train. AFB tractive effort still increases slower than without, even at it's maximum speed, so many real world drivers chose to not use AFB if they need to be a bit more aggressive to keep a strict timetable or make up a delay (or just out of preference).

Another feature is that the electric brake effort (target and actual) decreases much slower (150 kN to 0 in 15-20 seconds) if the indirect brakes are applied. This slower rate of decrease is linked to the "pilot pressure" which is a sort of internal control pressure that is used to increase either electric brake force or pneumatic brake cylinder pressure. If this pressure falls below 0.4 bar the rate is returned to normal.

Tip: If you don't want to wait for the electric brake force to slowly release after using indirect brakes you can press on the "Bremse Lösen" switch to release the pilot pressure (and in turn the brake cylinder pressure), the electric brake force will then return to it's fast rate of decrease.

5. Airbrakes on the BR101 and IC coaches have been returned according to real world data (braked weights): On the BR101 the brake cylinder pressure has been changed to 6.2 bar in the "Hohe Abbremsung" (high braking) mode and the application and release times on the brake cylinders have been tuned for 3-5 second application and 15-20 second release. The brake force has been tuned according to the braked weight of the locomotive in brake setting "R".

For the coaches I have also tuned the brakes according to their braked weights in all modes (G, P, R) and similarly for the application and release timings. Furthermore the friction of the brake discs have been changed to have a more realistic speed dependence. You will most likely find that the trains both have better deceleration but also require releasing earlier to brake to a certain speed or achieve a smooth stop.

6. Made brake release switch functioning: I forgot to mention this when I made the thread. The brake release ("Bremse Lösen") rocker switch on the front of the desk releases the pilot pressure which in turn vents the brake cylinders on the locomotive for an indirect (train) brake application. This function is primarily used when uncoupling coaches. You would apply indirect brake (full service) to keep the coaches from moving, then release the brake cylinder pressure on the locomotive with the brake release switch and then reverse into the coaches to "bunch" the couplers so that uncoupling is possible. Letting go of the switch will re-fill the brake cylinders. It does not work in emergency or for direct brake. The side-effect I mentioned above is that the pilot pressure controls the slow release of the electric brakes so you can use it to speed up their release.

6. Extra brake equipment features: The "distributor release valve" mechanism has been changed to behave more realistically. It now takes 1 minute to completely vent the control reservoir and this reservoir takes almost 5 minutes to recharge. Since the brakes apply depending on the pressure drop of the brake pipe compared to the control reservoir, pulling on this valve for a whole minute will make the brakes release and not apply even during an emergency brake application, so be careful!

I have also added three other mechanisms that are present on the IC coaches:
(a) Quick service: when an initial airbrake application is made the brake pipe is connected to a small reservoir that has a volume calibrated so that equalizing it with the brake pipe causes a 0.4 bar drop. This drop is very quick and causes a faster propagation of the (pneumatic) brake signal throughout the train.

(b) Instep/fast release: In brake setting "G" the brake cylinders quickly (same speed as in P or R) fill up to a small level of pressure during application and similarly vent the last bit of pressure quickly during release.

(c) Brake pipe accelerator: This is the most important mechanism for trains using EP-brakes (electrical signals command brake application or release in the train) that also have magnetic track brakes. When the pressure is rapidly decreased (faster than normal service braking, e.g. emergency braking) the distributors on the coach will vent the air in the brake pipe to the atmosphere. This causes a massive increase in the propagation speed of the (pneumatic) brake signal and shortens the time for the brake pipe to vent by up to 10 seconds on long (15 coaches) trains. Since the magnetic track brakes apply depending on brake pipe pressure rather than an electrical signal this means that you get magnetic track braking much earlier in emergency, no matter whether the train is using EP-brakes or not.

7. The locomotive uses (reduced) electric braking in emergency: In Germany many locomotives (including the BR101) actually applies electric brakes even in emergency. As long as the regenerative brakes are working the locomotive will use electric brakes as soon as the brake pipe pressure reduces below 3.0 bar. In brake setting "R" this electric brake effort is reduced from the normal 150 kN to 125 kN. This is now simulated in TSW and a safety system penalty brake application (or opening of the brake pipe emergency valve) will apply electric brakes.

8. The DC link capacitors start charging as soon as throttle is in "min" and stay charged above 85 km/h: The humming sound you are probably familiar with on the BR101 is caused by the DC link capacitors (Zwischenkreiskondensator). Before you can get tractive effort or electric brake effort these have to be charged. Previously this required commanding tractive effort and they always discharged after 4-5 seconds of no commanded tractive (or braking) effort. This have now been changed so that if the throttle is moved to "min" they start charging, and if the speed is above 85 km/h they remain charged at all times.

9. Drag, rolling resistance and adhesion has been changed: The drag and rolling resistance of the locomotive and coaches has been retuned to give realistic resistance according to real world data. The adhesion of the BR101 has also been slightly increased on dry rails (it's now possible to achieve about 70 kN/FM when starting on dry rails) and the wet rail adhesion has been slightly reduced.

I would like to thank Justin Stockhausen ( chirimu ) that gave me invaluable information about the BR101 to achieve this project. Without him it would not be possible. I'd also like to give a special thanks to Hazawa who gave me useful general information about German rolling stock and locomotives, and to Maik Goltz who both made such a splendid locomotive and was very helpful when I came with questions. Last but not the least Matt and several others at DTG: thank you for allowing me to do this project
Click to expand...

driverwoods#1787 · Sep 18, 2022

For the Hump to be functional it needs to have a new physics package including retarders. Hint Barstow can serve as the prototype for Dresden Friedrichstadt and Hagen Vorhalle

Barstow Yard Bowl Tracks Non-prototypical?

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