I wanted to see how quick I could stop the ICE3M with emergency brake the other day and found out that no matter whether you use full service (VB setting, only air and electric brakes) or emergency (SB) the stopping distance is about the same: ~ 700m from 160km/h. This means that the magnetic track/eddy current brakes you can see lowering under the middle-wagons during emergency braking are only for show, they don't do anything in the sim. Furthermore I think that the stopping distance in full service (VB) is actually the stopping distance that the real train would have in emergency braking. Check out this graph. It seems to be for the ICE3 (BR403) but since the major difference of the multi-power transmission capability it should be similar to the ICE3M. The stated retardation for full service braking (VB) is 1.1m/s^2 which gives a stopping distance of around 950-990m (depending on the included brake application time). More realistic brakes for the ICE3M (at or below 160km/h) would be increasing brake force up to 1.1m/s^2 at VB and then if you go into emergency there is a bump (a significant one at that) of brake force from the eddy current brakes. Assuming that DTG got real world figures for the 700m stopping distance, the eddy current brakes should then give an additional 0.6m/s^2 (or about 290 kN of brake force for a 488t loaded train) in retardation. Interestingly, the eddy current brake force actually *increases* with speed! Something which surprised me when I read it but when I think about it being an effect of Lenz law it does make sense. In any case from my understanding the train simply reduces the magnetic field at higher speeds (to not rip up the tracks I guess) so that the brake force is relatively constant, this should mean it being easy to implement for the devs. The lower brake force for the ICE3 according to the linked graph is due to the weak electric brakes and somewhat weaker disc brakes at high speeds.