Since DTG has already responded (on the forums) to my earlier feedback about the brake timing settings for German trains (and also fixed this for HBL, great job DTG! ) this post is mostly academic, but I wanted to show the community why different settings have an impact on the dynamics of the trains. For German (and mainland European) freight trains there are 4 different (3 common) settings used. These are: P+P (loco in P, wagons in P): Used on freight trains weighing less than 800t, G+P (loco in G, wagons in P): Used on freight trains weighing 800t -1200t, "Langer lok" (loco + 5 first wagons in G, rest in P): Used on freight trains weighing 1200t - 4000t, G+G (all vehicles in G): Used on freight trains weighing in excess of 4000t. P-brake results in the brake cylinder filling within 3-5s and releasing in 10-20s (or 15-20s). G-brake results in the brake cylinder filling within 18-30s and releasing in 45-60s. The above selection rules can differ somewhat between countries. For example, afaik only Germany (and perhaps some neighboring countries) use the Langer lok setting. Some countries also have differing weights for the cutoff between P+P and G+P. I wanted to see what would happen if I simulated these different settings on a train. Since I don't have access to Simugraph I instead programmed a script in python that simulates the different settings effect on the center of mass of the train (CoM). Below is a plot of the deceleration (as a percentage of maximum) after a full service application has been initiated. I have used a propagation speed of 200 m/s and a train length of 420 m (~1 loco + 20 wagons). I have also used the mean application times (4s and 24s respectively). As can be seen above, the difference between P+P and G+P is not large (since it only differs by the brake force of the locomotive) but the difference between either of these and G+G is significant with the former reaching 95% of maximum deceleration 20 seconds earlier. What this means for the driver/player is substantially longer stopping distances for G+G (which is the default setting for routes before HBL) and a much greater need for the driver/player to drive proactively. However, for situations when this is not required in reality, the added "difficulty" can become an annoyance since it is an artificial constraint. I couldn't stop myself so I programmed a simulation of the full braking regime for the different scenarios. What I did was to numerically integrate the force equations (mdv/dt = F) using a method called Euler-Cromer. The nice thing about this method is that it conserves energy (compared to Forward Euler) but at a slight cost in computation. It is completely unnecessary for TSW (lol) but this was the method I was most familiar with from molecular dynamics simulations. The timestep size was always 10 ms. Big thing: I added the coefficient of friction curves that I've mentioned in earlier threads so you will see in the plots below that the deceleration rate is never constant (velocity is never linearly decreasing). First I took a BR185 + 13 unit Laaers (26 wagons) train and compared deceleration and stopping distances for P+P (realistic) and G+G (unrealistic). Since the deceleration is quite strong the difference is more subtle but there is still a 10 second gap. Below is the distance vs time graph: As you can see the difference in stopping distance is massive (nearly 300 meters!). An important thing is that I simulated the stopping distance from 100 km/h. At 120 km/h, which is allowed for empty Laaers wagons the stopping distance would've exceeded 1000m in G+G (assuming realistic brake force). I then did the same for a heavier BR185 + 15 Zacns train. Nothing very surprising about this graph. The stopping time is increased by about 10 seconds. Why not 24-4 = 20 seconds? Well the train doesn't go unbraked and then instantly apply the brakes after the full time but rather increases the deceleration rate progressively until the last wagon is fully braked. Now for the stopping distance: Here we can see that in the current/old setting of G+G (assuming realistic brake force) the train would exceed the pre-signal distance of 1000m by about 150m while the realistic setting of G+P achieves a safe stop. This is probably too nerdy for most people but if anyone has any questions I'm happy to answer them. NOTE: I referred to "G+G" as the default/TSW setting. This is not exactly correct as the loco is always in P (i.e P+G is the accurate setting), but since this is nearly identical to G+G (the loco has a vanishing effect) I decided to plot G+G settings instead.