schmusegewürzkatze621

Primarily when coupling or uncoupling a locomotive to/from a consist. It allows to keep the train braked while pushing the locomotive against the first wagon to compress the buffers so the coupler gets some slack in it. Yes and no. The difference between G and P is timing, that is correct; G brakes both apply and release much more slowly than P. But the timings on P and R are the same. Historically, with tread brakes (Klotzbremsen), R meant that the brake has a mechanism to switch to ‘high brake force’ (Hochabbremsung, hohe Abbremsung) above a certain speed (something around 60 km/h) which increases the brake cylinder pressure significantly to counteract the unfortunate property of tread brakes that the same brake cylinder pressure yields worse deceleration the faster the wheel is turning. Disc brakes, however, have a pretty constant deceleration over speed, so R disc brakes simply increase the pressure in the cylinder. R brakes also typically have wheelslide protection, while P brakes typically do not. A German driver's brake valve does not generally protect against overcharging if you hold it in ‘fill’. But since you'd have to actively hold the handle pushed forward, it's not much of an issue, really. It depends on what kind of distributor you have. For old models like Kkg/Kkp/Kks, this may be true. In the KE, invented in the 50s and the most widespread design in Europe since then, the reservoir is recharged from the brake pipe if its pressure drops too low no matter if the brake is applied or released. The most important thing about brake assimilation not mentioned here is that the brake line pressure is raised and then lowered back to 5 bar very slowly, so that the brakes don't register it as brake application but their reference pressure still drops accordingly. With this, one can recover from slight overcharging, and in push-pull trains, this may also be needed after changing cabs, to account for inaccuracies in the 5 bar reference pressures of the different driver's brake valves and the slight drop in brake pipe pressure along the length of the train now going the opposite way.

Since the EN75 have tread brakes with P brake mode only, the deceleration is very high at low speeds and significantly reduced at higher speeds, so I tend to go full service brake when approaching a station and then release it bit by bit as needed to come to a stop in the right place. Also, if you only have friction brakes anyway, energy loss and brake wear is not a reason why you should start braking earlier. The same kinetic energy will be converted to heat in the brakes one way or another (assuming you stop accelerating at the same point).

ET22 has six axles.

Ever since the January 2026 update, most of the time, when I try to load a train in multiplayer, the loading screen appears and then nothing happens. The progress bar remains empty. After a few seconds, my window manager starts telling me that the program is not responding and prompts me to force quit or wait. I have managed to drive one train yesterday after three failed attempts at loading another. I had no luck today. My system is Ubuntu 25.10, using Steam Play/Proton and thus Steam Linux Runtime. Switching from Proton stable (10.0) to Proton Experimental did not solve the issue. The issue did not occur on previous versions of SimRail nor when playing the ČD 163 tutorial in singleplayer. I understand this report may be very vague; let me know how I can help you identify and solve the problem.

In the aforementioned beta build, the next station information cannot be hidden any more. Neither the key binding (F2) works nor navigating to settings and setting it to Hidden there; the overlay stays on screen. Next signal distance and indication can still be switched off separately with a key binding (Ctrl+F2 in my case).

Such a feature would have no basis in real railway operations. Train consists and itinerary are decided by the train operator, exact timetable by the infrastructure's planning and overall supervision department. Dispatchers on the line generally have no part in the process; their job is to make sure the timetable is executed more or less accurately. As I understand it, SimRail has no intention of deviating from this principle in their gameplay – the timetable is entirely fixed and decided by the developers.

At the following halts on the line between Kraków and Tunel, travelling north: Zastów Łucyzce Słomniki Miasto Szczepanowice … the stop at the station is only recognised if the train head is within 25 m of the platform end/W4 marker, despite the platforms being 75–100 m longer than my train. If I stop a bit further back, even if I confirm that the train end has passed the opposite-direction W4 and all doors are on the platform, the stop is not recognised as such, I get no departure signal, and if I close the doors and depart, I get warning messages saying I missed the stop.

Huh. Seems I was wrong then. My apologies! (Still leaves me wondering about the engineering reason why they don’t do it …)

I’m honestly doubting that. Electrically they have all the components and circuitry they need. For AC operation they have a transformer followed by a bridge inverter that creates DC voltage feeding the traction inverters. For DC operation the transformer is bypassed/used as a line filter. There’s no reason why one and the same circuit that converts the intermediate DC to 16.7 Hz or 50 Hz AC during regenerative braking could not also create 3 kV DC. The reason why the DC/MS variants have brake resistors is that DC traction substations mostly cannot feed power from the overhead line back into the grid, so if one train were using regenerative brakes while no other train used up the power in the same section, the line voltage would rise uncontrollably.

Driving 239xx into Kraków with a double EN57, I stopped at Słomniki Miasto somewhere in the centre of the platform and opened the doors. Using the ‘6’ rear camera I confirmed that the train was standing fully at the platform, well clear of the opposite-direction W4 marker. However, the game did not recognise the stop until I had closed the doors, pulled forward ~10 more metres, and opened them again. I understand that a stop should not be ‘valid’ if the train is not fully at the platform, or has not reached its appropriate W32, or has not cleared W4 or a signal in the opposite direction. However, if all of these conditions are met, I don’t understand why the stop should not be recognised.

I’m not sure, but I think that this only started happening after I once put the shovel away while it had coal on it. I’ll try to reproduce this when I have time these days.

When playing as fireman on the Ty2, it seems the coal on shovel graphical model is scaled in the vertical axis a little bit further every time I shovel coal into the firebox. The attached screenshots were taken about a minute apart after I had already shovelled a decent amount.

Seems fixed now. I was able to play the tutorial as fireman.

Yep, the fireman calls out signals. In Polish, without subtitles. I’ve understood at least Stój (‘Stop’/‘Danger’) and Wolna droga (‘Clear’).

When playing the Ty2 tutorial in the role of fireman, after the introduction part of the tutorial ends (‘Your train will depart soon’), the driver releases the train brake. I expect the departure signal to be given very soon after this (at least if the departure time is reached) since there’s no point in delaying the scenario artificially. However, I have attempted this three times and every time, the signal has stayed red after introduction was done and departure time was reached.