Train air brake is the most powerful brake you have. Its default state is full brakes, and you use air to force it into release. This is a fail-safe system, but it takes a long time to propagate through train and using it recklessly can spend all the air you have for release and you may be unable to get moving until compressors fill the system again. Braking for a long time when going down a slope can warm the brakes up to level of destroying them. It is better to overbrake for a minute and then give them a minute to cool down, then repeat in "saw" pattern.
Signals
Automatic blocks have advantage, even if stopped on red, you can pass it on sight. This helps the flow of traffic as you don't have to wait for the whole next block to be clear. You stop in front of it, then you can pass at max 20 km/h until next signal, autoblock signals with "T" board may be passed by freight trains without prior stopping. Autoblock signals always have white mast to ensure that you can pass it in this way. Signals with red-and-white masts must not be passed on red.
Very nicely written. As a swiss train driver i am amazed, how certain things are handled like passing the automatic Block-Signals. That wouldn't be allowed here.
As for the indirect / automatic (air) brake I would like to add some handlig basics:
Service pressure is 5 bar then all brakes are released.
First braking position is 4.8 bar. That's for a very gentle stop or just slow deceleration.
When expecting a red signal, it is common to empty the air line to 4 bar* (or 4.2...4.4 bar for passenger trains).
3.5 bar applies the maximal braking force.
An emergency brake does not apply more braking force, but it empties the main air line faster so the brakes apply as fast as possible.
* With freight trains release the air brake when you have around 60km/h and keep braking with the electrodynamic brake, (if you have one. If not do not fully release the Brake).
For a gentle stop with a freight train make sure you approach the red signal with about 15...10km/h at the last 400...200m then apply the brakes with ≈ 4.5 bar about 100m before the signal to stop about one "loco-length" (30m) before the Signal.
Sawing is normally only needed at very steep slopes. (We have slopes of 27 ‰ in the Alps). Tha Air Brakes have to be released for at least 90 s before they are reapplyed. The needed speed reduction in calculated as follows: "Needed speed reduction [km/h]" = "Train Weight [t]" * 2 / 100
[Guide] Advanced train driver knowledge
in General Discussion [Multiplayer]
Posted
Very nicely written. As a swiss train driver i am amazed, how certain things are handled like passing the automatic Block-Signals. That wouldn't be allowed here.
As for the indirect / automatic (air) brake I would like to add some handlig basics:
Greetings from Switzerland