![]() ![]() Secondly, open the fuse box, which is located behind the driver's seat and is shown in the second image. In the GP40-2 and GP38-2 it is a handle like in the image whereas in the SD40-2 it is a wheel. Firstly, apply the hanbrake which is shown in the image to the right. This section of the tutorial covers a cold start of the locomotives. The dynamic brake may also be used to slow the locomotive down. Be careful not to apply the automatic brake beyond the 'full service' position. To stop the locomotive, move the throttle into the idle position and then apply the automatic brake. Then move the throttle, which is located above the reverser into the notch 1 position. The reverser is the small handle in the bottom right of the image, move this into either the forward or reverse position. Secondly move the automatic brake, the red handle above the independent brake into the release position. This is how the locomotive starts in services and some scenarios.įirstly, move the independent brake to the release position, the independent brake is the black handle in the bottom left of the image. This section of the tutorial covers driving the locomotive when it has already been started. 4.4 Controller from Another Unit Coupled at Either End.4.3 Controlling with Unit Coupled at Short Hood End.4.2 Controlling with Unit Coupled at Long Hood End.3.2.1 No Power, No brakes or “Dead in Tow”.Reset started off again and this kept repeatedly happening 4 5 or 6 times. The first time it came on i zeroed the throttle and put the brakes on suppress acknowledge the alerter and then release the brakes increasing the throttle, However about a mile later this happened again except the emergency brakes came on and i was bought to a complete stop. I then changed to train Brake which worked ok up to about 2.80 from Shell Main. I have managed to get past there by putting the loco brake on until about 2 miles from pelham. Reply to Jason LavaI have the same trouble. What am I doing wrong or is this a bug? Thanks. I'm following the in-cab speed limit (not the HUD) also. This happens right after the tunnel from Penn Station and also after I make that sharp curve with the bridge and it goes up to 100mph. I do that and the alerter still comes back on and then applies the emergency brakes on the train. I read the manual, did the tutorial and I know you're supposed to zero the throttle, put the brakes into suppressing (Shift-') and acknowledge the alerter. Originally posted by jasonlava:I am really trying to enjoy this route but I am having trouble with the restricted or approach signal procedure. It's a bit too much but I hope it helps clarify it. If you turn off the alerter, you can even go faster. For penalties, they don't count as a speed limit. Since their values cannot be predicted, you are only supposed to follow up. Flashing green is actually available as a signal aspect. Invisible - these are either entirely invisible, or just a two-state (red / flashing green) mini-signal. ![]() If they show restricted to 45, you should be 45 by the time you cross them. Visible - these influence track signaling but for the purposes of speed limits and game penalties, they are absolute. Generally on the NEC there are two kind of signals: Regardless of the length of the 50, the entire signal block is limited. A 50mph section is often protected by a 45mph signal. On the NEC (NY-NH + NJCL, maybe also NY-Ph) track limits are often enforced by signaling. Either way, it's always there, so you can learn it. I don't recall whether it's a misconfigured (invisible) signal or unannounced track speed issue. There are some crossovers required.īesides that, there is a 20mph speed limit after exiting the tunnel. The HUD should be clearly showing it.Īs far as I can recall from recent scenarios, 20mph is usually for switches in the area close to Penn. I never managed to use that keyboard combo, but I trust that you've put the brakes to suppression.
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