PRR SD45?
Posted: Thu Apr 30, 2015 12:13 pmOn the list of loco DLC in the steam workshop there is a check box labelled "SD45 PRR" 8 up from the bottom. Does anyone know of this loco? I'm guessing it's a DTM one but I've never heard of it.
Railworks America
https://railworksamerica.com/forum/
PRR SD45?
https://railworksamerica.com/forum/viewtopic.php?f=35&t=13752
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Posted: Thu Apr 30, 2015 12:13 pmRe: PRR SD45?
Posted: Thu Apr 30, 2015 1:48 pmPRR, BN, ATSF and DRGW SD45s have been in the works for a couple of years now. Haven't heard much update other than they're working on it.
Re: PRR SD45?
Posted: Thu Apr 30, 2015 3:01 pmThe PRR SD45 was released at one time but was taken off for whatever reason, the freight cars form the PRR SD45 pack have been re-released as the PRR wagon pack
Re: PRR SD45?
Posted: Thu Apr 30, 2015 3:06 pmFleegle411 wrote:The PRR SD45 was released at one time but was taken off for whatever reason, the freight cars form the PRR SD45 pack have been re-released as the PRR wagon pack
It was never released.
Re: PRR SD45?
Posted: Thu Apr 30, 2015 3:23 pmI coulda sworn I'd seen them in the DLC listing at one time, they weren't up long, 3 days at most. The manual is up on RSC's website, has been for a long time.
http://railsimulator.com/support-assets ... manual.pdf
RSC's site says the manual was released in October of 2013
http://railsimulator.com/support-assets ... manual.pdf
RSC's site says the manual was released in October of 2013
Re: PRR SD45?
Posted: Thu Apr 30, 2015 10:40 pmHopefully it will be released soon updated to TS15 standards.
Re: PRR SD45?
Posted: Thu Apr 30, 2015 11:40 pmtycoonkid9 wrote:Hopefully it will be released soon updated to TS15 standards.
What counts as TS2015 standards? Lens Flare & CMP brakes?
Re: PRR SD45?
Posted: Fri May 01, 2015 3:58 amFleegle411 wrote:I coulda sworn I'd seen them in the DLC listing at one time, they weren't up long, 3 days at most. The manual is up on RSC's website, has been for a long time.
http://railsimulator.com/support-assets ... manual.pdf
RSC's site says the manual was released in October of 2013
There is no manual either. Nothing loads. It just says loading 20.3kb of 0kb.
Re: PRR SD45?
Posted: Fri May 01, 2015 4:04 amtrev123 wrote:Fleegle411 wrote:I coulda sworn I'd seen them in the DLC listing at one time, they weren't up long, 3 days at most. The manual is up on RSC's website, has been for a long time.
http://railsimulator.com/support-assets ... manual.pdf
RSC's site says the manual was released in October of 2013
There is no manual either. Nothing loads. It just says loading 20.3kb of 0kb.
Loads just fine for me, might be your end
Re: PRR SD45?
Posted: Fri May 01, 2015 5:14 amJust tried again and it worked. Took a few seconds to pop up.
Re: PRR SD45?
Posted: Fri May 01, 2015 2:20 pmBoostedFridge wrote:tycoonkid9 wrote:Hopefully it will be released soon updated to TS15 standards.
What counts as TS2015 standards? Lens Flare & CMP brakes?
That's a good part of it...I'm unsure if DTM's newer UP releases (GP50 + GP30) have the CMP brakes as I don't have them.
Re: PRR SD45?
Posted: Fri May 01, 2015 3:55 pmI don't believe they have the CMP brakes, but I would have to check. With short, light trains I find its harder to tell.
Re: PRR SD45?
Posted: Fri May 01, 2015 4:00 pmWhat is CMP brakes?
Re: PRR SD45?
Posted: Fri May 01, 2015 4:48 pmbpetit wrote:What is CMP brakes?
The brakes on the Canadian Mountain Passes GEVO.
tycoonkid9 wrote:BoostedFridge wrote:tycoonkid9 wrote:Hopefully it will be released soon updated to TS15 standards.
What counts as TS2015 standards? Lens Flare & CMP brakes?
That's a good part of it...I'm unsure if DTM's newer UP releases (GP50 + GP30) have the CMP brakes as I don't have them.
Only DTG makes locos with the CMP brakes; nobody else. Also, I don't believe that they count as a TS15 standard.
Re: PRR SD45?
Posted: Sat May 02, 2015 12:03 amThe DTM GP50 and GP30 do not have scripted (CMP) brakes. The DTG scripted brakes took a round-about way to achieve a degree of realism and failed IMO. I'm not sure if there is a train simulator available to the public that fully mimics the modern Westinghouse air-brake. There are several that get darn close, but I haven't seen any that recreate air signal propagation. I'm having difficulty in explaining the process, so I'll refer you to Al Krug's explanation: http://www.railway-technical.com/brake2.shtml
Propagation is the idea that each freight car can "help" the next realize an application or release is in progress. I wish I could explain this part better.
When freight cars sense a rise in air pressure during an air-brake release, they fully release rather than releasing at the rate of the brake pipe psi increase. All it takes is an increase of a few psi to cause a modern triple-valve to proceed with the release process. It does take time for the release signal to be sent to the end of a long train, so the release may seem somewhat slow.
Air pressure in a brake pipe can also mimic fluid dynamics. If I make a heavy set at the head end, air rushes forward from the end of the train to compensate for the lack of pressure at the head end. It then can "pile up" at the head end because of it's violent rush forward. Then, like a wave of water, the air pressure will head back to the rear, moving back and forth for a short period of time. In some cases, if you make a heavy set and close the trailing unit's angle ** before this sloshing back and forth stops, the sloshing can actually create enough of a psi change to tell the triple-valves that they should release where the air piles up. This is one reason why you should never "bottle" the air: closing the angle cocks on both ends of a consist to be dropped. A full release can be caused by the sloshing back and forth. Also, a triple-valve with an internal leak can feed air from it's reservoir back into the brake pipe, and can also raise the brake pipe's psi enough to trigger a full release.
Another interesting note: triple-valves react to the speed at which the brake pipe is vented as well. In any normal application, pressure is vented at a controlled pace and the triple-valve can sense this and trigger a normal application of the brakes on each car. However, if an emergency application is made, the pressure reduction is dramatically quicker. Triple-valves can sense the difference and trigger an emergency application rather than applying at the normal rate.
As an engineer, you watch the equalizing reservoir gauge to make an application. You decrease the equalizing reservoir to the pressure you want and the brake pipe pressure will follow and match it. Then watch the Air Flow Meter to determine when the "sloshing" has stopped. The AFM is also used during a release, as it can tell the engineer when the brake pipe is still charging even if the brake pipe gauge reads a full release pressure. The AFM will settle down when all of the train's auxiliary reservoirs have been recharged. Very few simulated locomotives include a working AFM.
Last fun fact for the night, as I'm tired and not really sure if I'm making any sense.
If you have a long train, let's say 120 cars, there will be small leaks throughout the train. A terminal air test should determine if these leaks are within an acceptable rate. A real mind-blower for me was learning that the EOT pressure at the rear of the train may never reach the full brake pipe pressure...ever. Your feed valve may be set for 90psi, but the rear of your train may only be able to reach 80psi. The fun thing is its all relative, and a 10 psi reduction on the head end will trigger a 10 psi reduction at the rear resulting in equal braking even though the actual numbers are different.
Ok, I'm done. If the PRR SD45 is ever released, I'll probably buy it.
Tyler
Propagation is the idea that each freight car can "help" the next realize an application or release is in progress. I wish I could explain this part better.
When freight cars sense a rise in air pressure during an air-brake release, they fully release rather than releasing at the rate of the brake pipe psi increase. All it takes is an increase of a few psi to cause a modern triple-valve to proceed with the release process. It does take time for the release signal to be sent to the end of a long train, so the release may seem somewhat slow.
Air pressure in a brake pipe can also mimic fluid dynamics. If I make a heavy set at the head end, air rushes forward from the end of the train to compensate for the lack of pressure at the head end. It then can "pile up" at the head end because of it's violent rush forward. Then, like a wave of water, the air pressure will head back to the rear, moving back and forth for a short period of time. In some cases, if you make a heavy set and close the trailing unit's angle ** before this sloshing back and forth stops, the sloshing can actually create enough of a psi change to tell the triple-valves that they should release where the air piles up. This is one reason why you should never "bottle" the air: closing the angle cocks on both ends of a consist to be dropped. A full release can be caused by the sloshing back and forth. Also, a triple-valve with an internal leak can feed air from it's reservoir back into the brake pipe, and can also raise the brake pipe's psi enough to trigger a full release.
Another interesting note: triple-valves react to the speed at which the brake pipe is vented as well. In any normal application, pressure is vented at a controlled pace and the triple-valve can sense this and trigger a normal application of the brakes on each car. However, if an emergency application is made, the pressure reduction is dramatically quicker. Triple-valves can sense the difference and trigger an emergency application rather than applying at the normal rate.
As an engineer, you watch the equalizing reservoir gauge to make an application. You decrease the equalizing reservoir to the pressure you want and the brake pipe pressure will follow and match it. Then watch the Air Flow Meter to determine when the "sloshing" has stopped. The AFM is also used during a release, as it can tell the engineer when the brake pipe is still charging even if the brake pipe gauge reads a full release pressure. The AFM will settle down when all of the train's auxiliary reservoirs have been recharged. Very few simulated locomotives include a working AFM.
Last fun fact for the night, as I'm tired and not really sure if I'm making any sense.
If you have a long train, let's say 120 cars, there will be small leaks throughout the train. A terminal air test should determine if these leaks are within an acceptable rate. A real mind-blower for me was learning that the EOT pressure at the rear of the train may never reach the full brake pipe pressure...ever. Your feed valve may be set for 90psi, but the rear of your train may only be able to reach 80psi. The fun thing is its all relative, and a 10 psi reduction on the head end will trigger a 10 psi reduction at the rear resulting in equal braking even though the actual numbers are different.
Ok, I'm done. If the PRR SD45 is ever released, I'll probably buy it.
Tyler