Hack wrote:_o_OOOO_oo-Kanawha wrote:However, I don't think we can do much about it, if my observation of only the head end of AI trains obeying the speed limits is true.
If this is the case, then it should be relatively easy for me to deviate from the prototype and adjust the southbound speeds (or place some sort of speed restriction) so that trains don't bullwhip the turnouts in the yard.
Probably, but more testing is needed. So when the signalling is declared right come next update, we can look further into this.
First the QD routing of UP trains coming off UP from Colton onto #1 main northbound against the flow of traffic up to Warren/Cameron X-over at CPSP370 needs to be sorted. While possible under timetable rules and protected by CTC, I think the route still adheres to right hand running in the prototype. Main track #1 is bi-directional CTC from CPSP381 till CPSP370, but I think mostly used for local trains originating in Mojave yard. Main track #2 is uni-directional ABS and probably the preferred track going uphill to Tehachapi.
Perhaps somebody who visits the Pass often can confirm the preferred routing over double track? Kern Jct to Sandcut vice versa is double track ABS with only limited reverse signalling it seems. Perhaps only those SJV locals run against the direction of traffic when switching Edison? http://www.gwrr.com/operations/railroads/north_america/san_joaquin_valley_railroad
A modeling challenge
I have a new pair of QD scenarios ready, also a new one that starts from BNSF MP814.7 that is otherwise identical to the UP starting from CPSP381. There are only limited gameplay possibilities with QD scenarios. Perhaps the correct signalling will now allow for limited meets on the single track core of the route?
