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Yes, exactly so. With a passenger train the brakes on the carriages apply and release quite quickly (especially with twin pipe air brakes) so the loco brakes can do the same. With a long freight (single pipe air or vacuum) the rear wagons can be slow to apply and release, so the apply and release on the loco are slowed down to reduce bunching up of wagons or stretching of couplings.
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If it is an air braked train set the vacuum wagons as having an air through pipe. This is an example from https://www.coalstonewcastle.com.au/physics/brakes/
Comment ( *************** Brakes - Wagon Section - General ********************** ) BrakeEquipmentType ( "Triple_valve, Auxilary_reservoir, Handbrake" ) BrakeSystemType ( "Air_piped" ) Comment (Wagons not fitted with air brakes) MaxHandbrakeForce ( 7.971kN ) Comment ( Empty weight - 6.5t-uk, NBR - 0.6, Friction - 0.5 ) BrakePipeVolume ( 0.145ft^3 )
I can't immediately see what is wrong with the example you have used above. But you can try to copy and paste the example from the CTN website.
To begin with you only need to change these two lines
MaxBrakeForce ( x ) MaxHandbrakeForce ( x )
CTN has a calculator to help you work out values, you might also then want to adjust
BrakePipeVolume ( x )
or change the ORTSBrakeShoeFriction from Cobra to Cast Iron.
By all means slow down application and release - I have used 6.0 for goods wagons.
For British, European as well as most African and Asian stock leave any references to emergency reservoirs well alone. The examples on CTN are set up to not have any emergency reservoirs. Such things are generally only needed in the Americas.