[Csantucci]

By leaving "blended" it can last some seconds from the moment the brake controller is at zero to the moment the dynamic brake is off... and this is often not realistic for electric locos.

[gpz]

Is it actually realistic, to interlock the throttle and dynamic brake levers? Is it really physically impossible to move these levers on real-life locomotives, or only their internal logic controls their internal systems in this way? If the latter, then we should remove this limitation from OR as well.

[disc]

Some locomotives have physical interlock, some have just electronic interlock.

[Csantucci]

Here in Italy when there is blended braking the first position of the brake controller is only electric braking, and next ones are blended positions.
When releasing brakes the electric braking goes to zero when the controller returns to zero. In push-pull trains the locomotive at the unmanned side of the train receives the braking command throug a special cable, so again, if it receives the command to release brakes, the electric brake goes to zero immediately.

[PA1930]

Csantucci, on 29 February 2016 - 12:24 AM, said:

Here in Italy when there is blended braking the first position of the brake controller is only electric braking, and next ones are blended positions.

The Portuguese Pendolino EMU *built by Fiat, of course! :) ) has this system. From front to half of the space is only electric braking, then the other half is blended positions until emergency braking.

[Hamza97]

Here in India, on the Mumbai suburban railway, The Alsthom rakes fail over to electropneumatic braking directly if regenerative braking does not work, while the ICF made rakes first fail over to dynamic (rheostatic) brakes first before failing over to the electropneumatic brakes. MRVC rakes fail over to electropneumatic brakes when regeneration is not possible.