Union Pacific EMD SD60M Mod Pack V1.0 Released

[FanRailer]

This is the Union Pacific EMD SD60M Physics & Sound Modification pack version 1.0

In order to utilize this freeware physics upgrade, you must own the "Train Simulator: Union Pacific SD60M Loco Add-On Loco Add-On" pack available at Steam: http://store.steampowered.com/app/222629/

This is a freeware pack; in no way is it to be used for commercial purposes. You are free, however to further modify the physics enhancements found in this pack for personal use if you so choose.

The purpose of this pack is to make minor adjustments to the physics performance of the locomotive, fix the air brakes, and make minor sound adjustments.

List of changes:
1. Modified tractive effort and braking effort curves.
2. Modified power ratings @ alternator and @ wheel.
3. Set fuel capacity to 5000 gallons.
4. Set weight to 395,000 lbs.
5. Removed coupler slack.
6. Adjusted rpm range and rate of change.
7. Adjusted locomotive load response times.
8. Includes signature JohnS brake fix.
9. Includes JohnS throttle fix (throttle now snaps into preset notches).
10. Adjusted engine sound rpm range.
11. Removes alerter sound that plays when the independent brake handle is moved.

Technical specifications:
1. EMD SD60M (EMD 16-710G3A; 3800 THP)
a. Starting tractive effort of 137,066 lbs (610 kN)
b. Continuous tractive effort of 100,100 lbs (445 kN) @ 14.7 mph
c. Dynamic Brake effort of 70,285 lbs (313 kN) @ 25 mph to 10 mph; fade to 0 lbs @ 3.5 mph.
d. Wheel horsepower of 3,500 hp (2,612 kW) @ 21.5 mph
e. Maximum speed of 70 mph
f. Engine RPM range = 269 - 904
g. RPM change rate (rpm/second) = 25
h. Fuel consumption range (gph)= 3.1 - 184.7
i. Weight = 395,000 lbs (179.171 metric tons)
j. Fuel capacity = 5000 gallons
k. Max traction amps = 1650
l. Max brake amps = 820

IMPORTANT; Install Instructions

1. Locate SD60MPack01 (C:\Program Files (x86)\Steam\SteamApps\common\RailWorks\Assets\RSC\SD60MPack01)
2. Open DTG_UP_EMD_SD60M_Physics_Mod_Pack.rar
3. Drag the file folders from the .rar in step 2 into the directory you opened in step 1.
4. The installation should be complete. Run TS2016 to check.
5. If installation is botched or does not work, to back up to original files, delete the folder from step 3.

Thank you for downloading and installing.
Enjoy =)

Download link: http://www.mediafire.com/download/icxat ... d_Pack.rar

Facebook Page: http://www.facebook.com/FanRailerMODS/

[BoostedFridge]

Thank you. This was definitely needed!

[BNSFdude]

Some notes.
The 60M when brand new developed 3800 wheel horsepower, 3950-4000 shaft.
The 60s were the first EMDs to come standard with Extended Range Dynamic brakes which are good to 6 MPH.
Everything else is correct and well done. Makes the dern thing drivable!

[jalsina]

Some notes.
The 60M when brand new developed 3800 wheel horsepower, 3950-4000 shaft.
The 60s were the first EMDs to come standard with Extended Range Dynamic brakes which are good to 6 MPH.
Everything else is correct and well done. Makes the dern thing drivable!

I feel the SD60M under-powered. I have problems to hit 40 mph in Cajon low grades (0.3 to 0.7%), 2 x engines hauling the QD 70 centerbeam consist (started in Barstow). Those cars weight 35 tons loaded. I am talking about 2000 t pulled by 2 engines.
It is not FanRailer´s mod. The original felt 10% or so below much less of what I would expect. Actually the mod improved a little bit the speed performance.

BTW the simulation file shows a speed of 85 instead of 70. Are those units in mph?

The air brakes show also a very wide self lap setting starting very low and ending very high.

I thank you Mike, for this kind of mod. I am always following your channel expecting those physics mods.

[FanRailer]

If you're only running two locomotives, I don't think you're going to make good track speed up grade especially with a mile long train given the HP to weight ratio (885 lbs per HP in this case). I purposely tacked on two additional locomotives to my QD consists for this specific reason. However, at any rate, freight speeds aren't usually higher than 55 mph anyway, so it's not really a big issue. Additionally, I always set the top speed limit in the sim.bin file way above what the real limit is, and just use the tractive effort vs speed.dcsv file to govern speed. I don't like how the "slow fit limit" command works, so I always up the .bin speed limit to get around it.

I chose to leave wheel HP at 3500 because in all my research into the matter of translating diesel HP to tractive effort, I've always observed that even though there is an advertised wheel HP, the actual tractive effort curve is still slightly lower than that wheel HP would suggest. Additionally, based on the data I was able to isolate (from the CSX unit), I decided to go with the current dynamic brake set up due to the cab ammeter being limited to 820 amps. At any rate, even with the slightly lower brake effort (the CSX specs had DB effort at 81k lbs), you're still bound to experience wheelslip when dynamic brakes are at 100% in some situations in the game.

Glad you guys are enjoying =) Remember, I'm always up for suggestions about what to do next, so don't hesitate to shoot if you have an idea or a request.

[jalsina]

If you're only running two locomotives, I don't think you're going to make good track speed up grade especially with a mile long train given the HP to weight ratio (885 lbs per HP in this case). I purposely tacked on two additional locomotives to my QD consists for this specific reason. However, at any rate, freight speeds aren't usually higher than 55 mph anyway, so it's not really a big issue. Additionally, I always set the top speed limit in the sim.bin file way above what the real limit is, and just use the tractive effort vs speed.dcsv file to govern speed. I don't like how the "slow fit limit" command works, so I always up the .bin speed limit to get around it.

After I posted above, I resumed my scenario. Between Victorville and Hesperia in the 1.5% grade my train stalled. In the previous minutes I had to open the sanders due to permanent slippage.
Obviously you are right. Those 2 SD60M will never be able to pull 70 center beams even at 35 t each (much less it could with 70 tank cars at 120 t each). I tried replacing the locos by 2xBNSF SD70MAC and while they performed better they were very close to stalling too. However the one I used is a default Quick Driver consist for the SD60M so this is the reason I lost my "north".

As of the max speed, I don´t know (you probably do) if the sim curve max value prevails over the max value in the simulation bin or it is just a pair of values and the curve interpolates up to the max value established in bin. I have observed when running any loco it never goes beyond that max speed figure for more than a mile or two. It is a sort of limiter.

As of your figure of 885 lbs per HP, I suppose it must be for level tracks. Using that rate it would be required 5.600 hp to pull such a consist (I was pulling w/ 7,000 hp).

I chose to leave wheel HP at 3500 because in all my research into the matter of translating diesel HP to tractive effort, I've always observed that even though there is an advertised wheel HP, the actual tractive effort curve is still slightly lower than that wheel HP would suggest. Additionally, based on the data I was able to isolate (from the CSX unit), I decided to go with the current dynamic brake set up due to the cab ammeter being limited to 820 amps. At any rate, even with the slightly lower brake effort (the CSX specs had DB effort at 81k lbs), you're still bound to experience wheelslip when dynamic brakes are at 100% in some situations in the game.

Glad you guys are enjoying =) Remember, I'm always up for suggestions about what to do next, so don't hesitate to shoot if you have an idea or a request.

I would agree to setting the HP figures below the nominal standard for many operational reasons related with engine outputs. But in the case of a new locomotive that value would probably be surpassed because it is a sales guaranteed number (as it is the max tractive effort). If measured it would probably be higher.

I have not yet tested the dynamic brakes.
I still think there is something wrong with the settings (or better the notches) of the air brakes.

I will be doing more testing with more power in the consist.

Keep doing this great job!

[FanRailer]

Seeing as JohnS is a locomotive engineer, I'm confident that his brake mods are true to life.

[JohnS]

Also remember that for each accessories driven by the diesel engine you loose about 50Hp. So, Alternator(no Load) -50, Aux gens(no Load) -50x2, Water pumps -50x2, oil pump -50, gear driven air compressor(no Load) -50. Now if you start turning on headlights, heaters or AC, Cooling fans, Air Compressor starts loading that loss will go up. Also remember performance for hot days vs. cold days. All these things effect the Hp to the traction motors. The prime mover (diesel engine) May be rated for 3500Hp at the crank but it will never put that to tractive effort due to what I mentioned above.

[jalsina]

Seeing as JohnS is a locomotive engineer, I'm confident that his brake mods are true to life.

Pardon to dare myself to keep pounding about the brakes.
I do not understand why those brakes are "true to life", unless there is an issue hidden in some script file (like there is in the original CSX SD80MAC).
Basically the problem I find are the notches distribution, specially if you use HUD or keyboard controls (you are using a Rail Driver, I believe):
1) Release 0 to 0.05 (very short)
2) Self Lap 0.05 to 0.85 (very long)
3) Suppression 0.85 to 0.89 (short)
3) Continuous Service 0.89 to 0.95 (short)
5) Emergency From 0.95 to 1

I am sure there must be a reason for that Self Lap wide band, but it is not a real life way of brakes design.

In the SD80MAC that as you may remember it hits emergency after about a 26% of setting (due to a badly configured scripting), I just removed the emergency position. It was almost impossible to drive that locomotive with keyboard and much less with the HUD, without falling into emergency state (and therefore stopping your loco). in That SD80 there is a true need to make drastic changes in the settings because we do not have access to the uncompiled script file.

Maybe with JohnS´presence in the thread he may explain why those settings?

[jalsina]

Also remember that for each accessories driven by the diesel engine you loose about 50Hp. So, Alternator(no Load) -50, Aux gens(no Load) -50x2, Water pumps -50x2, oil pump -50, gear driven air compressor(no Load) -50. Now if you start turning on headlights, heaters or AC, Cooling fans, Air Compressor starts loading that loss will go up. Also remember performance for hot days vs. cold days. All these things effect the Hp to the traction motors. The prime mover (diesel engine) May be rated for 3500Hp at the crank but it will never put that to tractive effort due to what I mentioned above.

As per nominal factory values, those little service power expenditures should go in the difference between shaft diesel output and wheels horsepower, beyond the major one which is the sum of gearbox (if any), generator and the drivers efficiency's.

[BNSFdude]

EMD rated them at 3800 wheel horsepower. That's taking into account 86% transmission efficiency and parasitic loss. The engines when brand new were putting out around 4000 on the load cells. Same goes for GE's horsepower ratings on most of their engines. They rate for wheel horsepower rather than shaft.

Because of traction issues however, it isn't very often you're putting down the full rated output to the rails because of wheelslip control systems. I believe adhesion factors on a 60 would be about 28% while an AC locomotive is anywhere from 33-38% because of advanced wheel creep.

[JohnS]

Seeing as JohnS is a locomotive engineer, I'm confident that his brake mods are true to life.

Pardon to dare myself to keep pounding about the brakes.
I do not understand why those brakes are "true to life", unless there is an issue hidden in some script file (like there is in the original CSX SD80MAC).
Basically the problem I find are the notches distribution, specially if you use HUD or keyboard controls (you are using a Rail Driver, I believe):
1) Release 0 to 0.05 (very short)
2) Self Lap 0.05 to 0.85 (very long)
3) Suppression 0.85 to 0.89 (short)
3) Continuous Service 0.89 to 0.95 (short)
5) Emergency From 0.95 to 1

I am sure there must be a reason for that Self Lap wide band, but it is not a real life way of brakes design.

In the SD80MAC that as you may remember it hits emergency after about a 26% of setting (due to a badly configured scripting), I just removed the emergency position. It was almost impossible to drive that locomotive with keyboard and much less with the HUD, without falling into emergency state (and therefore stopping your loco). in That SD80 there is a true need to make drastic changes in the settings because we do not have access to the uncompiled script file.

Maybe with JohnS´presence in the thread he may explain why those settings?

1) Release 0 to 0.05 (very short)=Small notch on brake valve call minimum service it's about 10psi brake cylinder pressure
2) Self Lap 0.05 to 0.85 (very long)=Service Zone
3) Suppression 0.85 to 0.89 (short)=Is a notch on the control valve for suppressing the alter and or cabsignal penalty
3) Continuous Service 0.89 to 0.95 (short)=is a notch on the control valve used to dissipate brake pipe pressure when cutting out control valve for trailing
5) Emergency From 0.95 to 1= Is a notch on the control used to put the brakes into emergency
with all that said the service zone will be long since it's used to make small changes to the amount of air in the brake pipe and the others are small because they are notches that the brake handle rests in. Sure I can make the service zone smaller but as you said with SD80MAC it was hard to control the posistions

[jalsina]

1) Release 0 to 0.05 (very short)=Small notch on brake valve call minimum service it's about 10psi brake cylinder pressure
2) Self Lap 0.05 to 0.85 (very long)=Service Zone
3) Suppression 0.85 to 0.89 (short)=Is a notch on the control valve for suppressing the alter and or cabsignal penalty
3) Continuous Service 0.89 to 0.95 (short)=is a notch on the control valve used to dissipate brake pipe pressure when cutting out control valve for trailing
5) Emergency From 0.95 to 1= Is a notch on the control used to put the brakes into emergency
with all that said the service zone will be long since it's used to make small changes to the amount of air in the brake pipe and the others are small because they are notches that the brake handle rests in. Sure I can make the service zone smaller but as you said with SD80MAC it was hard to control the posistions

John, with all my respect to your job in these so wanted mods with Mike:
The way this TS SD60M brakes were designed is not what I tried to discuss. We can´t do anything about that. There must probably be 20 different types of air brakes types and interpretations in TS2016 in only the USA DLC. I particularly like the recent ones by mrennie used in Soldier Summit diesels.

There should be an application area beyond self lapping (I guess it is "continuous service" in these loco). Once you get the wanted pressure in the equalizer then you go to self lapping to hold it, until you get the speed reduction you are looking for.

However my point is only the extension of the self lapped position vs the other notches (or areas), particularly the release (for release and charging).
In this loco it is obvious that the self lapping applies brakes to different pressures and to reduce you must cut the brakes to release. And the whole thing works nicely (as applying a car brakes).

There are many documents like this one in the net:
http://1405.utu.org/Files/%5B4889%5DBNSF-AirBrake-TrainHandle-updated.pdf

[BNSFdude]

There should be an application area beyond self lapping (I guess it is "continuous service" in these loco). Once you get the wanted pressure in the equalizer then you go to self lapping to hold it, until you get the speed reduction you are looking for.

However my point is only the extension of the self lapped position vs the other notches (or areas), particularly the release (for release and charging).
In this loco it is obvious that the self lapping applies brakes to different pressures and to reduce you must cut the brakes to release. And the whole thing works nicely (as applying a car brakes).

Hello, BNSF (Furloughed) Engineer here.
The modeled brakes are 30CDW brakes and the way John has modeled them are as accurate as you're gonna get without Mike Rennie's script.
The way they behave are with the cut out valve selected in the FRT position and with the feed valve set 90PSI. When in FRT the service zone only allows sets to be taken, and there is no graduated release, as freight brake valves such as the ABD variants and ER variants do not have the ability to gradually release.

The service zone is self lapped, meaning that once you take the set you desire by watching the EQ Res needle (say 10 lbs) it'll maintain for instance 80PSI in the brake pipe*. Same goes for any follow up sets until you reach equalization (64.7PSI). Once you go past the suppression position into continuous service/handle off it'll bleed the EQ res pressure to 0 rather quickly and bleed the train down to 0 at the normal service rate (which takes forEEEEEEEEEEEEEEEEEEEEEEEVER to bleed a train down).

*When the brake valve is working correctly.

[jalsina]

Hello, BNSF (Furloughed) Engineer here.
The modeled brakes are 30CDW brakes and the way John has modeled them are as accurate as you're gonna get without Mike Rennie's script.
The way they behave are with the cut out valve selected in the FRT position and with the feed valve set 90PSI. When in FRT the service zone only allows sets to be taken, and there is no graduated release, as freight brake valves such as the ABD variants and ER variants do not have the ability to gradually release. Quite easy. Very far from other diesels in the game as for example the CSX Dash 8 of Miami route (which is a nightmare braking trains with it).

The service zone is self lapped, meaning that once you take the set you desire by watching the EQ Res needle (say 10 lbs) it'll maintain for instance 80PSI in the brake pipe*. Same goes for any follow up sets until you reach equalization (64.7PSI). Once you go past the suppression position into continuous service/handle off it'll bleed the EQ res pressure to 0 rather quickly and bleed the train down to 0 at the normal service rate (which takes forEEEEEEEEEEEEEEEEEEEEEEEVER to bleed a train down).

*When the brake valve is working correctly.

Thank you for such a useful and pro answer (as it´s been the case in all of you in this thread).
I believe the brakes are OK and they are very "confortable" for TS2016, even with a keyboard. In the "TS2016" SD60M you set any self lap position, and you are reducing speed at a rate (depending of the position). Then when the speed feels OK, you cut the brakes to Release and the response is almost instantaneous.

About some statements in your second paragraph:
"The service zone is self lapped". This seems to mean the self lapped is also an apply brakes zone more than a equalizer holding pressure position.
"Once you go past the suppression position into continuous service". That is exactly the problem (I have been trying to tell) as both suppression (4%) and Continuous Service (6%) are very narrow control notches (in this SD60M) and besides "they are not in need at all" because I brake by just placing myself in self lapped. These two notches can´t be used because they are "short" for the keyboard, but specially for the HUD usage.