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  • R. Steele
    replied
    Originally posted by derekmorton View Post
    Hi Gerry,

    I have always worked out Adhesion factor with CTE rather than STE.
    Any reason you use STE?
    I wonder what Bob uses?
    This thread, Bob's posts >> https://www.trainsim.com/vbts/showth...91#post1947391

    some excerpts:
    If you know the weight of the unit (I could not list that as some units vary widely (for example with the SD40-2, Milwaukee had some as light as 356,800 pounds, while Burlington Northern had some that weighed 419,500 pounds)), you can multiply the adhesion X weight to get starting tractive effort. In the SD40-2 example, The Milwaukee unit would have about 94,550 pounds of starting tractive effort, while the BN unit would have about 111,168 pounds of STE. They both would have the same CTE so above 11 mph the heavy unit doesn't do more, and it adds to the consist weight, but it will start a heavier train. The adhesion values assume good quality clean rail in dry weather, thus these are the optimum, weather and debris will degrade the adhesion. You will note, my data is internally consistent.
    If you know what a locomotive weighs, then you get the starting tractive effort by multiplying the weight by the adhesion, for example if the locomotive weighs 429,000 pounds and has a nominal adhesion of 35%, then it's starting tractive effort is 429,000 * 0.35 = 150,150pounds of force = 667.9kN of starting tractive effort. It can only stay in that condition a few moments, but it is enough to start a train rolling.
    my underlining.

    also, verification from another source: https://www.republiclocomotive.com/a...-traction.html
    excerpt:
    The tractive effort of a locomotive (whether AC or DC) is defined by the equations:

    Tractive effort = Weight on drivers x Adhesion
    Adhesion = Coefficient of friction x Locomotive adhesion variable

    The friction coefficient between wheel and rail is usually in the range of .40 to .45 for relatively clean, dry rail in reasonable condition and is essentially the same for all locomotives. The locomotive adhesion variable represents the ability of the locomotive to convert the available friction into usable friction at the wheel rail interface. It varies dramatically from about .45 for old DC units to about .90 for modern AC units. This variable incorporates many factors including electrical design, control systems, truck type and wheel conditions.
    I've tried to track down, in test papers, the method by which the "locomotive adhesion variable" is calculated or arrived at....have not had much success doing that. Just curiosity, because Bob's published adhesion factors are so accurate ( and consistent ) that you really don't need to go much further.

    Just to continue the conversation about tractive effort a little further for anyone who's interested.
    Once the STE is determined and the CTE is known ( CTE is a function of the traction motors ) then tractive curves can be developed.
    In the case of OR - - the curves take the form of a "curve set" -- the "ORTSMaxTractiveCurves" there are different ways to calculate these.

    I prefer to use the following equation ( thanks to Derek for finding this page for me )


    T = 2650(nP/V)

    T is tractive effort in newtons
    2650 ( constant which correctly converts units of equation to newtons )
    n represents the efficiency of the locomotive in converting output power at the shaft to tractive power
    P is the Horsepower of the locomotive - measured at the shaft of the diesel engine
    V is the velocity

    So far, I'm still trying to learn how to calculate the CTE from the traction motors parameters...this is proving to be a very step learning curve for me. Anyone having knowledge of that .... please let me know.
    Regards, Gerry
    Last edited by R. Steele; 09-27-2019, 12:04 PM.

    Leave a comment:


  • =FI=Ghost
    replied
    Thank you very, very much!

    Leave a comment:


  • derekmorton
    replied
    Hi Gerry,

    I have always worked out Adhesion factor with CTE rather than STE.
    Any reason you use STE?
    I wonder what Bob uses?

    Leave a comment:


  • R. Steele
    replied
    Originally posted by ebnertra000 View Post
    I'm away from home, but I do have RPM data for early dash 8s (which should work for Super 7s, too). I could look through some of the other manuals I've found, too
    Whenever you can, that would be excellent, thanks so much Travis. Some of it is in the manuals, but not the RPM increases from notch to notch, that's what is hard to find. Regards, Gerry

    Leave a comment:


  • ebnertra000
    replied
    I'm away from home, but I do have RPM data for early dash 8s (which should work for Super 7s, too). I could look through some of the other manuals I've found, too

    Leave a comment:


  • R. Steele
    replied
    Yep, I have completed 100 so far, looks like the total will be around 225. I'm finding errors that I made ( data mistakes, typos, etc. ) that neither myself nor anyone else spotted...so, in the case of bad data, the errors have to be researched, corrected, and verified...takes time. The Alco's have slowed me down, Bob Boudoin has some information, but accurate Alco data - especially for the FA series -- is difficult to find. With certain locomotives I just have to stop --- realizing I'm not going to get it more accurate at this point.

    I know you are interested in the ES44AH --- the new completed file...with expanded Torque Tab is below.

    I still have questions about the actual gross output power ( power at the shaft of diesel engine = MaximalPower in ORTS engine definition ) for many of these models...I know that some of the values I have calculated are reasonable...about others...I have doubts....but the method I've adopted for now gives some internal consistency to the data...obviously as I learn more --- revisions will be in order.


    Code:
    Comment ( Standard ORTS Diesel Engine for GE ES44AH == Heavy, software enhanced CTE and adhesion control )
    Comment ( ORTSCurtius_Kniffler ( 6.418 20.505 0.161 0.7 ) )
    Comment ( Performance Ratings == Gross HP 4729 == Traction HP 4445 == CTE 182624lb @ 9.01mph==94.0%eff. == STE 204768lb )
    Comment ( Mass 432000lbs = 195.952t == metric, Adhesion Factor = 47.4% )
    Comment ( Mass×Adhesion Factor = Starting Tractive Effort )
    Comment ( Traction Horsepower divided-by Efficiency equals Gross Horsepower )
    Comment ( include ( "..\\..\\Common.inc\\Locomotives\\Std_Eng_ES44AH_195-952t.inc" ) )
    
    ORTSDieselEngines ( 1
    	Diesel (		
    	IdleRPM ( 315 )		
    	MaxRPM ( 1050 )		
    	StartingRPM ( 215 )
    	StartingConfirmRPM ( 365 )		
    	ChangeUpRPMps ( 92 )
    	ChangeDownRPMps ( 58 )		
    	RateOfChangeUpRPMpSS ( 34 )		
    	RateOfChangeDownRPMpSS ( 23 )		
    	MaximalPower ( 3526415W )		
    	IdleExhaust ( 1.2 )		
    	MaxExhaust ( 2.2 )		
    	ExhaustDynamics ( 1.6 )		
    	ExhaustDynamicsDown ( 0.8 )		
    	ExhaustColor ( 20161819 )		
    	ExhaustTransientColor ( 40212324 )		
    	DieselPowerTab (		
    		0	0
    		407	440709
    		499	881417
    		591	1322126
    		683	1763581
    		775	2204289
    		867	2644998
    		959	3085707
    		1050 3526415
    	)		
    	DieselConsumptionTab (		
    		0	0
    		315	12.8
    		1050 750.7
    	)		
    	ThrottleRPMTab (		
    		0	315
    		12.5	407
    		25	499
    		37.5	591
    		50	683
    		62.5	775
    		75	867
    		87.5	959
    		100	1050
    	)		
    	DieselTorqueTab (		
    		0	0
    		315	106899
    		407	82735
    		499	67481
    		591	56976
    		683	49302
    		775	43449
    		867	38839
    		959	35113
    		1050 32070
    	)		
    	MinOilPressure ( 30psi )		
    	MaxOilPressure ( 90psi )
    	MaxTemperature ( 120degc )		
    	Cooling ( 3 )		
    	TempTimeConstant ( 720 )		
    	OptTemperature ( 75degc )		
    	IdleTemperature ( 55degc )		
    	)		
    )			
    ORTS (
    	ORTSEmergencyCausesThrottleDown ( 1 )
    	ORTSWheelSlipCausesThrottleDown ( 1 )
    	)
    	ORTSMainResChargingRate ( 0.4 )
    	ORTSBrakePipeChargingRate ( 200 )
    	ORTSEngineBrakeReleaseRate ( 38 )
    	ORTSEngineBrakeApplicationRate ( 34 )
    	ORTSBrakePipeTimeFactor ( 0.003 )
    	ORTSBrakeEmergencyTimeFactor ( 0.1 )
    	ORTSBrakeServiceTimeFactor ( 1.009 )
    	TrainPipeLeakRate ( 0.0833 )
    	TrainBrakesControllerMaxReleaseRate ( 10 )
    
    MaxForce ( 911478N )
    MaxContinuousForce ( 812352N )
    ORTSMaxTractiveForceCurves (					
    		0 (			
    			0	0	
    			3.59	0	
    			5.36	0	
    			7.15	0	
    			8.94	0	
    			11.18	0	
    			15.65	0	
    			20.12	0	
    			24.59	0	
    			29.06	0	
    			33.53	0	)
    	0.125 (				
    			0	114104	
    			3.59	114104	
    			5.36	76360	
    			7.15	57270	
    			8.94	45816	
    			11.18	36653	
    			15.65	26181	
    			20.12	20363	
    			24.59	16661	
    			29.06	14098	
    			33.53	12218	)
    	0.25 (				
    			0	228015	
    			3.59	228015	
    			5.36	152591	
    			7.15	114444	
    			8.94	91555	
    			11.18	73244	
    			15.65	52317	
    			20.12	40691	
    			24.59	33293	
    			29.06	28171	
    			33.53	24415	)
    	0.375 (				
    			0	341925	
    			3.59	341925	
    			5.36	228822	
    			7.15	171617	
    			8.94	137294	
    			11.18	109835	
    			15.65	78454	
    			20.12	61020	
    			24.59	49925	
    			29.06	42245	
    			33.53	36612	)
    	0.50 (				
    			0	455836	
    			3.59	455836	
    			5.36	305053	
    			7.15	228790	
    			8.94	183032	
    			11.18	146426	
    			15.65	104590	
    			20.12	81348	
    			24.59	66557	
    			29.06	56318	
    			33.53	48809	)
    	0.625 (				
    			0	569746	
    			3.59	569746	
    			5.36	381284	
    			7.15	285963	
    			8.94	228771	
    			11.18	183017	
    			15.65	130726	
    			20.12	101676	
    			24.59	83190	
    			29.06	70391	
    			33.53	61006	)
    	0.75 (				
    			0	683657	
    			3.59	683657	
    			5.36	457515	
    			7.15	343136	
    			8.94	274509	
    			11.18	219607	
    			15.65	156863	
    			20.12	122004	
    			24.59	99822	
    			29.06	84465	
    			33.53	73203	)
    	0.875 (				
    			0	797568	
    			3.59	797568	
    			5.36	533746	
    			7.15	400309	
    			8.94	320248	
    			11.18	256198	
    			15.65	182999	
    			20.12	142333	
    			24.59	116454	
    			29.06	98538	
    			33.53	85400	)
    	1.0 (				
    			0	911478	
    			3.59	911478	
    			5.36	609977	
    			7.15	457483	
    			8.94	365986	
    			11.18	292789	
    			15.65	209135	
    			20.12	162661	
    			24.59	133086	
    			29.06	112611	
    			33.53	97597	)
    		)
    Regards, Gerry

    Postscript: If anyone has good data about the RPMs for any diesel locomotive, please PM me...I've redesigned my ORTS Diesel engine spreadsheets to produce Throttle RPM tab with Idle and Notch1 having the same RPMs...also I have the ability to enter customized RPM ranges....up to this point hardly any of these Std_Eng files have prototypical RPM tabs...they work and give reasonable results...but accuracy is lacking.
    Last edited by R. Steele; 09-26-2019, 12:03 PM.

    Leave a comment:


  • =FI=Ghost
    replied
    Have you got any news regarding these new engine files, mate?

    Leave a comment:


  • =FI=Ghost
    replied
    Wonderful news! I am looking forward to this new release.

    Leave a comment:


  • R. Steele
    replied
    Whoops, left out part of the math for a statement I made below:
    Gross hp minus Traction hp represents a power loss. ( subtract that loss from 100% and you have the locomotives efficiency in converting gross power ( power at the shaft ) to traction power.
    Should read:
    Gross hp minus Traction hp represents a power loss. Divide that power loss by the Gross HP and you get a percentage of loss, substract that from 100% and you arrive at the Locomotive Efficiency.

    4545 (Grosshp) - 4000 ( Tractionhp) = 545hp.
    545/4545 = 0.1199119911991199 ( rounded off to 0.12 or 12% )
    100% - 12% = 88% locomotive efficiency.

    Leave a comment:


  • R. Steele
    replied
    Sometime this fall, there will be an update to the OR_Std_Eng set uploaded on 4-30-1019 ( orts_standard_engines.zip ).
    The first set contained 176 standard engine files for use in Open Rails. The update will have approximately 221, updating the original 176 and adding 45 more.

    Making up the new additions is a set of 5 eng files for use in BHP mine service, standard engine files for a Krauss-Maffei ML-4000 and a NW2, and others, new and old.

    The primary reason for the update is threefold:
    1. To find and correct errors I missed the first time around, and to recheck the whole set for correct values and consistency.

    2. To improve the DieselTorque Tab -- the first set gave torque in foot-pound, which as it turns out OR does not support. OR reads the Torque tab as Newton Meters -- N.m -- so the results ( numerically ) are much lower than realistically expected. The new files provide the correct torque values in N.m.
    Please see this thread for a more complete explanation: ( also you'll find out what the torque tab is used for in Open Rails )


    3. To provide internally consistent and correct MaximalPower values for the Standard Engine files.
    In the OR Diesel Engine definition ( manual sec 8.2.1 "ORTS Specific Diesel Engine Definition" ) there is a parameter with the name "MaximalPower". It's been established that this value refers to "Power at the Shaft" of the prime mover, what is commonly referred to as "Gross Power". Now it's relatively easy to find the traction hp of a locomotive --- that's what MSTS used for "MaxPower" --- and it is normally published in operator manuals and other documents. Not so easy to find is the Gross Power. If it can be found at all, it's usually tucked away in a test report...dense reading to find it.

    However, if you know the Traction HP and also have a reliable value for the locomotive efficiency you can calculate the Gross HP of a diesel engine.
    Traction HP divided-by Efficiency equals Gross Horsepower
    Thanks to Bob Boudoins work, reliable values for both can be determined. Also I found some test reports that provided good data.
    Result --- the new files will contain revised MaximalPower values, which also affects torque. As accurate as I can make them at this point.

    Gross hp minus Traction hp represents a power loss. ( subtract that loss from 100% and you have the locomotives efficiency in converting gross power ( power at the shaft ) to traction power.

    Please see this thread for a good graph of locomotive power losses:
    As a result of a request I have reviewed some of the code for how a diesel locomotive performs, and have noticed some anomalies. I am proposing to f...


    Here's a sample of the new files:


    Code:
    Comment ( Standard ORTS Diesel Engine for GE AC4400CW, CW44AC )
    Comment ( Data from Bob Boudoin Engine physics )
    Comment ( ORTSCurtius_Kniffler ( 6.672 25.0872 0.161 0.7 ) )
    Comment ( Performance Ratings == Gross HP 4824 == Traction HP 4390 == CTE 145002lb @ 10.2mph==91.0%eff. == STE 177555lb )
    Comment ( Mass 417776lbs = 189.5t == metric, Adhesion Factor = 42.5% )
    Comment ( Mass×Adhesion Factor = Starting Tractive Effort )
    Comment ( Traction HP divided-by Efficiency equals Gross Horsepower )
    Comment ( include ( "..\\..\\Common.inc\\Locomotives\\Std_Eng_AC4400CW_bb.inc" ) )
    
    ORTSDieselEngines ( 1			
    	Diesel(		
    	IdleRPM	( 315 )	
    	MaxRPM	( 1050 )	
    	StartingRPM	( 215 )	
    	StartingConfirmRPM	( 365 )	
    	ChangeUpRPMpS	( 92 )	
    	ChangeDownRPMpS	( 58 )	
    	RateOfChangeUpRPMpSS	( 34 )	
    	RateOfChangeDownRPMpSS	( 23 )	
    	MaximalPower	( 3597387 )	
    	IdleExhaust	( 1.2 )	
    	MaxExhaust	( 2.2 )	
    	ExhaustDynamics	( 1.6 )	
    	ExhaustDynamicsDown	( 0.8 )	
    	ExhaustColor	( 20161819 )	
    	ExhaustTransientColor	( 40212324 )	
    	DieselPowerTab (		
    		0	0
    		407	449673
    		499	899347
    		591	1349020
    		683	1798694
    		775	2248367
    		867	2698041
    		959	3147714
    		1050 3597387
    	)		
    	DieselConsumptionTab (		
    		0	0
    		315	13.6
    		1050 798.6
    	)		
    	ThrottleRPMTab (		
    		0	315
    		12.5	407
    		25	499
    		37.5	591
    		50	683
    		62.5	775
    		75	867
    		87.5	959
    		100	1050
    	)		
    	DieselTorqueTab (		
    		0	0
    		315	109050
    		1050 32715
    	)		
    	MinOilPressure	( 30 )	
    	MaxOilPressure	( 90 )	
    	MaxTemperature	( 120 )	
    	Cooling	( 3 )	
    	TempTimeConstant	( 720 )	
    	OptTemperature	( 75 )	
    	IdleTemperature	( 55 )	
    	)		
    )
    ORTS (
    	ORTSEmergencyCausesThrottleDown ( 1 )
    	ORTSWheelSlipCausesThrottleDown ( 1 )
    	)
    	ORTSMainResChargingRate ( 0.4 )
    	ORTSBrakePipeChargingRate ( 200 )
    	ORTSEngineBrakeReleaseRate ( 38 )
    	ORTSEngineBrakeApplicationRate ( 34 )
    	ORTSBrakePipeTimeFactor ( 0.003 )
    	ORTSBrakeEmergencyTimeFactor ( 0.1 )
    	ORTSBrakeServiceTimeFactor ( 1.009 )
    	TrainPipeLeakRate ( 0.0833 )
    	TrainBrakesControllerMaxReleaseRate ( 10 )
    
    MaxForce ( 790508 )
    MaxContinuousForce ( 645001 )
    ORTSMaxTractiveForceCurves (					
    		0 (			
    			0	0	
    			3.72	0	
    			5.36	0	
    			7.15	0	
    			8.94	0	
    			10.73	0	
    			15.20	0	
    			19.67	0	
    			24.14	0	
    			28.61	0	
    			33.08	0	)
    	0.125 (				
    			0	98814	
    			3.72	98814	
    			5.36	68522	
    			7.15	51392	
    			8.94	41113	
    			10.73	34261	
    			15.20	24184	
    			19.67	18688	
    			24.14	15227	
    			28.61	12848	
    			33.08	11112	)
    	0.25 (				
    			0	197627	
    			3.72	197627	
    			5.36	137045	
    			7.15	102783	
    			8.94	82227	
    			10.73	68522	
    			15.20	48369	
    			19.67	37376	
    			24.14	30454	
    			28.61	25696	
    			33.08	22223	)
    	0.375 (				
    			0	296441	
    			3.72	296441	
    			5.36	205567	
    			7.15	154175	
    			8.94	123340	
    			10.73	102783	
    			15.20	72553	
    			19.67	56064	
    			24.14	45682	
    			28.61	38544	
    			33.08	33335	)
    	0.50 (				
    			0	395254	
    			3.72	395254	
    			5.36	274089	
    			7.15	205567	
    			8.94	164453	
    			10.73	137045	
    			15.20	96737	
    			19.67	74752	
    			24.14	60909	
    			28.61	51392	
    			33.08	44447	)
    	0.625 (				
    			0	494068	
    			3.72	494068	
    			5.36	342611	
    			7.15	256958	
    			8.94	205567	
    			10.73	171306	
    			15.20	120922	
    			19.67	93439	
    			24.14	76136	
    			28.61	64240	
    			33.08	55559	)
    	0.75 (				
    			0	592881	
    			3.72	592881	
    			5.36	411134	
    			7.15	308350	
    			8.94	246680	
    			10.73	205567	
    			15.20	145106	
    			19.67	112127	
    			24.14	91363	
    			28.61	77088	
    			33.08	66670	)
    	0.875 (				
    			0	691695	
    			3.72	691695	
    			5.36	479656	
    			7.15	359742	
    			8.94	287793	
    			10.73	239828	
    			15.20	169290	
    			19.67	130815	
    			24.14	106590	
    			28.61	89935	
    			33.08	77782	)
    	1.0 (				
    			0	790508	
    			3.72	790508	
    			5.36	548178	
    			7.15	411134	
    			8.94	328907	
    			10.73	274089	
    			15.20	193475	
    			19.67	149503	
    			24.14	121817	
    			28.61	102783	
    			33.08	88894	)
    		)
    Last edited by R. Steele; 09-02-2019, 04:10 PM.

    Leave a comment:


  • R. Steele
    replied
    An Error was found in the files: Eagle eyed Derek Morton spotted a duplicate ORTSMaxTractiveForceCurves line the "Std_Eng_SD45.inc" file.
    Code:
    MaxForce ( 428752 )
    MaxContinuousForce ( 365301.3 )
    ORTSMaxTractiveForceCurves (
    ORTSMaxTractiveForceCurves (					
    		0 (
    This should provoke a warning or error in the OR log. Just remove the extra line...apologies, I missed this one.

    Tip-O-Hat to Derek.

    Leave a comment:


  • R. Steele
    replied
    Originally posted by derekmorton View Post
    The sd70 exhibits the same issue?

    I am running the simple adhesion model.
    Derek, my default is advanced adhesion. But you bring up an interesting point...so I'm going to make some test runs using the simple adhesion model.

    Leave a comment:


  • derekmorton
    replied
    The sd70 exhibits the same issue?

    I am running the simple adhesion model.

    Leave a comment:


  • R. Steele
    replied
    Regarding the SD40-2 HP discrepancies in the Open Rails locomotive HUD

    I did some tests and found this...which confirms all other tests I've done.

    All testing done on my standard test route...Peter Newells Coals to New Castle Test Route.
    http://www.coalstonewcastle.com.au/physics/route/

    First Test: using the SD40-2 Std_eng file rated at 3140HP Gross, with ORTS Max Tractive Curves...same results are obtained...less than 3000HP, with load at 76.2%. Power to the rails is at 2397HP (I'm assuming this is power to the rails, because 2397HP divided by 3140HP = 0.76337 -- close enough) The SD40-2 has a locomotive eff. of 83% ....approx. 6% higher)

    1st Test=Click image for larger version

Name:	3140HP_Std_eng+MaxTractive Curves.jpg
Views:	1
Size:	198.5 KB
ID:	2199180

    Second test: Increased Gross HP to 3925, enough to make a noticeable difference --- Now you will notice that power to the rail has remained approximately the same --2363HP ( the longer you run the test, it stabilizes at a slightly higher value) and the right side HP (rated Gross HP) shows 3925HP. The Load now reads 60.2%. ( 2362 divided by 3925 = 0.60203).
    Now this proves two things:
    1. Running power reading is coming from the MaximalPower line and probably also the DieselPowerTab of the ORTS DieselEngine Block
    (which was increased for this test from 3140HP to 3925HP)
    ...and
    2. Power to the rail did not increase -- The load percentage would have to decrease, which it did.

    2nd Test=Click image for larger version

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    Third Test: Restored SD40-2 Std_Eng file Gross HP to 3140 and removed the ORTS Max Tractive Curve set. With this result.
    1. Running power restored to gross HP of 3140
    2. Load percentage up to 93.6% ( now 10% higher than SD40-2 locomotive efficiency of 83% )
    3. Power to the Rail is now at 2946 - almost 3000HP.
    3rd Test=Click image for larger version

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    Conclusion. The advanced adhesion model does not correctly implement the ORTS Max Tractive Curve Set.

    Questions: Could my conclusion be wrong? Could I be constructing the curve set incorrectly? ..you betcha... Although the formula I'm using is recognized and used to find this type of traction effort. And the tractive curves do prove out when tested, they provide more reliable traction in the simulation. Although the power to the rails does not match what one would expect.
    There has been a suggestion to allow the ORTS curve sets when using the simple adhesion model.

    Any thoughts anyone? Any ideas? Light bulbs go on?
    Regards, Gerry
    Last edited by R. Steele; 05-16-2019, 07:33 PM.

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  • =FI=Ghost
    replied
    Adhesion should be a little higher in ES44AH models, due to their increased weight compared to standard ES44AC models (but I may be completely wrong on this one, as I am a psychologist, and not an engineer).

    With that in mind, 46.296% for AH models seems just right.

    The differences compared to those at the railworks site probably come due to different sources used for input data. While I was doing research for my Locomotive Specification Table, I often found different values for Mass/STE/CTE, or even HP/KW, for a certain model of locomotive. I even read how some real world train engineers testified that factory given specifications sometimes didn't match the specifications they came up with during testing and measurements.

    All in all, whenever I had official specification charts (like I did with Evolution Series locomotives), I used those. The most important thing for me was the standardization of my locomotive fleet, which was the reason behind creating the Locomotive Specification Table in the first place.

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