General Electric U34CH & Dieseliner Coaches by Pullman Standard

[minerman146]

On November 11th, 2019, Digital Train Model announced the following:

Next project WIP. GE U34CH with Comet I cars.

This project didn't just occur out of thin air. In fact, it has been 2 years in the making and finally has come to this point where it will be released through DTG on Steam. But first, a description of what this project is NOT is in order. This will save on answering questions not related to the current project.

This project is not:
Comet III by Bombardier
Comet II by Bombardier*
Comet 1a by St. Louis Car Company
Comet 1b by St. Louis Car Company
Amtrak Horizon Coach by Bombardier
Rebuilds for CALTRAN
Rebuilds for FrontRunner
Repaint of SEPTA

If this is still of interest, do read on.

Then now is the time to mention the asterisk on the Comet II. The 1987 Rebuild Project of the Comet 1, which add the "High-Doors", changed the control stand, gave new seating, windows and NJT Logo. This is under consideration as well as Comet II by Bombardier. This is a logical progression as Bombardier acquired Pullman's designs. The Pullman Standard Coach (referred to as the Comet I) and Bombardier's Comet II fill in a modeling gap in game for New Jersey transit motive power and passenger equipment.

So what IS the work at hand? This effort by DTM is to reproduce what was revolutionary in 1970. A coach and locomotive set designed together to function as a unit. While Push-Pull operations were already in use by the Chicago North Western. Other roads were using separate generators to provide coach power for many years. What is (was, because its 1970!) new here are two things: Shaft Driven, from the prime mover, Head End Power (HEP) and weight saving, all aluminum coaches. So, the E-L (NJDOT) U34CHs were actually the first purpose built passenger units that employed HEP as part of their original design. Prior to the U34CH, the HEP was added to other diesels as a modification after the fact. As you will see in the finished model, this integration will become evident.

For Train Simulator 2020, the U34CH and Pullman Standard coaches will fit in perfectly with DTG's North Jersey Coast Line and in particular then North Jersey Coast & Morristown Lines Route Add-On. The coaches can be added to consists using different motive power such as the F40PH-2CAT and the GP40PH-2B.

ELU34CHMorristown.jpg

In upcoming posts, I will discuss the following:

- Researching the model
- The little details and why they are so important
- The trainman's environment
- Sound, scripting and performance
- History!
- Ongoing development and pictures.
- Minerman's role in encouraging the development of these models

I don't know if this will constitute the official thread for this model here on Railworks America. But, I asked for and received permission to post "whatever I like" about the ongoing project. So far, working on this project has been very rewarding, I have learned more than I ever wanted to know about what is being worked on. It has been exciting seeing the research come to life in the form of this model. Lastly, it continues to be a nail-biter to get the E-L & NJDOT logos in game.

And lets start off with a cover shot of Railways Age Magazine, December 1970 cover story on this very subject!

RailwayAge_Dec1970.JPG

[cnwfan]

Thank you for sharing, and I'm looking forward to additional posts. Documenting the research and historical aspects of a project will... I hope... bring a new appreciation to what is involved in bringing a project to market.

[minerman146]

Thank you for sharing, and I'm looking forward to additional posts. Documenting the research and historical aspects of a project will... I hope... bring a new appreciation to what is involved in bringing a project to market.

And thank you - because this is my theme!

[minerman146]

Researching the U34CH and what is involved.

The U34CH has been the most difficult part, because of the absence of source material. Information, such as original drawings, customer specifications, vendors lists, load testing, or even meeting minutes or intra company communications was impossible to find. What we do have are the operator's manual, personal anecdotes and many, many photographs. In searching for a developer, it was key that they had General Electric experience and preferably base model to work from. In the case of DTM, they had it in the form of the Big 7s pack, and specifically the six-axle GE C36-7. Their Big 7 pack has been favorably reviewed for attention to detail and I also happen to own this pack. With the U34CH, its has one very unique characteristic and that is the shaft-driven HEP. The main shaft of the prime mover ( GE's FDL-16 ) is directly connected to the generator providing the power to the coaches. This additional load impacts this locomotive in 2 ways: 1. The FDL-16 runs at a constant 900 RPM* through ALL throttle positions and 2. This reduces the amount of horsepower available to the traction motors. The challenge here is scripting the model to behave as it did. DTM is very aware of this and working on the solution. Yet another challenge is the sound. the U34CH has a distinct "chugging sound" and there is the smoke effects that need to be worked on by trial and error. The pronounced chugging and smoke affects come in to play when the unit pulls away from a station. I researched this and sent the following to the developer:

Simulate Engine going from idle position to speed: Looking at this video - the light gray smoke lasts 4 seconds, dark gray for 13 seconds and light gray again for 2 seconds, then very minimal smoke. https://youtu.be/bqauYdHNjnY?t=57 .

Then I reached out to my lead consultant, a former engineer on the Erie Lackawanna, about the smoke. Roughly what he said was that the locomotive always maintained 960 rpm to ensure proper 'agitation' of the generator field. The smoke, I saw is from the unit injecting additional fuel to maintain rpm. Additionally, this can occur on an incline and from sticky injectors. This is very important to replicate as this is particular to the unit. Aside from images, web posts, and videos, we have an original, physical copy of the U33 operations guide as well as a digital version of the U34CH that I found on the Internet Archive Wayback Machine from memory of an article I read from 4 years ago. I cross reference everything that I read or find and never assume I have the final answer. If I get stuck, I go to my "lead consultant" and he knows his stuff from the engineers point of view. Of course the best information is original source material, but that has been difficult to find from GE. Many of the visual and audio queues are anecdotal and not included in any manual, so video and first person accounts aid in bringing this into the model.

[cnwfan]

One thing you may want to ask your engineer source is if the U34C had a "stand by" HEP mode. When I worked out at Caltrain in San Francisco, we had a couple of the original F40 "screamers" as we liked to call them. Like the U34's, the HEP was direct drive off of the engine shaft. When in HEP mode, the loco ran at a constant 900ish RPMs. However, if the trainset was going to be parked at the terminal stations for a period of time, and the HEP was needed for the coach cleaners, the engineer would put the HEP into standby mode. The prime mover would rev up to about run 4, and it was enough RPMs to keep the train lights and climate control running, but not enough to actually move the train under.

Also, when the F40's were put under a heavy amperage load in HEP mode, you could hear the RPM's drop slightly until the load lightened up. For example, the engineers would usually put the loco into run 1 while stopped at a station, and when the conductor gave the highball, the engineer would release brakes and the train would just start to move. Once it was moving, the engineer would swipe the throttle to run 8. The amperage would build quickly, thus adding load to the alternator. RPM's would slightly drop until the systems could add move fuel to bring the RPM's back to the designated RPM's. The RPM sound drop was subtle, but noticeable if you were paying attention. Not sure if this was present in the U34C's, but your engineer source could confirm / deny. If it was present, it would be an interesting layer to add to the sounds.

[OpenRailer90]

I am beyond pleased to hear that the U34CH pack WILL be coming to Steam! In real life they spent most of their lives on the Hoboken Division (A la Bergen Line), although I can remember then going down the NJCL about once or twice. Since the Racetrack F40PH implemented an HEP script that locks the prime mover at 900rpm for HEP, I knew it was beyond possible for the U34CH. Great work Minerman!

[minerman146]

Openrailer you will be more than pleased when you hear the coach sounds and horn.

Cnwfan,

You know your stuff and this is precisely an issue that has to be resolved by the scripting in the model. It is my understanding that the scripts for the F40PH will be used. My concern is how and if they can be edited to to replicate the functionality in the U34CH. What you say is encouraging particularly about the "standby mode" In this unit there is the engine control switch set for 2 running modes: Passenger with the 900ish rpm running continuous and Freight where amperage is demanded at the throttle and the prime mover responds to the call for current.

This brings up what was a nightmare to locate the images below. These were taken at my request from the last U34CH in existence. These photos are from this past October.

See IMG_1659: Engine Control Switch
See IMG_1649_edited: Circuit Control Array

IMG_1659_Edited.JPG

IMG_1649_edited.JPG

I will point out that work on the model really shines when the developer has good information to work from. I think Cesar is just rocking it with the control panel. Below is an image of the panel in game.

DTM_Control_Panel_WIP.JPG

So, not only do you have to change the mode you have to set the breakers in the correct sequence for how the locomotive is to be operated. It was my understanding, that, just as you say, that when parked in the terminal, in this case Hoboken, NJ, the units were to be placed in freight mode until 5 minutes prior to departure. This information is from the assistant dispatcher of trains at that time. My E-L Engineer states "We never took them out of passenger mode, unless they were being run for freight, which I never did." So there is one contradiction: official practice versus my engineers recollection. I did ask him 3 different ways and finished up with an "are your sure?" I also gave him all the control panel images to refresh his memory. He said he hadn't seen that since the last time his was in one...in 1978!

Regarding cleaning crews and running HEP. You reminded me of something I always saw in Suffern, NY where these were stored at night. Every track had power connections in steel ground relays. From that there was a cable extension that they hooked up to the coaches. NOW I know what that is for! This also suggests, strongly, that for the overnight the units were in freight mode. My engineer has stated on numerous occasions that working engines were never shutdown...ever. I can also attest this this. So, while the engines were running they are in freight mode and set idle.

You also perfectly describe how these were operated. I have seen this myself personally when, uh, lets just say I know this engineer VERY well. He said, " from a stop, I would let off the brake and then look at the ties, if they were moving I would then throw it into eight". You are validating what I have been told, and I know you know, because I have seen it myself.

I also asked about the rpm drop repeatedly, for the reason you state, there must be a slight drop in rpm from the draw of current and/or when fuel was called to maintain the rpm. I said "did the amperage drop at all?" Response, "no, but you could hear it". I am going to show him your post and see if this changes his response at all.

Regarding modeling this: this is where the scripting will come in. Lets say that this type of 'tuning' to the script is a challenge. I too, want the unit to do this, its inherent in the operations of the vehicle. Frankly, I am willing to tinker with the scripting myself if it comes to that. I will of course, solicit help should the need arise.

This is why I wanted to talk about the locomotive first. Getting real information is difficult enough. But translating that into the model is something I know zero about and I am sure all developers find this to be a complex matter to script this. However, I did get some awesome information that I will discuss in a future post about the Trainman's Environment. These pictures are a small sample of what vigorous research and donations can get you!

[cnwfan]

Yea... had the ground power connections at San Francisco also. They were used when trains were being serviced overnight. We had residential lofts all around the station and yard, and for some reason the occupants didn't like to listen to HEP power units running throughout the night. Forget the fact that the railroad and yard was there first, and they purchased their lofts knowing it was next to an active rail yard.

I am surprised that breakers also have to be sequenced properly to switch between HEP and stand by. On the F40's it was a simple matter of stopping HEP, turning a rotary switch to stand by, and pressing a button to restart. So if you are going to replicate the breaker sequencing, that will add some complexity to the model scripts. But... you've got an image of the sequencing... which is half the battle.

[minerman146]

I was surprised as well. When I asked my E-L man about this he said "Its a General Electric, the have breakers for everything, its over engineered."
Regarding the operating steps to get the locomotive to move in passenger mode ( and sure enough, you have to flip those breakers) here are the instructions:

PREPARATION FOR OPERATION
PULL-PASSENGER SERVICE
Before moving the locomotive and train in pull-passenger service, proceed as follows :
1. Move the following circuit breakers on the EC panel to ON position :
a. Intercom and PA b. Electric Brake c. Radio d. Headlights (as required) e. Engine Run f. Control g. Charging Circuit h. Local Control i. Fuel Pump j. Running Lights k. End of Train
2. On the control console move the Generator Field Circuit Breaker to ON position. 3. Insert the brake valve handles (Automatic in LAP position and Independent in RELEASE position) 4. Move the PS-68 Motorman's Brake Valve to ELECTRIC HOLDING position to recharge the brake equipment. 5. Depress the handle of the MU-2A valve and move it to LEAD position. 6. Open the Double Heading **. 7. Depress the safety control foot pedal. 8. Move the handle of the PS-68 Motoman's Brake Valve to RELEASE position to release the brake.

PUSH-PASSENGER SERVICE
Before moving the locomotive and train in push-passenger service, proceed as follows :
1. Move the following circuit breakers on the EC panel to ON position
a. Control b. Charging Circuit c. Local Control d. Fuel Pump e. Running Lights (as required) f. End of Train
All other breakers must be in OFF position.
2. On the control console move the Generator Field Circuit Breaker to OFF position. 3. Turn on the Red Warning Light switch. 4. Turn on the Front Class Light switch (also sets the Door Closed Light circuit for Cab Car.) 5. Make a full service brake application (25 psi brake pipe reduction), then move the brake valve handle to LAP position and remove the handle. 6. Close the Double Heading **. 7. Depress the handle of the MU-2A valve and move it to TRAIL 24 and 26 position. 8. Remove the handle of the SA-26 Independent Brake Valve in RELEASE position.

For me, part of the fun of this project is this is 50 year old technology and its all analog. The question is how much of this stuff can we get into the model. *If anyone wants to school me on scripting ( I did learn to repaint on the fly!) give me a holler. I have done basic powershell and sql scripting, so I understand the what the parts of commands can represent.

[cnwfan]

As for scripting help, I would reach out to the Searchlight Sim folks, and see if they would be willing to do a scripting 101 session with you and Ceser. I would imagine it is pretty important to get the necessary model inputs / outputs correctly configured in the model so that they can be called and manipulated through the scripts. I believe PapaXpress also did the scripting for the VRC locomotives, so maybe he could be someone that you could reach out to.

With that said, I also think it would be important to decide soon on what functionality you want the model to have. Having a documented project plan helps keep the project on track, and prevents scope creep, which can quickly derail a project (all puns intended).

There is also some truth about a comment Buzz made in another post regarding complex functionality. There will always be a percentage of users that thrive on prototype accuracy, and will flip switches all day long to get the feel of being an engineer. It is great the first... second... even third time. But after a half a dozen times or more of spending 15 minutes or more flipping switches... not have the train move... flip more switches, the appeal wears off. Some users just want to get in the cab, and move the train. So can the model / scripts be configured to support complex startups along side of simple startups? Jerry at VRC would use utilize the Z key for quick loco startup. Click the Z key, everything gets automatically set, and you're off and running. However, if you wanted to go through the complex startup process, you could manually flip all the necessary switches in the correct order, and end up at the same place.

In this situation, can a combination of key clicks be utilized to perform a variety of quick setups? For example...

Z key - quick setup for passenger pull service
CTRL - Z key combo - quick setup for passenger push service
Z - F key combo - quick setup for freight pull service

The assumption is that the passenger cars included with the U34C would be configured to pass messages from the engine script, through the cars, to the cab car. So when the Z key is clicked, not only is the controlling locomotive configured correctly, but also the trailing cab car. Likewise, when CTRL - Z is clicked, the U34C is configured for trailing, and the cab car is configured for leading. I suspect this is all possible through advanced scripting, but there is always a cost... whether it be development time, QA testing, or even if the average user PC / laptop has enough horsepower to constantly process complex scripts, in addition to handling the other simulator tasks. Just some thoughts to chew on.

[minerman146]

Many thanks, I have already reached out to very talented people and discussed my needs. They were all very helpful (they both read my posts) At this stage, because scripting is coming up, I have been noodling around with a punch list of whats needed to get the model working with its base - must have functionality. I sent that off several hours ago. And I too, read Buzz's post regarding simplicity and I agree with that. For this project, as researcher, my role is to get the information on anything and everything. This is my self appointed role by the way. Then, I will get more comfortable with this subject as I learn more about it. Lastly, the engine/cab car functionality is well established (fortunately) in the game already, and currently is not an obstacle. I want like to take it up a level with some of the advanced functions we have been talking about. Cesar has great knowledge and access to resources that I don't have access too. So, this issue is more of my concern.

I am glad you brought up the coaches, that is what I am going to talk about next. And I will update here on the status of scripting as we make progress. I am also dying to get my hands on the running model already, so I can assess it in action.

How this came to be, in short, was that I approached several developers to consider this project. My strong point was the amount of information that I had on hand to make the model. Oh, and my unwavering enthusiasm for the subject was also a plus. Cesar has been great to work with and I admire his attention to detail. Check out his control stand for the U34CH right here:

C34CH_026.jpg

[cnwfan]

The modeling looks really good. This is going to be a nice addition to the sim. Love those big GE's!

[OpenRailer90]

I would agree with SS with the scripting (see how well the JR SD40-2 was scripted), but they can easily help with audio too, like making a 6 or 7 layer horn and bell sound in case the one I sent isn't satisfactory for your standards.

In terms of scripting, can't the cab car be scripted like the Comet V so the Comet I cab can control DTG locomotives like GP40PH-2s and F40PH-2CATs?

[minerman146]

I think we have a good chance, at this point of getting the must - have scripting done in house. My nervousness was due to my complete lack of knowledge. I am now looking at sample scripts and am reading the developers guide. The studying has helped. Now I have to get all the engine and braking numbers confirmed so the blue prints are set correctly.

OpenRailer - yes, its my understanding that the coding would be available to DTM to use. ( I love your sounds, too)

Side note - I didn't realize this would go technical so quickly. Though I got overwhelmed, the discussions were very helpful.

[minerman146]

Here are images of the Paint Versions that will be done for the U34CH

U34NJDOT.jpg

U34NJT.jpg

U34NJTDISCO.jpg

C34CH_022.jpg

A quick history on the paint. The original E-L NJDOT scheme lasted from 1971 through the end of the E-L in 1976 and then Conrail ran them until 1982. In 1982 the Federal Government told Conrail to get out of the passenger business. In 1983, NJT assumed operation of all commuter rail service in New Jersey from Conrail, which had been formed in 1976 through the merging of a number of financially troubled railroads and operated commuter railroad service under contract from the NJDOT.

These are all the paint versions for the vast majority of units with 2 exceptions: Conrail painted one in Bicentennial Colors in 1976 and there was one painted in the same color scheme but with a Metro North logo on the nose (for Port Jervis Service) DTM will be releasing all 3 versions, I hope at once. This will add some variety to your runs for sure.

The coaches will also get three different paint schemes, they are all very similar but will reflect all the paint schemes the Comet I had.

For the release there will be the U34CH, the coach and the cab car.