• RGW Class 21S/D&RG Class 145

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    WARNING: THESE ARE ONLY AVAILABLE FOR TRS19. THEY HAVE NOT BEEN COMPLETED FOR LEGACY MATERIALS AND WILL NOT BE COMPATIBLE WITH OLDER VERSIONS OF TRAINZ.

    Rio Grande Western Nos. 70, 71, 72 and 73, later D&RG Nos. 715-718.

    These high-stepping ten wheelers were the RGW's first attempt at major standardized power. Ordered alongside a quartet of moguls, these were supposed to sit as the new pattern on which all passenger engines would be based. They had automatic Westinghouse brakes as opposed to straight air brakes, special drawheads to improve the strength of connections between two locomotives, nozzle-shaped smokestacks to improve exhaust draft, air-powered sanders, a triple-feed Detroit lubricator, and other modern features that would guarantee these engines would remain relevant - if not mainline power - for years to come. They were ordered in 1897, and began thundering between Grand Junction and Salt Lake City the following year.


    After just three years of service, in 1901, these engines became part of a long and convoluted merger between the RGW and D&RG. The biggest problem was that stocks for the merged company were sold before the merger was completed, and used to fund most of the construction of the new Western Pacific. It took seven years and the bankruptcy of the two roads to clear the legal red tape surrounding the merger, and in 1908, this quartet of 4-6-0s went into the Salt Lake City shops to be rebranded as D&RG numbers 715-718, class 145. It would be yet another five years before their accompanying coaches were moved onto the D&RG roster.


    Despite the best of intentions, the Class 145s were increasingly obsolete. The D&RG's Class 184s of 1910, along with the 80-foot Pullman steel coaches of the same year, sealed these engines' fate. They were large-boilered and high-drivered, meant to race with short wooden passenger trains across the Utah desert; pulling steel cars was too much for them. The Class 145s were demoted to secondary service along with the 1890 Pullman coaches they had always carried. All four engines were still in use when the D&RG became the D&RGW in 1924, becoming the T-19 class with No. 718 going to No. 525 and the other three going to No. 526-528. 525 served for two years on the D&RGW roster; the remainder were never used under D&RGW service and were scrapped within months.

    This pack includes all eras of the Class 21S (later Class 145) locomotives for which information is readily available. This includes:
    -1897 as-built
    -1902 after modification to use knuckle couplers
    -1920 in late D&RG service
    This pack also includes three variant of combine and one variant of coach, mirroring examples found on the D&RG and RGW as built between 1888 and 1890, with the D&RG combines being rebuilt from coaches around 1905. They are built in five general eras, including:
    -ca. 1890s with Miller hook couplings, in Tuscan red with black and gold trim
    -ca. 1900s with knuckle couplings, ride height raised 3 inches, in D&RG coach green with Prince's Mineral roof and gold trim
    -ca. 1913 after renumbering
    -ca. 1917 in simplified D&RG coach green with black roof
    -ca. 1924 after all coaches were retired and the two surviving combines went to D&RGW 552 and WP 402
    All locomotives feature animated cab doors, windows, and roof hatch, sand and water filler hatches, smokebox door, classification flags, bell, air hoses, brakes, reversing gear, cylinder drains, and throttle, as well as scripted smoke and steam effects, custom whistle and bell sound, and a custom cab. All coaches feature auto numbering, animated doors and air hoses, industry interactivity, and scripted sounds. Additionally, the D&RG Class 145 features auto numbering and working classification lights.

    Thanks to the online resources that made these engines and cars possible, particularly the Southern Methodist University's DeGolyer Library, UtahRails, the Denver Public Library, WPLives and the Mid-Continent Railroad Museum. Without them, no parts of these models would have been possible, as these four sources contain every spec sheet, photograph, and piece of writing that I have for these engines, and provided the most useful and pertinent data for the passenger cars.

    Thanks to Andrew Brandon for digging through the Official Railway Equipment Reports for the D&RG and RGW roads, and helping me ascertain ordering information for the RGW and D&RG Pullman cars. Without him, ARN on these cars would not have been practical, as the only other available data came from the sole survivor of the fleet, D&RG 550. Additionally, Andrew visited the Denver Public Library personally and related to me all of the paint data per D&RG and RGW shop standards. He also verified my locomotive paint per the standards for Baldwin style 310.

    Thanks also to Zec Murphy, who provided all of the custom sounds and many of the script elements for me. Without him, I would not be able to script custom features at all, and the complex features included here would have been impossible for me to imagine at this point.


    And lastly, thanks to the DLS-published creators whose dependencies I use, including Zec (S301), Curtis Reid (Pencil42), trw1089, michael-h, dumont, Azervich, and Arraial. These are the standard coronas, pfx textures, commodities and details that allow this add-on to function normally with other assets created for this game. Their value cannot be overestimated.