• WVRR 1905 Baldwin 4-6-0s

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    Three turn-of-the-century 4-6-0s built for the Washoe Valley Railroad, nos. 28 'Millers,' 29 'Lone Mountain,' and 30 'Tonopah.'

    By about 1903, the Washoe Valley Railroad was hurting for motive power. Its current chairman, Robert House, was expanding at both ends with hopes of making the road part of a national rail network. To the north, House was investing heavily in the new Western Pacific, with which he hoped the WVRR could meet at Gerlach, NV. To the south, the Bullfrog, Goldfield and Tonopah booms were creating unprecedented wealth in central southern Nevada. The whole state appeared an untapped keg, waiting for one of its major railroad barons to strike.

    The first player on the scene was the Nevada Central, which proposed converting to standard gauge and pushing south toward Tonopah in 1901. Then the Southern Pacific jumped in the ring, promising to bring standard gauge to Tonopah by the end of 1902 if the town could provide a quarter-million dollars to fund the project. Finally, C. S. Lemon's Tonopah Railroad managed with the backing of many Eastern railroad engineers to propose a solid line from near Rhodes on the Nevada & California mainline across a series of washes to Tonopah. Meanwhile, House's WVRR surveyed a line from near the Grantsville mountain range towards the proposed TRR line, paralleling the road past Millers and Goldfield Junction to Tonopah. The two roads competed wildly not only for the first line into town but for the opinion of the miners - the WVRR was at Goldfield Junction on July 30, 1904 when the first washout occurred on the Tonopah line. The WVRR promised discounted rates to passengers getting off the TRR at Millers. Then, when storms completely wiped out the TRR in August, the WVRR diverted maintenance crews south to the railhead to push the line into Tonopah. Construction halted on August 22, when flash floods caused major problems for both lines, and finally, in September, both lines opened fully. The TRR still came out ahead, cautiously reinstating service on September 7 with more than fifteen miles of new route abandoning the worst sections, while the WVRR finally reached town on September 21. The WVRR declared its line a success and ordered three new locomotives capable of taking mixed services up the new line. The engines would be geared for high speeds and short trains, focusing on the WVRR's advantage in being standard gauge. The three new engines were named after the key features of the line, and by no accident, all were named after areas where the WVRR paralleled the TRR: Millers, Lone Mountain, and Tonopah.

    These 4-6-0s remained on premier service for over a decade, eventually being replaced by a fleet of 4-8-0s in 1922. After that point, they saw more varied service in the 1920s, with No. 30 being assigned to the Baxter fluorite mine from 1926 until 1928 when a trio of 2-8-0s arrived to take over operations of the mine. They returned to normal day passenger service, and were known for maintaining high speeds across the network. That changed in 1934, when No. 30 was delayed at Burned Cabin Summit for more than three hours while a freight hauled by aging 4-8-0 No. 25 headed up the opposite direction. By WVRR operating rules of the era, unfulfilled timetables only remained in effect for three hours after their scheduled time, so No. 30 started down the grade towards Middlegate. Rounding one of the sharp corners between the two points, the two trains came face to face, No. 25 having stalled short of steam on the gradient. The sturdy Brooks twelve-wheeler had the weight of a 500-ton rock train behind it; No. 30 was thrown into the wash, and the remains were deemed uneconomical to return to service. The accident was chalked up to improper brake application, and the crews of Nos. 28 and 29 were instructed never to run in conditions where they could not easily make a full application, and never at speeds in excess of 30 miles per hour. The two engines remained thus limited until the outset of WWII, when they were returned to full operating capacity for the sake of improving running times on the road. The two engines worked more than 80% of the time during the war, often six days a week, on any freights they could carry. They were said to perform their jobs excellently, but at the end of the war, they were replaced by a new order of RS1s and set on the dead line with many of the WVRR's other aging locomotives.

    This pack includes WVRR locomotives 28, 29, and 30 as they appeared in their first years of service, approximately from 1905 to 1918.

    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.

    Thanks to the online resources that made these engines and cars possible, particularly the Southern Methodist University's DeGolyer Library, UtahRails, and the Denver Public Library. 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.

    Thanks to Andrew Brandon for beta testing, and for coming up with most of the underlying history behind the Washoe Valley Railroad.

    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.