Elvas Tower: OPEN RAILS NP F-1 2-8-0 #70 - Elvas Tower

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#1 User is offline   timmuir 

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Posted 15 June 2014 - 03:00 AM

http://www.elvastowe...eenshot&id=1868
File Name: OPEN RAILS NP F-1 2-8-0 #70
File Submitter: timmuir
File Submitted: 14 Jun 2014
File Category: Beta Test Files

OPEN RAILS NORTHERN PACIFIC RAILWAY F-1 CLASS 2-8-0 CONSOLIDATION #70.
!BETA FOR OPEN RAILS ONLY!
1940 Configuration, branch line and switching service.
3D Models and textures ©2010, 2014 by Tim Muir
EXTREMELY HIGH POLYGON COUNTS IN EACH MODEL.
svry16 Cab view by Steve Thompson and Rick Grout (Original Readme Doc in Cabview Folder).
Sounds credits in SOUNDS Folder in .sms.
Whistle sounds provided by Chris Signorelli & Bill Hobbs.

Unzip to a temporary folder, move contents to your Trainset folder.
I've only used Convoi and MSTS Consist Editor when creating a train
consist. THE LOCOMOTIVE WILL NOT SHOW IN THE MSTS CONSIST EDITOR THUMBNAIL
BUT WILL WORK. I have no idea how this archive will work in Conbuilder.

This is a beta model and there are no guarantees it will be developed further.

The following information, credit the NPRHA Mainstreeter Magazine Volume 8-1:

The Northern Pacific's first 2-8-0s were the class F's, built in the early
1880's. Unfortunately, although built for the heavy grades in the mountains,
they had too low a factor of adhesion, only 3.85, making them very slippery
and next to useless for their intended service. NP went to Baldwin for a
better mountain loco, and the F-1's were the result, the Hogs had a much
better factor, 4.15 and a tractive effort of 34,500 pounds. They were among
the largest engines in the world at the time. In service, they could
handle 20 loads on a 2.2% grade, a huge improvement over former power.
Throughout their life, they were known system wide as "Hogs", even on train
orders!

They were delivered in 4 groups from 1888-1891 and numbered 470 to 497,
650 to 652 and 10,000. This was Baldwin's 10,000th engine and carried this
number for several years. It later became 460 and finally 55. One was built
as a Vauclain compound, and 2 more were converted in 1896. These proved to
be considerably more efficient in coal and water usage than their simple
sisters, but required more and specialized maintanance. They were simpled in
1903.

As delivered they carried Eames Vacuum brakes on the engine and tender.
These were removed in the late 90's, and standard air brake equipment was
fitted. Other changes over the years were cross compound pumps, dynamos and
electric headlights, a variety of tenders, taller stacks to improve
drafting, and sheet metal over the pretty woodwork on the cab sides. Their
final numbers were 50-81, assigned about 1900. No. 470, the first built,
became No. 70, the last in service, on the South Bend branch and finally in
Chehalis WA, 1946!

In 1923, No.'s 52, 59, 69, 71, 72, 74, and 79 were transfered to the SP&S
and used in switching service in the Vancouver/Portland area. 59 was later
sold to the Pacific States Lumber Co. near Selleck, WA. No. 51 was traded
to Polson Logging Co. for the Minnetonka, NP's first engine, which had seen
much use as "Betsy" on the western Washington Logging line.

The above info is mostly from the NPRHA issue on Hogs, Winter 1989. The
following is a direct quote from the article, done by Gary Tarbox, with
permission.

"Charlie Everest fired Hogs from 1918 through the 1920's and recalls what it
was like. " The Hogs were hard engines to work. The boiler back-head came
back to the gangway, separting the engineer and fireman. The engineer
normally sat forward by the center window in the cab and couldn't see the
fireman. The F-1 cab was very hot. You only had about two feet of clearance
in the cab along the side of the boiler where you sat on a jump seat. The
fireman had to go back through the narrow cab door to shovel coal. The
firebox door was so low that you had to bend way over to throw in a shovel
of coal. This made it hard to sling a scoop of coal to the front of the
grate, and thus made then hard to fire. The Hogs didn't have air-operated
doors so you just pulled the chain, left the door open and shoveled in the
coal, and the heat would come out at you."

I (Steve) have a personal connection with them through my Father. As a boy,
early in the depression, his uncle was an NP engineer/fireman, who worked
the South Bend switching job, near where Dad lived. So, Dad got many cab
rides, and as he got older, fired and ran the Hogs now and then. Later,
after WWII, Dad went to work for the NP as a brakeman, and retired from the
BN as an Amtrak conductor. He always had a soft spot for the Hogs, took some
good photos of the 70, and passed that liking on to me. Of course, he never
had to fire them in trying conditions!

At first they were assigned to mainline freight and helper work out of Livingston, Butte, Helena, Wallace, Lewiston, Ellensburg and Tacoma. In the early 1900's, they were relegated to secondary mainline trains and heavy branchline service. They worked the Wallace branch and the mines around Butte through the 20's, and on the Camas Prairie RR, jointly owned by the NP and UP. On the west coast, they saw much service hauling log trains on branch lines through the 30's. In the mid 30's, fifteen of the remaining seventeen Hogs were assigned to the Tacoma Division where they were mainly used in switching and occasional freight service on the Grays Harbor, and Willapa Harbor, Orting and Wilkeson Branches. Top operating speeds were in the 30-35 mph range.

No. 70 was on the Camas Prarie Line in 1928, moved to the Idaho Division in 1929 then Tacoma in 1930, where she stayed until the end in April 1947.

The South Bend Branch left the Seattle Portland mainline at Chehalis Jct. near Centralia WA, heading west throught the coast range to it's far west end at South Bend WA, 56.5 miles away. Pluvias Hill was the biggest challenge, climbing east from the town of Lebam, over 600 feet in 10 miles. This nearly always required doubling the hill with trainloads of logs going inland. Raymond had 7 large mills and South Bend, 4 miles away had several more. This was one of the major timber capitols of the PNW, and prime switching territory for the 70. --Steve Thompson

Models created in Abacus Train Sim Modeler. These are high in polygon counts and can ONLY BE USED IN OPEN RAILS and is only a BETA version!!

This model is dedicated to the memory and spirit of my late oldest brother, Paul Rey Muir (1949-2010), who would have loved this engine had he been here to run it. This one's for you, Paul!

Credits and thank yous:

Steve Thompson for supplying the drawings, photos, data and anecdotes.

Allen Norton for allowing me the use of his 3D driving wheel TSM files, and building excellent steam locos in TSM as a catalyst to get me to try my hand at one.

Jon Davis, Barry (Captain Bazza) Munroe, and Bill Pratt for further incentives towards building steam through much study of their models.

Chris Van Wagoner for his help with the locomotive physics, which made these locos come to life as true mountain hogs.

Herb Kelsey for the original engine file work, sounds and testing.

Whistle sounds (NP 5-chime) provided by Chris Signorelli & Bill Hobbs.

Derek Miller for additional sound work.

Dustin Raiken for supplying correct dimesions for the NP 5-Chime whistle.

There's probably someone else I'm forgetting, please forgive me for it.

Tim Muir,
June 14, 2014

Click here to download this file

#2 User is offline   captain_bazza 

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Posted 15 June 2014 - 10:47 AM

"Happiness is a Consol, much happiness is a Baldwin, much greater happiness is a Baldwin Consol!" :sign_welcome:

Cheers Bazza

#3 User is offline   timmuir 

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Posted 17 June 2014 - 04:12 PM

Even standard gauge ;) I agree with your sentiments, Barry. :cheers3:

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