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SP 4449 GS-4 4-8-4 LokSound 5 North American and Australian Sound files 
H0 N XL L M4
- Article numbers:S0737
- Last change: 4/2/2024
- Manufacturer: ESU
Southern Pacific 4449, also known as the Daylight, is the only surviving example of Southern Pacific Railroad's GS-4 class of steam locomotives and one of only two GS-class locomotives surviving, the other being GS-6 4460. The locomotive is a streamlined 4-8-4 "Northern"-type steam locomotive. GS is abbreviated from "Golden State", a nickname for California (where the locomotive was operated in regular service), or "General Service".
The locomotive was built by Lima Locomotive Works in Lima, Ohio, for SP in May 1941; it received the red-and-orange "Daylight" paint scheme for the passenger trains of the same name which it hauled for most of its service career. No. 4449 was retired from revenue service in 1956 and put into storage. In 1958, the SP donated the locomotive to the City of Portland, Oregon. The City then put the locomotive on static display in Oaks Amusement Park, where it remained until 1974.
The locomotive was then restored to operation for use in the American Freedom Train, which toured the 48 contiguous United States as part of the nation's 1976 Bicentennial celebration. The engine has operated in excursion service throughout that area since 1984.
The locomotive's operations are based at the Oregon Rail Heritage Center in Portland, Oregon, where it is maintained by a group of volunteers named the Friends of SP 4449. In 1983, a poll of Trains magazine readers selected 4449 as being the most popular locomotive in the nation.
This recording comes from SP 4449.
Whistles:
CV163=0 UP 844 "Steamboat"
CV163=1 SP&S 3 Chime
CV163=2 Steamboat 3 Chime
CV163=3 SP 4449 Daylight - Default
CV163=4 DRG&W 5 Chime
CV163=5 SOO Line 1003
CV163=6 DL&W 5 Chime
CV163=7 WM 6 Chime
Bells:
CV164=0 Pnuematic Bell 1
CV164=1 Pnuematic Bell 2
CV164=2 Pnuematic Bell 3
CV164=3 Steam Loco Rope Pull Bell
CV164=4 SOO Line 1003 Bell
CV164=5 UP 844 Air Ringer Bell
CV164=6 SP 4449 Bell - Default
CV164=7 DRG&W K27 Bell
Dynamos:
CV165=0 Soo Line 1003 Dynamo
CV165=1 K27 463 Dynamo
CV165=2 SPTriple Dynamo - Default
CV165=3 UP Dual Dynamo
CV165=4 Z27 Dynamo
CV165=5 T16.1 Dynamo
Air Pumps
CV166=0 Cross Compound #1 Soo Line 1003
CV166=1 Cross Compound #2 K27 463
CV166=2 Cross Compound #3 SP 4449 - Default
CV166=3 Cross Compound #4UP 844
CV166=4 Single Stage #1 Z27
CV166=5 Single Stage #2 T16.1
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0737 - Release Notes
===================================================
V-3 R-3:
===================================================
- updated independent brake
- updated boiler hiss
V-4 R-4:
===================================================
- updated steam chuff sound slot
V-5 R-5:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0737
- Last change
- 4/2/2024
- Manufacturer
- ESU
2-6-2T Prairie LokSound 5 North American and Australian Sound files H0 N XL L M4
- Article numbers:S0782
- Last change: 4/2/2024
- Manufacturer: ESU
The 2-6-2 represents the wheel arrangement of two leading wheels, six coupled driving wheels and two trailing wheels. This arrangement is commonly called a Prairie. The majority of American 2-6-2s were tender locomotives, but in Europe tank locomotives, described as 2-6-2T, were more common. The first 2-6-2 tender locomotives for a North American customer were built by Brooks Locomotive Works in 1900 for the Chicago, Burlington and Quincy Railroad, for use on the Midwestern prairies. The type was thus nicknamed the Prairie in North American practice. This name was often also used for British locomotives with this wheel arrangement.
As with the 2-10-2, the major problem with the 2-6-2 is that these engines have a symmetrical wheel layout, with the centre of gravity almost over the centre driving wheel. The reciprocation rods, when working near the centre of gravity, induce severe side-to-side nosing which results in intense instability if unrestrained either by a long wheelbase or by the leading and trailing trucks. Though some engines, like the Chicago and Great Western of 1903, had the connecting rod aligned onto the third driver, most examples were powered via the second driver and were prone to the nosing problem.
Whistles:
CV163=0 UP 844 "Steamboat"
CV163=1 SP&S 3 Chime
CV163=2 Steam Whistle 1 - Default
CV163=3 SP 4449 Daylight
CV163=4 DRG&W 5 Chime
CV163=5 SOO Line 1003
CV163=6 DL&W 5 Chime
CV163=7 WM 6 Chime
Bells:
CV164=0 Pnuematic Bell 1
CV164=1 Pnuematic Bell 2
CV164=2 Steam Loco Rope Pull Bell
CV164=3 SOO Line 1003 Bell - Default
CV164=4 UP 844 Air Ringer Bell
CV164=5 SP 4449 Bell
CV164=6 DRG&W K27 Bell
Dynamos:
CV165=0 Soo Line 1003 Dynamo
CV165=1 K27 463 Dynamo
CV165=2 SPTriple Dynamo
CV165=3 UP Dual Dynamo
CV165=4 Z27 Dynamo
CV165=5 T16.1 Dynamo
Air Pumps
CV166=0 Cross Compound #1 Soo Line 1003
CV166=1 Cross Compound #2 K27 463
CV166=2 Cross Compound #3 SP 4449
CV166=3 Cross Compound #4UP 844
CV166=4 Single Stage #1 Z27
CV166=5 Single Stage #2 T16.1
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0782 - Release Notes
===================================================
V-2 R-2:
===================================================
- updated independent brake
- updated boiler hiss
V-3 R-3:
===================================================
- updated steam chuff sound slot
V-4 R-4:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0782
- Last change
- 4/2/2024
- Manufacturer
- ESU
4-6-0 Ten-Wheeler LokSound 5 North American and Australian Sound files H0 N XL L M4
- Article numbers:S0783
- Last change: 4/2/2024
- Manufacturer: ESU
The 4-6-0 represents the configuration of four leading wheels on two axles in a leading bogie and six powered and coupled driving wheels on three axles with the absence of trailing wheels. In the mid 19th century, this wheel arrangement became the second most popular configuration for new steam locomotives in the United States of America, where this type is commonly referred to as a Ten-wheeler. As a locomotive pulling trains of lightweight all wood passenger cars in the 1890-1920s, it was exceptionally stable at near 100 mph speeds on the New York Central's New York to Chicago Water Level Route and on the Reading Railroad's Camden to Atlantic City, NJ, line. As passenger equipment grew heavier with all steel construction, heavier locomotives replaced the Ten Wheeler.
During the second half of the nineteenth and first half of the twentieth centuries, the 4-6-0 was constructed in large numbers for passenger and mixed traffic service. A natural extension of the 4-4-0 American wheel arrangement, the four-wheel leading bogie gave good stability at speed and allowed a longer boiler to be supported, while the lack of trailing wheels gave a high adhesive weight.
The primary limitation of the type was the small size of the firebox, which limited power output. In passenger service, it was eventually superseded by the 4-6-2 Pacific type whose trailing truck allowed it to carry a greatly enlarged firebox.
Whistles:
CV163=0 CPR 2317
CV163=1 CPR Whistle
CV163=2 Steam Whistle 1 - Default
CV163=3 SP 4449 Daylight
CV163=4 CNR 6 Chime
CV163=5 SOO Line 1003
CV163=6 DL&W 5 Chime
CV163=7 WM 6 Chime
CV163=8 CN 4 Chime
Bells:
CV164=0 Pnuematic Bell 1
CV164=1 Pnuematic Bell 2
CV164=2 Steam Loco Rope Pull Bell
CV164=3 SOO Line 1003 Bell - Default
CV164=4 UP 844 Air Ringer Bell
CV164=5 SP 4449 Bell
CV164=6 DRG&W K27 Bell
Dynamos:
CV165=0 Soo Line 1003 Dynamo
CV165=1 K27 463 Dynamo
CV165=2 SPTriple Dynamo
CV165=3 UP Dual Dynamo
CV165=4 Z27 Dynamo
CV165=5 T16.1 Dynamo
Air Pumps
CV166=0 Cross Compound #1 Soo Line 1003
CV166=1 Cross Compound #2 K27 463
CV166=2 Cross Compound #3 SP 4449
CV166=3 Cross Compound #4UP 844
CV166=4 Single Stage #1 Z27
CV166=5 Single Stage #2 T16.1
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0783 - Release Notes
===================================================
V-2 R-2:
===================================================
- updated independent brake
- updated boiler hiss
V-3 R-3:
===================================================
- updated steam chuff sound slot
V-4 R-4:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0783
- Last change
- 4/2/2024
- Manufacturer
- ESU
2-10-0 Decapod LokSound 5 North American and Australian Sound files H0 N XL L M4
- Article numbers:S0784
- Last change: 4/2/2024
- Manufacturer: ESU
The 2-10-0 represents the wheel arrangement of two leading wheels on one axle, ten powered and coupled driving wheels on five axles, and no trailing wheels. This arrangement was often named Decapod, especially in the United States.
These locomotives were popular in Europe, particularly in Germany and Russia; British use of the type was confined to the period during and after World War II. In the United States, the 2-10-0 was not widely popular but was a favorite of a small number of railroads which operated mostly in mountainous terrain. Among these was the Erie Railroad, a major Chicago to New York trunk line railroad.
The 2-10-0's main advantage was that five out of six of its axles were powered, meaning almost all the weight was available for traction rather than being distributed over pilot and trailing wheels. The long rigid wheelbase caused problems on tightly curved track, so blind drivers were the norm, either on the central axle, and/or on the second and/or fourth axles. Often lateral motion devices were attached to the leading drive axle.
The wheel arrangement's disadvantages included the firebox size restriction caused by the lack of trailing wheel. This meant the firebox was fitted in between the wheels (common on earlier locomotives) and was long and narrow, or if mounted above the driving wheels, was wide and long but shallow. Many locomotives chose the latter option. A firebox mounted over the drivers also restricted the diameter of the driving wheels, which in turn limited speed. As with the Consolidation (2-8-0), "chopping" at speed ensured a rough ride for the crew due to instability caused by the wheel arrangement. In fact, backing any locomotive without a trailing axle was restricted to under twenty miles per hour or less. Most 2-10-0s were not operated at speeds greater than 50 mph (80 km/h).
The type operated as freight engine, although locomotives in Germany and the United Kingdom proved capable of hauling passenger trains.
Whistles:
CV163=0 UP 844 "Steamboat"
CV163=1 PRR Banshee
CV163=2 Steam Whistle 1 - Default
CV163=3 SP 4449 Daylight
CV163=4 DRG&W 5 Chime
CV163=5 SOO Line 1003
CV163=6 DL&W 5 Chime
CV163=7 WM 6 Chime
Bells:
CV164=0 Pnuematic Bell 1
CV164=1 Steam Loco Rope Pull Bell
CV164=2 SOO Line 1003 Bell - Default
CV164=3 UP 844 Air Ringer Bell
CV164=4 SP 4449 Bell
CV164=5 DRG&W K27 Bell
Dynamos:
CV165=0 Soo Line 1003 Dynamo
CV165=1 K27 463 Dynamo
CV165=2 SPTriple Dynamo
CV165=3 UP Dual Dynamo
CV165=4 Z27 Dynamo
CV165=5 T16.1 Dynamo
Air Pumps
CV166=0 Cross Compound #1 Soo Line 1003
CV166=1 Cross Compound #2 K27 463
CV166=2 Cross Compound #3 SP 4449
CV166=3 Cross Compound #4UP 844
CV166=4 Single Stage #1 Z27
CV166=5 Single Stage #2 T16.1
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0784 - Release Notes
===================================================
V-2 R-2:
===================================================
- updated independent brake
- updated boiler hiss
V-3 R-3:
===================================================
- updated steam chuff sound slot
V-4 R-4:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0784
- Last change
- 4/2/2024
- Manufacturer
- ESU
4-12-2 Three Cylinder LokSound 5 North American and Australian Sound files H0 N XL L M4
- Article numbers:S0785
- Last change: 4/2/2024
- Manufacturer: ESU
The 4-12-2 represents the wheel arrangement of four leading wheels, twelve coupled driving wheels, and two trailing wheels. This arrangement was named the Union Pacific type, after the only railroad to use it, the Union Pacific Railroad.
Only one type of locomotive with a 4-12-2 wheel arrangement was built: the Union Pacific Railroad's 9000-series locomotives, 88 of which were built by ALCO between 1926 and 1930. These locomotives were used to increase the speed of freight trains in flat country, and were fairly successful, but were maintenance nightmares, largely because of their use of an inside third cylinder driving the cranked second driving axle between the frames. There was no inside valve gear to worry about, however. ALCO had obtained permission to use the conjugated valve gear invented by Sir Nigel Gresley. This system used two hinged levers connected to the outer cylinder's valves to operate the inner cylinder's valve. The 9000 class locomotives were the largest to use Gresley gear.
In this front view of the same locomotive the third cylinder and the mechanism that controlled it can be seen below the smokebox.
Between 1934 and 1940 eight of the first fifteen locos had their Gresley gear removed and were converted to a "double Walschaerts" valve gear which utilized a double eccentric (return) crank and second link on the right side (similar to the gear Baldwin used on its 3-cylinder experimental compound 4-10-2 #60000), which operated the valve for the inside cylinder. Union Pacific referred to this system as the "third link." The 4-12-2's constructed from 1928 utilized roller bearings in the Gresley lever bearings, thus none of these engines were converted. The pre-1928 engines not converted received the roller bearing levers in 1940, and no further conversions were made.
During design the third and fourth driving axles were planned to be "blind" (flangeless) in order to improve curve handling, but ALCO's lateral motion devices on the first and sixth axles (which allowed the axles to slide up to two inches to the side) made this unnecessary. They had the longest rigid wheelbase in North America, and the longest in the world until the Soviet Union built their 4-14-4 locomotive in 1934. The trailing truck carried the same axle load as the drivers, which was unusual.
There has been debate as to whether the first driving axle of the 4-12-2 was cranked to provide clearance for the main rod connected to the second axle. Union Pacific drawings show no such crank on the first axle, and the Railway Age article says "The 67 in (170 cm) drivers permit the use of a straight axle on the front drivers..." The spacing between the first and second axles was increased by 18 in (46 cm) to provide clearance. Based on the published dimensions, this means at its closest the centerline of the inside rod was 11.645 in (29.58 cm) from the centerline of the first axle. (UP drawings reproduced in Kratville and Bush's "Union Pacific Type" books show the inside rod 113 in (290 cm) long and the first and second driver axles 88 in (220 cm) apart. The inside cylinder axis was inclined 9.5 degrees and was 32 in (81 cm) above the plane of the driving axles at a point 181 in (460 cm) ahead of the second driving axle, so the cylinder axis missed the centerline of the second axle by 1-11/16 inches. The rod centerline is closest to the axle when the crank is 54.49 degrees below horizontal.)
There is one surviving UP 4-12-2 "Union Pacific" type locomotive. It is number 9000 displayed at the Los Angeles County Fairplex in Pomona, CA
Whistles:
CV163=0 UP 844 "Steamboat" - Default
CV163=1 Union Pacific 3-chime steamboat
CV163=2 Steam Whistle 1
CV163=3 SP 4449 Daylight
CV163=4 DRG&W 5 Chime
CV163=5 SOO Line 1003
CV163=6 DL&W 5 Chime
CV163=7 WM 6 Chime
Bells:
CV164=0 Pnuematic Bell 1
CV164=1 Pnuematic Bell 2
CV164=2 Steam Loco Rope Pull Bell
CV164=3 SOO Line 1003 Bell
CV164=4 UP 844 Air Ringer Bell - Default
CV164=5 SP 4449 Bell
CV164=6 DRG&W K27 Bell
Dynamos:
CV165=0 Soo Line 1003 Dynamo
CV165=1 K27 463 Dynamo
CV165=2 SPTriple Dynamo
CV165=3 UP Dual Dynamo
CV165=4 Z27 Dynamo
CV165=5 T16.1 Dynamo
Air Pumps
CV166=0 Cross Compound #1 Soo Line 1003
CV166=1 Cross Compound #2 K27 463
CV166=2 Cross Compound #3 SP 4449
CV166=3 Cross Compound #4UP 844
CV166=4 Single Stage #1 Z27
CV166=5 Single Stage #2 T16.1
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0785 - Release Notes
===================================================
V-2 R-2:
===================================================
- updated independent brake
- updated boiler hiss
V-3 R-3:
===================================================
- updated steam chuffs sound slot
V-4 R-4:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0785
- Last change
- 4/2/2024
- Manufacturer
- ESU
Heisler LokSound 5 North American and Australian Sound files H0 N XL L M4
- Article numbers:S0787
- Last change: 4/2/2024
- Manufacturer: ESU
The Heisler locomotive was the last variant of the three major types of geared steam locomotives.
Charles L. Heisler received a patent for the design in 1892, following the construction of a prototype in 1891. Somewhat similar to a Climax locomotive, Heisler's design featured two cylinders canted inwards at a 45-degree angle to form a 'V-twin' arrangement. Power then went to a longitudinal drive shaft in the center of the frame that drove the outboard axle on each powered truck through bevel gears in an enclosed gearcase riding on the axle between the truck frames. The inboard axle on each truck was then driven from the outboard one by external side (connecting) rods.
In 1897, Heisler received a patent on a three-truck locomotive. As with Class C Shay locomotives, the tender rode on the third truck. Unlike the Shay, Heisler's design did not have a continuous string of line shafting running the length of the engine. Instead, the tender truck was driven by a line shaft above the shaft driving the main engine trucks, connected to it through spur gears. This patent also covered use of a 4-cylinder 'vee four' cylinder configuration.
The Heisler was the fastest of the geared steam locomotive designs, and yet was still claimed by its manufacturer to have the same low-speed hauling ability.
Whistles:
CV163=0 SP 4449 Daylight
CV163=1 DRG&W 5 Chime
CV163=2 SOO Line 1003 - Default
CV163=3 DL&W 5 Chime
CV163=4 WM 6 Chime
CV163=5 Heisler
Bells:
CV164=0 Pnuematic Bell 1
CV164=1 Pnuematic Bell 2
CV164=2 Pnuematic Bell 3
CV164=3 Steam Loco Rope Pull Bell
CV164=4 SOO Line 1003 Bell - Default
CV164=5 DRG&W K27 Bell
CV164=6 Heisler
Air Pumps
CV166=0 Cross Compound #1 Heisler
CV166=1 Cross Compound #2 K27 463
CV166=2 Single Stage #1 Z27
CV166=3 Single Stage #2 T16.1
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0787 - Release Notes
===================================================
V-3 R-3:
===================================================
- updated independent brake
- updated boiler hiss
- updated steam chuff sound slot
V-4 R-4:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0787
- Last change
- 4/2/2024
- Manufacturer
- ESU
#3 HVSR BLW 0-6-0 LokSound 5 North American and Australian Sound files H0 N XL L M4
- Article numbers:S0790
- Last change: 4/2/2024
- Manufacturer: ESU
Recorded from Hocking Valley Scenic Railway #3
We would like to give a special thanks to the HVSR for their help in this project. to find out more about their operation or to book a ride please go to: https://www.hvsry.org/
The 0-6-0 configuration was the most widely used wheel arrangement for both tender and tank steam locomotives. The type was also widely used for diesel switchers (shunters). Because they lack leading and trailing wheels, locomotives of this type have all their weight pressing down on their driving wheels and consequently have a high tractive effort and factor of adhesion, making them comparatively strong engines for their size, weight and fuel consumption. On the other hand, the lack of unpowered leading wheels have the result that 0-6-0 locomotives are less stable at speed. They are therefore mostly used on trains where high speed is unnecessary.
Since 0-6-0 tender engines can pull fairly heavy trains, albeit slowly, the type was commonly used to pull short and medium distance freight trains such as pickup goods trains along both main and branch lines. The tank engine versions were widely used as switching (shunting) locomotives since the smaller 0-4-0 types were not large enough to be versatile in this job. 0-8-0 and larger switching locomotives, on the other hand, were too big to be economical or even usable on lightly built railways such as dockyards and goods yards, precisely the sorts of places where switching locomotives were most needed.
While recorded from an early 1920 0-6-0 this file can be used for smaller locomotives in many wheel arrangments.
Whistles:
CV163=0 HVSR #3 Crosby 3 Chime"
CV163=1 DRG&W 5 Chime
CV163=2 Soo Line 1003
CV163=3 SP 4449 Daylight
CV163=4 Single Chime Hooter
CV163=5 CPR 2317
CV163=6 Western Maryland 6 Chime
CV163=7 CN 4 Chime
CV163=8 PRR Banshee #1
CV163=9 DRG&W 484
Bells:
CV164=0 #3 HVSR Bell 1
CV164=1 Pnuematic Bell 2
CV164=2 Rope Pull Bell
CV164=3 SOO Line 1003 Bell
CV164=4 DRG&W K27 Bell
Brake Squeal:
CV165=0 Brake Squeal #1 Long
CV165=1 Brake Squeal #1 Short
CV165=2 Brake Squeal #2 Long
CV165=3 Brake Squeal #2 Short
CV165=4 Brake Squeal #3 Long
CV165=5 Brake Squeal #4Short
Dynamos:
CV166=0 Soo Line 1003 Dynamo
CV166=1 K27 463 Dynamo
CV166=2 T16.1 Dynamo
Air Pumps
CV167=0 Cross Compound #1 Soo Line 1003
CV167=1 Cross Compound #2 K27 463
CV167=2 Single Stage #1 Z27
CV167=3 Westinghouse Single Stage 9" Air Pump HVSR #3
Reversers
CV168=0 Johnson Bar
CV168=1 Power Reverse
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0790 - Release Notes
===================================================
V-9 R-4:
===================================================
- updated independent brake
- updated boiler hiss
- updated steam chuff sound slot
V-10 R-5:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0790
- Last change
- 4/2/2024
- Manufacturer
- ESU
#484 CTS BLW 2-8-2 LokSound 5 North American and Australian Sound files H0 N XL L M4
- Article numbers:S0791
- Last change: 4/2/2024
- Manufacturer: ESU
Recorded from Cumbres and Toltec #484
We would like to give a special thanks to the Cubres and Toltec Scenic Railroad for their help in this project. To find out more about their operation or to book a ride please go to: https://cumbrestoltec.com/
The Denver and Rio Grande Western K-36 class are ten 3 ft (914 mm) narrow gauge 2-8-2 "Mikado" type steam locomotives built for the Denver and Rio Grande Western Railroad (D&RGW) by Baldwin Locomotive Works. They were shipped to the Rio Grande in 1925 and were first used along the Monarch Branch and Marshall Pass, but were later sent to the Third Division out of Alamosa. Of the original ten, four are owned by the Durango and Silverton Narrow Gauge Railroad (D&SNG) and five by the Cumbres and Toltec Scenic Railroad (C&TS). Number 485 fell into the turntable pit at Salida and was scrapped in Pueblo in 1955, with many parts being saved.
The locomotives are of outside-frame design, with the driving wheels placed between the two chassis frames which support the boiler, but with the cylinders, driving rods, counterweights and valve gear on the outside. This general arrangement is shared with the earlier K-27, K-28 and later K-37 Mikado engines.
Whistles:
CV163=0 HVSR #3 Crosby 3 Chime"
CV163=1 D&RGW 5 Chime
CV163=2 Soo Line 1003
CV163=3 SP 4449 Daylight
CV163=4 Single Chime Hooter
CV163=5 CN 4 Chime
CV163=6 PRR Banshee #1
CV163=7 D&RGW 484
CV163=8 D&RGW 463
CV163=9 D&RGW 488
Bells:
CV164=0 #3 HVSR Bell 1
CV164=1 Pnuematic Bell 2
CV164=2 Rope Pull Bell
CV164=3 SOO Line 1003 Bell
CV164=4 D&RGW K27 Bell
Brake Squeal:
CV165=0 Brake Squeal #1 Long
CV165=1 Brake Squeal #1 Short
CV165=2 Brake Squeal #2 Long
CV165=3 Brake Squeal #2 Short
CV165=4 Brake Squeal #3 Long
CV165=5 Brake Squeal #4Short
Dynamos:
CV166=0 Soo Line 1003 Dynamo
CV166=1 K27 463 Dynamo
Air Pumps
CV167=0 Cross Compound #1 Soo Line 1003
CV167=1 Cross Compound #2 K27 463
CV167=1 Cross Compound #3 SP 4449
CV167=1 Cross Compound #4 UP 844
CV167=2 Single Stage #1 Z27
CV167=3 D&RGW #484 Pump
Reversers
CV168=0 Johnson Bar
CV168=1 Power Reverse
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0791 - Release Notes
===================================================
V-4 R-3:
===================================================
- updated independent brake
- updated boiler hiss
- updated steam chuff sound slot
V-5 R-4:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0791
- Last change
- 4/2/2024
- Manufacturer
- ESU
#261 MILW ALCO 4-8-4 LokSound 5 North American and Australian Sound files H0 N XL L M4
- Article numbers:S0792
- Last change: 4/2/2024
- Manufacturer: ESU
Recorded from MILW #261 S3 Class 4-8-4
We would like to give a special thanks to the "Friends of the 261" for their help in this project. to find out more about their operation or to book a ride please go to: https://261.com/
Milwaukee Road 261 is a class "S3" 4-8-4 "Northern" type steam locomotive built by the American Locomotive Company (ALCO), in Schenectady, New York in July 1944, for the Chicago, Milwaukee, St. Paul and Pacific Railroad, often referred to as the "Milwaukee Road".
It was used for heavy mainline freight work until being retired by the railroad in 1956. Instead of being cut up for scrap, 261 was preserved and donated to the National Railroad Museum in Green Bay, Wisconsin in 1958. Today, the locomotive is owned, operated, and maintained by Minneapolis-based nonprofit organization Friends of the 261, which runs occasional and seasonal excursion trains using the locomotive. The steam engine, restored in 1993,[1] has logged more than 25,000 miles (40,000 km) under its own power since that time.
While recorded from an MILW S3 Class Northern this file can be used for many large locomotives in many wheel arrangments.
Whistles:
CV163=0 MILW 261 Shop Built 3 Chime
CV163=1 ATSF 5 Chime as used on the MILW 261
CV163=2 DL&W 5 Chime as used on the MILW 261 when lettered for Lackawanna
CV163=3 SP 4449 Daylight
CV163=4 B&M 5 Chime
CV163=5 Western Maryland 6 Chime
CV163=6 PRR Banshee #1
CV163=7 DRG&W 484
CV163=8 DRG&W 5 Chime
CV163=9 N&W Hooter
CV163=10 Soo Line 1003
Bells:
CV164=0 MILW #261 Bell
CV164=1 Pnuematic Bell 2
CV164=2 Rope Pull Bell
CV164=3 SOO Line 1003 Bell
CV164=4 DRG&W K27 Bell
Brake Squeal:
CV165=0 Brake Squeal #1 Long
CV165=1 Brake Squeal #1 Short
CV165=2 Brake Squeal #2 Long
CV165=3 Brake Squeal #2 Short
CV165=4 Brake Squeal #3 Long
CV165=5 Brake Squeal #4Short
Dynamos:
CV166=0 Soo Line 1003 Dynamo
CV166=1 K27 463 Dynamo
CV166=2 T16.1 Dynamo
Air Pumps
CV167=0 Cross Compound #1 Soo Line 1003
CV167=1 Cross Compound #2 K27 463
CV167=2 Single Stage #1 Z27
CV167=3 Westinghouse Single Stage 9" Air Pump HVSR #3
Reversers
CV168=0 Johnson Bar
CV168=1 Power Reverse
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0792 - Release Notes
===================================================
V-4 R-3:
===================================================
- updated independent brake
- updated boiler hiss
- updated steam chuff sound slot
V-5 R-4:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0792
- Last change
- 4/2/2024
- Manufacturer
- ESU
#110 BHCR BLW 2-6-6-2T LokSound 5 North American and Australian Sound files H0 N XL L M4
- Article numbers:S0793
- Last change: 4/2/2024
- Manufacturer: ESU
Recorded from Black Hills Central Rrailroad #110
We would like to give a special thanks to the BHCR for their help in this project. To find out more about their operation or to book a ride please go to: https://www.1880train.com/
This is a 2-6-6-2T articulated Mallet that was built by The Baldwin Locomotive Works in 1928 for the Weyerhaeuser Timber Company of Vail, WA. Its next stop was The Rayonier Lumber Company where it received a tender from Rayonier #101 and was retired in 1968. This engine was later displayed at the Wasatch Mountain Railway in Heber City, UT, and then sold to the Nevada State Railway Museum. The #110 was sold to The BHC in 1999 and was trucked from Nevada to South Dakota on four semi-trailers. Restoration on this engine was completed in the spring of 2001.
True Mallet Locomotives are compound locomotives utilizing the steam multiple times. Because the exhaust from the first cylinders (high pressure) gets reused by the next set of cylinders (low pressure) the "double chuff" often associated with articulated locomotives is not really present.
While recorded from a 2-6-6-2T this file can be used for simiar Mallet type locomotives.
Whistles:
CV163=0 BHCR #110 CB&Q 5 Chime *
CV163=1 DRG&W 5-Chime
CV163=2 Soo #1003
CV163=3 SP #4449
CV163=4 UP #844*
CV163=5 WM 3-Chime *
CV163=6 WM 6-Chime
CV163=7 SP&S 3-Chime *
CV163=8 DL&W #261 5-Chime
Bells:
CV164=0 BHCR #110 Bell *
CV164=1 Pnuematic Bell 2
CV164=2 Rope Pull Bell
CV164=3 SOO Line 1003 Bell
CV164=4 DRG&W K27 Bell
Brake Squeal:
CV165=0 Brake Squeal #1 Long
CV165=1 Brake Squeal #1 Short
CV165=2 Brake Squeal #2 Long
CV165=3 Brake Squeal #2 Short
CV165=4 Brake Squeal #3 Long
CV165=5 Brake Squeal #4Short
Dynamos:
CV166=0 Soo Line 1003 Dynamo
CV166=1 K27 463 Dynamo
CV166=2 T16.1 Dynamo
Air Pumps
CV167=0 Cross Compound #1 Soo Line 1003
CV167=1 Cross Compound #2 K27 463
CV167=2 Single Stage #1 Z27
CV167=3 Single Stage slow Air Pump #1 Z27
CV167=4 BHCR Slow Air Pump *
The ESU Full Throttle Steam files now include a few new logic features for added operational realism while still leaving you in control of HOW YOU wish to run your locomotive.
Heavy Load: F9 by default.
Similar to the “Drive Hold” button on the Full Throttle Diesel files “Heavy Load” allows you to adjust the “Steam Cut Off Valve” at any speed allowing for a fierce full chuff or drifting with snifters and rod clanks. Heavy load can also act as an offset allowing speed adjustments when engaged if desired.
Coast: F4 by default.
Opposite of “Heavy Load” Coast allows for a negative offset allow drifting sounds of Rods and snifter valves at any speed. You again have the option to hold the speed to adjust the speed with this offset active. Even allowing for an increase of speed with no chuffs as if drifting downhill.
Independent brake: F10 by default
Identical to the Full Throttle Diesel files. This allows for the locomotive to stop more quickly than its regular momentum would normally carry it. This one is pretty self-explanatory – just press the brake and come to a stop! For additional options there are 3 Braking rates that can be set up for user preference.
Articulation: Sound Slot 2
By adding Sound Slot 2 to the F8 Function Mapping and enabling the "Secondary Trigger" (CV250) you can add a second set of drivers making any ESU Steam File articulated.
Function Mappable Air Horn: F21 by default
Sound Slot 21.
Many Steam locomotives had a single chime airhorn equipped. Those modelling SP, MILW, and others can now have this feature and put it where they would like in the function mapping in addition to the whistle.
S0793 - Release Notes
===================================================
V-4 R-3:
===================================================
- updated independent brake
- updated boiler hiss
- updated steam chuff sound slot
V-5 R-4:
===================================================
- changed whistle sound slot 3 maximum sound slot speed to 128 Hide description more…
H0 N XL L M4
- Article numbers
- S0793
- Last change
- 4/2/2024
- Manufacturer
- ESU
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