The valve gear does not push the pistons in & out. The pistons rotate the wheels. The wheels are connected to the valve gear in a complicated way, so that the valves admit steam to the cylinders (and release it from them). This action is timed so that the steam pushes the pistons in the cylinders at the proper moments to turn the wheels, either forward or backward.
I really hope these guys succeed. When I was young these were pictured in railway books. It was a novel idea and perhaps if it had been able to be fully developed it might have been highly successful. But it takes time to filter out the bugs of any new design or idea.
I am so looking forward to seeing when this is done. A friend and I have donated, and I like seeing the result of our donations. Many of the original T1s met their death at the now defunct Azcon Scrap, just across the Allegheny River from my home. The land is now part of Allegheny RiverTrail Park. There is a photo of them at Azcon in the book "The Pennsy in the Steel City" by Ken Kobus and Jack Consoli.
Poppet values where extremely difficult to get properly timed. The shop mechanics convinced the management to get rid of them. As for the design it was done by Raymond lowey who was commissioned by the Prr for the design.
@@Stooltoad5017 The "George H. Emerson" Duplex locomotive had some design elements that just didn't work practically. Emerson was enamored with water tube boilers, which can be more efficient, especially in stationary and marine applications. However, those uses allow the production and use of steam at a steady rate for long, continuous periods of time, unlike the demands of a locomotive in regular service. The other major flaw was the rear-facing second set of cylinders, under the firebox, which led to excessive valve and piston cylinder wear from cinder contamination. None of his experimental water tube designs worked out in the long run. The B&O would have been better off putting the money into being an early heavy buyer of EMD Diesel-Electrics, before the War Production Board stopped them. It's what the railroad wanted to do during the war anyway, but couldn't because of locomotive rationing.
I wish the T1 Trust every success in getting their locomotive completed. I must confess, when I first read about this idea years ago, I thought of all the extinct American steam locomotives to recreate, why this one? Well, if in fact it is finished and runs, perhaps some day others will be inspired to recreate something more attractive and historically important.
I wonder, if the PRR T1 and Q2 would have come out before WW2 instead of after, would they have a better reputation if they had more time to shine? When they did come out, diesels were already starting to take over and steam was already in its twilight. If they had been aloud to actually be the one of the most advanced steam locomotives in Pennsy while also not already on the way out, maybe it would have been different.
For as awe-inspiring these final steam locomotive classes were, in truth it wasn't so much the diesel locomotive that they were competing against. It was the aviation and automotive industries that did in not just the steam locomotive, but railroads entirely as being the leading mode of transportation in North America. The shift to diesel ultimately transpires over a need for cost reduction as the railroad industry began a shift toward specialized customers who could not be serviced by planes or vehicles. While the T1s or Q2s had the speed and power, the bigger the locomotive the more the maintenance which ate into the pockets and time of the Pennsy.
The T1 was the better design, and w/more testing would have certainly been successful. The Q2 was a beast that quickly drank her huge water tank down to the point of needing to be refilled!
@ I’ve learned a hair bit more about the Q2s, and it does seem they would have been better off building more J1s. It’s a shame given they were neat locomotives, but not what the Pennsy needed.
If the UK can build an extinct engine from the ground then so can the US. It's really not that crazy. Plus they're almost 50% done. Once the frame is done by the 4th of july and they get the cylinders completed by the start of 2025 all that will be left are to add the cylinders to the frame, insert the break rigging parts inside the frame, put the completed frame on the drive wheels (and the support trucks if they haven't already made them), add the running gear, axels, steam generator and air compressor, and then by 2026 they can finally put the completed boiler (with cab) on the frame and add on the pipes and stuff. Then they just have to worry about the tender for the next 3 to 4 years.
They amy be crazier than shithouse rats, but many inventors and forward thinkers were labeled as crazies. I lift my glass to them in admiration and thanks!
COMPLETION OF THIS PROJECT WILL BE AS GREAT AS THE 4014 RESTORATION! AS FOR THE WHEEL SLIP PROBLEM, IT WAS SOLVED BY COMPUTER MODELING, WHICH REVEALED AN MINOR GLITCH IN THE EUALIZING AND SPRING SYSTEM! THIS ALSO WILL GIVE AN LONG TERM TEST OF THE POPPET VALVE GEAR TECHNOLOGY, AND PERFECTION. WORKING AS AN AT&SF MACHINIST APPRENTICE, I HAD THE PRIVILEGE OF WORKING WITH AN OLD HEAD , VERY TALENTED MACHINIST WHO HAD DONE WORK ON THE AT&SF 3752, AFTER IT WAS REBUILT WITH THE FRANKLIN VALVE SYSTEM! HE SAID IT CREATED 25 TO 30 PERCENT IMPROVEMENT IN ALL RANGES OF STEAM LOCOMOTIVE PERFORMANCE ! THIS PROJECT WAS UNFORTUNATELY DROPPED DUE TO THE SPEED OF DIESEL CONVERSION ON THE AT&SF! ANOTHER CHANGE IS GOING TO THE FABRICATED MAINFRAME, VERSUS THE ORIGINAL CAST STEEL FRAME! AS THERE IS GREAT IMPROVEMENT OF THE THE WELDING AND FORMING AND FABRICATION TECHNOLOGY THESE DAYS , THE FABRICATED FRAME WILL BE SUPREME OVER CAST FRAME! KEEP THEM ROLLING BROTHERS!!👍👍
Hey I send checks at least twice a year. To help them. Checks? Yup that way they don't pay money transfer fees or bank charges on cards. You can too. Bank charges are 4 dollars or more per hundred.
Hmmm... The valve gear has nothing to do with propelling the train - they only admit and release the steam pressure into the cylinders where the pistons produce the required force. I know you are trying to dumb down for those who have no train knowledge, but this sort of erroneous reporting is NOT ON!
That would be No. 16 of the East Broad Top. There is an entire episode of Retracing History devoted to when Steam Returned to that line in February 2023. At this moment, she is temporary out of service and awaiting repairs. ruclips.net/video/kuoVHBF-_3s/видео.htmlsi=xQJLNLiHpc2CNwNW
@@RedoubtProductions1754 But of course! My mind immediately went to Standard Gauge when I saw those inside-frame drivers. No wonder I couldn't place it!
@@RedoubtProductions1754 Fascinating! So that is why under normal circumstances it runs on 2 pistons, but when pushing up hills like in Utah, it can operate on all 4?
@@vijayanchomatil8413 She runs compound, under normal circumstances, with the steam being expanded twice (front & rear cylinders). If needed, the engines can be run "simple", with both sets of cylinders using full-pressure steam. More tractive effort, but less efficiency.
@@ReggieArford Especially when you KNOW that you're accurate! Just went round n' round with some Kiwi on another video who claimed "All US steamers have been converted to oil". Of course we all know that's a load of hogwash!
The conversion from steam to diesel was inevitable. The steam engine is only 6 percent efficient, is labor intensive, and let the water level get low in the boiler the crown sheet over heats then there is a flash explosion and the entire crew in the cab dies. Diesels are much safer , more efficient, and makes life for train crews better.
Your dream of getting the T1 to show it is the fastest steam locomotive ever is just... a dream. No railroad in North America is going to let such speeds to be ran on their lines.
Well here's a plot twist, when the engine is completed it will go to the test facility in Pueblo colorado where they can test the T1's top speed. So even if it can't do the top speed on main lines it's gonna test that theory in Pueblo. In other words it's not entirely a dream.
The valve gear does not push the pistons in & out. The pistons rotate the wheels. The wheels are connected to the valve gear in a complicated way, so that the valves admit steam to the cylinders (and release it from them). This action is timed so that the steam pushes the pistons in the cylinders at the proper moments to turn the wheels, either forward or backward.
I really hope these guys succeed. When I was young these were pictured in railway books. It was a novel idea and perhaps if it had been able to be fully developed it might have been highly successful. But it takes time to filter out the bugs of any new design or idea.
I am so looking forward to seeing when this is done. A friend and I have donated, and I like seeing the result of our donations.
Many of the original T1s met their death at the now defunct Azcon Scrap, just across the Allegheny River from my home. The land is now part of Allegheny RiverTrail Park. There is a photo of them at Azcon in the book "The Pennsy in the Steel City" by Ken Kobus and Jack Consoli.
Thank you so much for donating!
Thanks!
Poppet values where extremely difficult to get properly timed. The shop mechanics convinced the management to get rid of them.
As for the design it was done by Raymond lowey who was commissioned by the Prr for the design.
Raymond LOEWY, not loewy.
Very interesting project. If the Union Pacific can bring a "Big Boy" back to life, I'd say the T-1 has just as good a chance.
OMGosh how totally amazing!! Thank you for sharing this, Redoubt!!💖
Great video. You have a new subscriber.
The B&O under the Chief Mechanical officer, George Emerson, Developed a 4-4-4-4 At lead ten years before the T-1 was constructed. Check this fact out.
Said 4-4-4-4 duplex also didn’t work very well. It turned the whole railroad off the idea.
@@Stooltoad5017 The "George H. Emerson" Duplex locomotive had some design elements that just didn't work practically. Emerson was enamored with water tube boilers, which can be more efficient, especially in stationary and marine applications. However, those uses allow the production and use of steam at a steady rate for long, continuous periods of time, unlike the demands of a locomotive in regular service. The other major flaw was the rear-facing second set of cylinders, under the firebox, which led to excessive valve and piston cylinder wear from cinder contamination. None of his experimental water tube designs worked out in the long run. The B&O would have been better off putting the money into being an early heavy buyer of EMD Diesel-Electrics, before the War Production Board stopped them. It's what the railroad wanted to do during the war anyway, but couldn't because of locomotive rationing.
Good job, Dude.
I wish the T1 Trust every success in getting their locomotive completed. I must confess, when I first read about this idea years ago, I thought of all the extinct American steam locomotives to recreate, why this one? Well, if in fact it is finished and runs, perhaps some day others will be inspired to recreate something more attractive and historically important.
Yeah, I've had the same thought over the years. Why recreate a T-1?
I wonder, if the PRR T1 and Q2 would have come out before WW2 instead of after, would they have a better reputation if they had more time to shine? When they did come out, diesels were already starting to take over and steam was already in its twilight. If they had been aloud to actually be the one of the most advanced steam locomotives in Pennsy while also not already on the way out, maybe it would have been different.
For as awe-inspiring these final steam locomotive classes were, in truth it wasn't so much the diesel locomotive that they were competing against. It was the aviation and automotive industries that did in not just the steam locomotive, but railroads entirely as being the leading mode of transportation in North America. The shift to diesel ultimately transpires over a need for cost reduction as the railroad industry began a shift toward specialized customers who could not be serviced by planes or vehicles. While the T1s or Q2s had the speed and power, the bigger the locomotive the more the maintenance which ate into the pockets and time of the Pennsy.
The T1 was the better design, and w/more testing would have certainly been successful. The Q2 was a beast that quickly drank her huge water tank down to the point of needing to be refilled!
@ I’ve learned a hair bit more about the Q2s, and it does seem they would have been better off building more J1s. It’s a shame given they were neat locomotives, but not what the Pennsy needed.
I donated at the beginning and still have the t-shirt.
I applaud these guys, but they're crazier than a March hare to take on such a project
It can be done. In the UK the Tornado Trust succeeded in resuscitating an extinct type of locomotive.
If the UK can build an extinct engine from the ground then so can the US. It's really not that crazy. Plus they're almost 50% done. Once the frame is done by the 4th of july and they get the cylinders completed by the start of 2025 all that will be left are to add the cylinders to the frame, insert the break rigging parts inside the frame, put the completed frame on the drive wheels (and the support trucks if they haven't already made them), add the running gear, axels, steam generator and air compressor, and then by 2026 they can finally put the completed boiler (with cab) on the frame and add on the pipes and stuff. Then they just have to worry about the tender for the next 3 to 4 years.
@@romanpolanski4928 Interestingly, the Tornado Trust served as the inspiration for the T1 Trust.
"Crazy". So?
They amy be crazier than shithouse rats, but many inventors and forward thinkers were labeled as crazies. I lift my glass to them in admiration and thanks!
Baldwin in Eddystone
Not Eddystown
My subconscious recoiled in pain as my neurons misfired on the phrasing. As seen at 7:05
COMPLETION OF THIS PROJECT WILL BE AS GREAT AS THE 4014 RESTORATION!
AS FOR THE WHEEL SLIP PROBLEM, IT WAS SOLVED BY COMPUTER MODELING, WHICH REVEALED AN MINOR GLITCH IN THE EUALIZING AND SPRING SYSTEM!
THIS ALSO WILL GIVE AN LONG TERM TEST OF THE POPPET VALVE GEAR TECHNOLOGY, AND PERFECTION.
WORKING AS AN AT&SF MACHINIST APPRENTICE, I HAD THE PRIVILEGE OF WORKING WITH AN OLD HEAD , VERY TALENTED MACHINIST WHO HAD DONE WORK ON THE AT&SF 3752,
AFTER IT WAS REBUILT WITH THE FRANKLIN VALVE SYSTEM!
HE SAID IT CREATED 25 TO 30 PERCENT IMPROVEMENT IN ALL RANGES OF STEAM LOCOMOTIVE PERFORMANCE !
THIS PROJECT WAS UNFORTUNATELY DROPPED DUE TO THE SPEED OF DIESEL CONVERSION ON THE AT&SF!
ANOTHER CHANGE IS GOING TO THE FABRICATED MAINFRAME, VERSUS THE ORIGINAL CAST STEEL FRAME!
AS THERE IS GREAT IMPROVEMENT OF THE THE WELDING AND FORMING AND FABRICATION TECHNOLOGY
THESE DAYS , THE FABRICATED FRAME WILL BE SUPREME OVER CAST FRAME!
KEEP THEM ROLLING BROTHERS!!👍👍
Hey man, great comment, but find and learn how to use the Caps Lock key. All Caps is annoying as Hell.
Hope the fellow swinging the hammer at 11:48 will use safety glasses next time.
Hey I send checks at least twice a year. To help them. Checks? Yup that way they don't pay money transfer fees or bank charges on cards. You can too. Bank charges are 4 dollars or more per hundred.
So when it’s done ,what happens? Off to the steam engine races?
It will get taken to the test facility in Pueblo colorado where they can test the top speed
@@Jerrod247 If they raise whatever the future equivalent of $250K is by then to pay the U. S. DOT for the testing...
@@paulw.woodring7304The T1 Trust has already got a sponsor to pay for their testing fee and trip to Pueblo.
@Pocketfarmer1, speed testing, excursions and events at short lines and regional railroads from Indiana to New York state to the Carolinas.
Hmmm... The valve gear has nothing to do with propelling the train - they only admit and release the steam pressure into the cylinders where the pistons produce the required force. I know you are trying to dumb down for those who have no train knowledge, but this sort of erroneous reporting is NOT ON!
I am having The Dumb. What engine is that 2-8-2 @ 3:57?
That would be No. 16 of the East Broad Top. There is an entire episode of Retracing History devoted to when Steam Returned to that line in February 2023. At this moment, she is temporary out of service and awaiting repairs. ruclips.net/video/kuoVHBF-_3s/видео.htmlsi=xQJLNLiHpc2CNwNW
@@RedoubtProductions1754 But of course! My mind immediately went to Standard Gauge when I saw those inside-frame drivers. No wonder I couldn't place it!
5550 i s almost done.
nah it still has a little while to go
@@yeoldeseawitchI can’t wait to see it when it’s finished.
Is it 4 piston 2 boilers?
The T1 possess a singular boiler that supplies steam to four cylinders, with each cylinder providing power to two driver wheels.
@@RedoubtProductions1754 Fascinating! So that is why under normal circumstances it runs on 2 pistons, but when pushing up hills like in Utah, it can operate on all 4?
@@vijayanchomatil8413 She runs compound, under normal circumstances, with the steam being expanded twice (front & rear cylinders). If needed, the engines can be run "simple", with both sets of cylinders using full-pressure steam. More tractive effort, but less efficiency.
@@ReggieArford That's like the newer Diesel Gensets, where they can be shut down for efficiency and powered up for performance.
resurrected express
Hey Sonny, the correct word is education not that ridiculous word you just said
Since I lack the funny paper of academia, I cannot profess this video to be an educational tool...but that does not stop me from edumucating! 😅
WARNING!
Rivet counters and bitter foamers below. Nothing like a rude bunch of know-it-alls to ruin a fun presentation.
Nice video!!!!!
Too many of those spoiling pretty much every train video on the Tube. :(
@@michigandon Sometimes the best explanation is the accurate one. :P
@@ReggieArford Especially when you KNOW that you're accurate!
Just went round n' round with some Kiwi on another video who claimed "All US steamers have been converted to oil". Of course we all know that's a load of hogwash!
The conversion from steam to diesel was inevitable. The steam engine is only 6 percent efficient, is labor intensive, and let the water level get low in the boiler the crown sheet over heats then there is a flash explosion and the entire crew in the cab dies. Diesels are much safer , more efficient, and makes life for train crews better.
Your dream of getting the T1 to show it is the fastest steam locomotive ever is just... a dream. No railroad in North America is going to let such speeds to be ran on their lines.
Well here's a plot twist, when the engine is completed it will go to the test facility in Pueblo colorado where they can test the T1's top speed. So even if it can't do the top speed on main lines it's gonna test that theory in Pueblo. In other words it's not entirely a dream.
Kinda tacky to put the donors names on all the parts.
It's probably just another form of virtue-signalling.
Stop shouting
WHAT!!!
Hey Sonny, the correct word is education not that ridiculous word you just said