I think the PRR had some of the most beautiful sounding whistles ever made. These sound like no other locomotives ever made and you know it’s a PRR loco howling through the mountains.
I really enjoy seeing footage of PRR engine 1361 in operation and it's a true shame that this locomotive only had one year of excursion service operation. I heard that the 1361 is being rebuilt and restored back to operating condition, I would really like to see this engine in action once again.
Great too see this footage. Thanks so much for sharing it. She ran such a short time. All the guys clowning around was fun. I'm sure you had a great time. If you have more it sure would be nice to see it. I certainly miss seeing 1361, 7002, and 1223 in operation. Maybe someday 1361 can return and work with 39?! Probably just another steam buffs dream.
I like 1361's actual whistle, but the Q2's whistle has a beautiful sound to it. I hope this jewel of the PRR comes back to steam someday. By the way, are there any Q2's left?
Coming from me, a guy who lives in Louisiana, I love 1361! Unfortunately it is known by now that even if 1361 is restored operational again, it won't be able to go mainline again.
Hi Thomas, while I can neither confirm or deny the ruling on thickness 1361's problem was it was never checked for sheet thickness. And really never required as it is now. When they did it was found to have very thin areas. The belpaire had far less stress than the radial fire box design and used thinner wrapper sheets. That doesn't leave much room for pitting. I've been out of the steam business for 20 years but I will be checking with those who know. Last I heard they had to change out the crown sheet or lower the pressure. They've already replaced most of the firebox so a with a crown they should be good. I'll talk to some people and find out what the ruling is and get back to you.
The Pennsy, despite having a tremendous locomotive fleet didn't really have a great variation in whistle selection. This whistle was stamped with an engine number that matched up to a Q 2.
+Joseph Ignudo High Joseph, the rule of thumb for a steam locomotive was 1mph for every inch of diameter. So in theory 80 mph. I had a friend who had fired and ran steam in the last days of steam and finished out on Amtrak. I had asked him that very question and he said you could get them up to 90 mph but they would really start rocking giving you a white knuckle ride. He said he liked the G5 better as it fired and rode a whole lot better. Semaphore records had produced some great recordings from John Prophet. I've been searching for them as I was wanting On time a K4 specific Cd. They are not up to today's standards as they were from actual wire recordings and later with that new Technology Magnetic tape but are really good considering. If you see them grab them up as I think Semaphore went out of business.
+James McCann my grandfather was a firemen for the Pennsy. I believe in local freights. Never got to talk to him about his steaming days. He retired from Amtrak. All the records I see say up to 90mph which is still fast but not as fast as I would have thought. I also wonder about an M1s speed
Joseph Ignudo If you use the 1 inch rule you know it's at least 70 mph but like you I never talked to anyone about it. Although the T 1 is an interesting engine. One day while we were at the Canyon waiting to depart and an old Pennsy engineer came to chat for awhile. I asked him how fast the T1 could really go and he said that it would go as fast as your nerves could stand. He mentioned that the speedometer went up to 120 mph and you could bury the needle and there were recorded instances of that. I remember Trains or Railfan magazine had a story about just such of an event.
The theoretical top speed of a steam locomotive is always hard to determine, because there are so many factors to consider and each factor can vary widely. Such as fuel quality, water quality, boiler design and capacity, the design of the running gear, quality and condition of the metal in the boiler and components, external atmosphere conditions, the skill and ability of the engine crew, aerodynamics, level of friction of wheels, bearings and other components. And of course outside factors such as weather, track condition, length and weight of the train your hauling, the type of terrain, and whether or not you encounter straight track or curved track. These and many many more factors affect the possible top speed of a steam locomotive. In the case of the PRR K4, I have personally seen actual speed records as high as 93 an even 96 mph. Under certain conditions it is perhaps possible for even these speeds to be surpassed. It is hard to say, as most of the time during the Steam era locomotives and crews weren't ALLOWED to attain these speeds. And if they were allowed, and DID achieve these speeds, records weren't usually kept.
First let me correct myself and say the theoretical speed for the K 4 was at least 80 mph according to the engineering formula. That being said now all of the obvious things you mention come into play. I also have talked to some Pennsy engineers who said you could get them over 90 but the ride was on the scary side. That's what the engineer meant about the T 1. The one story I mention about the T1 was in Trains or Railfan and the crew were called into the office but being the last Days of steam not much was said but don't do it again. The crew in the story said their only reason was it was the last days and they wanted to see what the engine could do and the territory was ideal for it, straight as an arrow. Now the number one thing that decided how fast you you could go was in the counter balancing, And the bigger the driver diameter the better the balancing was the better the ride and if you ever have rode on a steam engine you would know what i mean. The N and W had developed an innovation on the J's with super powerful centering springs. That was all the buzz about a 70 inch driver engine being able to attain speeds over 100 mph. Any 60 inch driver and smaller were notorious for being rough riding at speed and i think the correct term was Kidney busters and I can testify to that. The condition of the driver tire was also to be considered the longer they went without turning them down the more of an egg shape they became. Every rearward piston thrust drives the tire downward and every forward thrust lifts it. Thus you have this unusual tire wear with the main driver being the worst. And last but not least the engine crew, A locomotive was only as good as the engineer it had and he needed a good fireman and a good fireman could tell you who the best engineers were.
I think the PRR had some of the most beautiful sounding whistles ever made. These sound like no other locomotives ever made and you know it’s a PRR loco howling through the mountains.
As a volunteer with a steam locomotive crew, I can confirm that we still make many smokey and the bandit references.
I really enjoy seeing footage of PRR engine 1361 in operation and it's a true shame that this locomotive only had one year of excursion service operation. I heard that the 1361 is being rebuilt and restored back to operating condition, I would really like to see this engine in action once again.
I’ll keep donating to this restoration for you.
There must be something wrong with me, I got a little teared up watching this. More more more please.
After the T1 Trust finishes the Duplex, I would like to see the guys do a Q2 Trust.
Me too!
PRR 1361's whistle is the most beautiful whistle i ever heard!
I agree, its definitely my favorite!
@@ALCOR_S3 this whistle is from a scrapped Q2.
Poor PRR Q2's.
That whistle is beautiful, like a siren's song.
Glad to see that she will run again soon, with the money and people behind her.
mad respect to the gentleman at 2:03, crouching down so you could get a better shot of the locomotive
I have old home movies of my dad taking me to see this in Altoona pa. I love the whistle!
Great too see this footage. Thanks so much for sharing it. She ran such a short time. All the guys clowning around was fun. I'm sure you had a great time. If you have more it sure would be nice to see it. I certainly miss seeing 1361, 7002, and 1223 in operation. Maybe someday 1361 can return and work with 39?! Probably just another steam buffs dream.
Awesome footage!
It would be awesome if 611 and 1361 could doublehead one day, or maybe one day a 614/1361 doubleheader would be epic as well too!
Great idea for double header excursions!
MAN he accelerated hard!!
I love how quickly the driver blow's the whistle at 1:03
The legend shall return one day. :')
And what about sister K-4 3750 from the Railroad Museum of Pennsylvania?
brian falzon
Who knows. It may stay on static display.
And where is 3750's whistle right now?
I have no idea.
Me neither!
One of my favorites
Now that's a Pennsy 3 chime
Sad the Q2 whistle can't be attached to a Q2! Sounds awesome!
I like the jokes.
Lucky ass got to ride in the cab of a K4
You got that right! Even if it was just back and forth.
but what if the n&w 611, prr 1361 and c&o 614 be tripleheaded now that will be cool, plus nice video, I never heard a prr q2 whistle before.
I like 1361's actual whistle, but the Q2's whistle has a beautiful sound to it. I hope this jewel of the PRR comes back to steam someday. By the way, are there any Q2's left?
All of the Q2's were scrapped ☹️ hopefully in the future a new one will be built.
+Tailterrier27 really? Great! I run a HO set myself.
+ThomasZoey3000 the whistle 1361 is wearing in this video sounded KINDA like Ohio Central 1551's whistle at the beginning.
Here is the closest you'll get to seeing a Q2 operate.
ruclips.net/video/5Yb8nknSTGk/видео.html
A new PRR duplex T1 class is being built and they just got done with the boiler.
Coming from me, a guy who lives in Louisiana, I love 1361! Unfortunately it is known by now that even if 1361 is restored operational again, it won't be able to go mainline again.
We can only hope, but they have let the J out on the main.
+James McCann The reason that 1361 won't be able to go mainline again is because the FRA won't allow her because they don't like the balpaire firebox.
Hi Thomas, while I can neither confirm or deny the ruling on thickness 1361's problem was it was never checked for sheet thickness. And really never required as it is now. When they did it was found to have very thin areas. The belpaire had far less stress than the radial fire box design and used thinner wrapper sheets. That doesn't leave much room for pitting. I've been out of the steam business for 20 years but I will be checking with those who know. Last I heard they had to change out the crown sheet or lower the pressure. They've already replaced most of the firebox so a with a crown they should be good. I'll talk to some people and find out what the ruling is and get back to you.
Thank you Mr McCann
If it can’t run on the mainline again, then where will it run?
Maybe we'll get to see a Super Hudson one day.
It sounds like the t1’s whistle.
The Pennsy, despite having a tremendous locomotive fleet didn't really have a great variation in whistle selection. This whistle was stamped with an engine number that matched up to a Q 2.
What is the location of where this was shot at?
East of Vale is the best I can tell you.
The GE comment still stands
Pennsylvania K4s 4-6-2 1361 was on the training run.
Because it said that in the title
Jack Salvin Really? Ya think?
dcoursey82 Yeah, she was saved with her sister 3750.
@@jacksalvin364 Yeah, you really need to start making real comments.
hey James do you have anymore 1361 footage?
+Andrew Treece Actually Andrew I do have a little more footage that needs converted over to dvd/ I'll try and get that out soon!
+James McCann cool
thanks did you ever run around on the Ohio Central? just wondering if maybe I ran into sometime.
+Andrew Treece Yes I did and I thought your name sounded familiar. Back in 96 I spent a lot of time up at Sugar Creek.
+James McCann you probably knew my father Tom Treece him and Jerry were great friends I would have only been 1 year old then
+Andrew Treece Your probably right and it has been a while ago.
0:50 that sounds more like a T1 rather than a K4
That’s actually a Q2 whistle.
This is also the whistle of wha...the Q1 duplex?
Q2 duplex but also most of prr steamers had that three chime whistle.
Is this loco still around or is it gone ?
Orion TheGamingRaptor it's on display on The horseshoe Curve
@@jdgfilms9595 no, it was before this. It is in storage in Altoona waiting for restoration
She’s getting rebuilt into running condition! But at the present moment she’s in storage in Altoona Pennsylvania
She sounds like L&N 152!
I sped it up to 2x to get true speed
What was the K4 top speed?
+Joseph Ignudo High Joseph, the rule of thumb for a steam locomotive was 1mph for every inch of diameter. So in theory 80 mph. I had a friend who had fired and ran steam in the last days of steam and finished out on Amtrak. I had asked him that very question and he said you could get them up to 90 mph but they would really start rocking giving you a white knuckle ride. He said he liked the G5 better as it fired and rode a whole lot better. Semaphore records had produced some great recordings from John Prophet. I've been searching for them as I was wanting On time a K4 specific Cd. They are not up to today's standards as they were from actual wire recordings and later with that new Technology Magnetic tape but are really good considering. If you see them grab them up as I think Semaphore went out of business.
+James McCann my grandfather was a firemen for the Pennsy. I believe in local freights. Never got to talk to him about his steaming days. He retired from Amtrak. All the records I see say up to 90mph which is still fast but not as fast as I would have thought. I also wonder about an M1s speed
Joseph Ignudo If you use the 1 inch rule you know it's at least 70 mph but like you I never talked to anyone about it. Although the T 1 is an interesting engine. One day while we were at the Canyon waiting to depart and an old Pennsy engineer came to chat for awhile. I asked him how fast the T1 could really go and he said that it would go as fast as your nerves could stand. He mentioned that the speedometer went up to 120 mph and you could bury the needle and there were recorded instances of that. I remember Trains or Railfan magazine had a story about just such of an event.
The theoretical top
speed of a steam locomotive is always hard to determine, because there
are so many factors to consider and each factor can vary widely. Such as
fuel quality, water quality, boiler design and capacity, the design of
the running gear, quality and condition of the metal in the boiler and
components, external atmosphere conditions, the skill and ability of the
engine crew, aerodynamics, level of friction of wheels, bearings and
other components. And of course outside factors such as weather, track
condition, length and weight of the train your hauling, the type of
terrain, and whether or not you encounter straight track or curved
track. These and many many more factors affect the possible top speed of
a steam locomotive.
In the case of the PRR K4, I have personally seen actual speed records
as high as 93 an even 96 mph. Under certain conditions it is perhaps
possible for even these speeds to be surpassed. It is hard to say, as
most of the time during the Steam era locomotives and crews weren't
ALLOWED to attain these speeds. And if they were allowed, and DID
achieve these speeds, records weren't usually kept.
First let me correct myself and say the theoretical speed for the K 4 was at least 80 mph according to the engineering formula. That being said now all of the obvious things you mention come into play. I also have talked to some Pennsy engineers who said you could get them over 90 but the ride was on the scary side. That's what the engineer meant about the T 1. The one story I mention about the T1 was in Trains or Railfan and the crew were called into the office but being the last Days of steam not much was said but don't do it again. The crew in the story said their only reason was it was the last days and they wanted to see what the engine could do and the territory was ideal for it, straight as an arrow. Now the number one thing that decided how fast you you could go was in the counter balancing, And the bigger the driver diameter the better the balancing was the better the ride and if you ever have rode on a steam engine you would know what i mean. The N and W had developed an innovation on the J's with super powerful centering springs. That was all the buzz about a 70 inch driver engine being able to attain speeds over 100 mph. Any 60 inch driver and smaller were notorious for being rough riding at speed and i think the correct term was Kidney busters and I can testify to that. The condition of the driver tire was also to be considered the longer they went without turning them down the more of an egg shape they became. Every rearward piston thrust drives the tire downward and every forward thrust lifts it. Thus you have this unusual tire wear with the main driver being the worst. And last but not least the engine crew, A locomotive was only as good as the engineer it had and he needed a good fireman and a good fireman could tell you who the best engineers were.
And now shes scatted all over the place.. i think we all know what happened..
I don't... What happened?
You do know that the 1361 is slowly getting rebuilt right?
Hank from Thomas