Pennsylvania Railroad T1 Steam Locomotive
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- Опубликовано: 27 сен 2024
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This video covers the Pennsylvania Railroads last entry into steam locomotive design.. The otherworldly class T1 Passenger locomotive. Said to be the fastest ever recorded unofficially by a steam locomotive.
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Can't wait till the PRR T1 Trust finishes 5550, that is going to be a sight to see!
Im curious to know if BNSF will even let them try to break the steam speed record on one of their mainlines.
@TheRailroadCrossing-SteamPower no, they're not going to use BNSF or Union Pacific mainline to beat the steam record. The T1 Trust stated that they are going to break it on the Amtrak Test Track in Pueblo, Colorado, since that's where they test many of their high tech trainsets before entering them into service, such as the Acela.
Well good on them! Im pleased to hear that!
@@TheRailroadCrossing-SteamPower Will it even be able to run anywhere at all? Seems to me railroads are getting very finicky on letting them run, we see how the OPRR's rules are kind of hindering the running of 700 ands 4449. I'm a bit ignorant about the T1, I'v never really followed the build.
@@stevew2705550 will be able to handle 20 degree curves when finished. Allowing a surprising amount of places it can go as long as the rail can withstand its weight.
I heard also that much of the wheel slip problems were operator error. It was a very powerful locomotive. I saw footage of a big boy having wheel spin at startup so even as heavy as they were, it still happened.
That what I'd heard. Being used to smaller engines, PRR crews couldn't help but throw the throttle at the roof.
I saw that repeatedly as well in doing the research.
I saw footage of 4014 having wheel spin while underway. Mind you, it was pushing a stalled freight train at the time...
ruclips.net/video/icgH_3dXdOU/видео.html
When the J was tried out of Crestline, one of the lesser known complaints was its surefootedness. On the whole it could start trains better than a T1, but crews still found it a bit slippery, _too_ slippery for the size of its drivers and being "all-coupled." Mind you this was still when the J's were rated at 275 psi rather than 300. Between that, and its lacking performance at higher speed (N&W tests found the uprated boilers didn't really fix that), the 50 additional T1's make a bit more sense.
Without doubt, PRR was arrogant. That said, electrifying the Northeast Corridor made good business sense. In the days before widespread use of diesel locomotives, a single head-end unit could take a train from New Haven, CT to Washington, DC without an engine change. Bear in mind that passenger traffic on the Corridor wa also far more dense than we see it today, and the electrified line allowed the use of MU trains right across that portion of the system. The business decisions that killed the Pennsy weren't so much the investment in the Corridor - that happened decades earlier - but failure to adapt to changing traffic patterns and a stubborn unwillingness to cooperate with other roads. Clunky federal regulations didn't help, either.
the PRR did it to them Self's and were Missmanaged
Back up a second…you’re saying that the NEC was even busier back in the days of the PRR, than it is now?!
@@amtrak_121 Yes indeed.
You are correct: PRR management wrecked the PC.
Some folks didnt like to hear that.
ditto that
Nice history of the T-1! Watched three times! Had to laugh about the valve issues! Franklin not turning in the engineers for over speed saved their jobs. Thanks for all of the research that you have done. Would like to see anything that you have on the Rome, Watertown, and Ogdensburg (Rotten Wood and Old Rusty Rails). Did become part of the NYC, but I can't find anything on the Lewiston NY grade up the Niagara Escarpment. There isn't much left now of the bed, but it must have been quite the climb. Although, the tracks are still in place over the Niagara reservoir! Thanks again!!!
You're welcome! And Noted! I do have 3 books that are published between 1935 and 1953. They might have something on this.
Franklin cared about poor engineers more than their own reputation and profits? What a bunch of holly dudes! Or so they say... ;)
@@covoxer Right!
Remember, though, that the Interstate Commerce Commission (yeah, that bane of the rail industry in the 20th century) imposed a 100 mph (IIRC) speed limit on all railroads in those days. And Franklin products were pretty good according to all accounts; its that the metallurgy of the day isn't that advanced to make a very durable poppet valve.
Even with all their faults as a company, the PRR had some absolutely insane steam locomotives from decapods with over 100000 lbs of traction to a monstrous steam turbine locomotive
No doubt about that
I understand from gossip I have heard, that the Duplex was an attempt to reinvent the Northern type locomotive. While I am intrigued as to the reasoning, I believe the mighty NYC Niagras were, to some minds, the ultimate expression of this type of wheel type. No kind of 'word smithing' can change the physical fact of the appearance of the wheel arrangement in this regard. I am inclined to reason that if PRR Management had 'sniffed the wind' and observed what others were practising, their business would have perhaps lasted longer and their fiscal policies would have fared better and the disasterous merger with NYC may not have ever happened, changing history. Probably for the better.....
Agreed. Pennsy's faults started in the 20's with narrow business vision.. I.E. electrification (it had advantages, dont get me wrong, but it also had severe limitations in client/customer reach) That alone put Pennsy's steam development way behind the competition. And it really had them behind the eight ball so to speak when the War came.
Mallard: does 126 mph under specific test conditions
T-1: *casually does 130+ to make up for lost time*
Yeah, it's not close
Mallard did 126 on a 0.5% downgrade; it maintained 120 on the flat track following the downgrade section.
@@TheRailroadCrossing-SteamPower well, rumors are rarely close to reality. ;) T1 design top speed was 100mph. It never exceeded 101mph during trials for that exact reason. It's scheduled service speeds were never higher than 100mph. Sure some engineers could exceed that speed, but by 30%? Extremely unlikely especially considering that above 120mph they couldn't even tell how fast were they going. Doubt they were that suicidal about making up for a lost time. ;)
Franklin "secret agents" seem like a nice cover story for their design flaws. Never reported engineers overspeeding to avoid this excuse being debunked by the company.
Comparing T1 service speeds with Mallards record run is impossible. T1 was never pushed beyond it's design limits the way Mallard was. And in service, LNER A4's were running at 90mph. Maybe sometimes breaking it a bit for catching up with the the schedule. But never at 126 or even 120mph for sure.
@@covoxer Well.. one thing is for certain.. We will never know! But I like your explanation as being a possibility.
LNER drivers weren't allowed to speed, the locos had a speed recordind device in the cab, very similar to the paper tachograph that used to be used in lorries!
Gresley did the run with a dynamometer car on porpous just to beat the LMS publicised 114mph run. Reaching over 126 they had to then slow before approaching a station with curves and pointwork.
The new loco 'Tornado' has been allowed to run up to 100mph to prove it could run at 90 to fit in to the UK timetables running steam specials, as Normal electric trains run up to 150.
For me it would be a toss up between the C&O, Virginian, and N&W. I grew up in an area where all three ran. I met many people who worked those railroads, and had family that did. As a kid, I got plied with stories laiden with the Fast Flying Virginian (and the Sportman’s wreck), the massive Virginian mallets thundering through the mountains, and the lonely whistles of the N&W’s Class Y’s on long coal drags. It’s given me a love for all three railroads, and I’d be hard pressed to pick out my favorite of them. However, I first became interested in nature, history, and trains at the tail end of the Chessie days, so they’re the most memorable for me. The striking paint job adorned with the Chessie Cat on SD and GP units leading trains through the New River Gorge are fond memories. That was also a great era for CSX, with great diversity in power and paint schemes.
The Chessie cat always got me too as a kid. I loved the colors too as I recall.
@@TheRailroadCrossing-SteamPower that’s a time I certainly miss about railfanning. Once Chessie became CSX, you’d see the new “grey ghosts”, and also Chessie, Seaboard, or old pre-Chessie C&O/B&O locomotives pulling equally colorful manifests. An interesting remark about the C&O testing a T1 (which was 5539). You’re right, the C&O engineers didn’t have issues with wheel slippage. But what’s most interesting about that is the fact that they didn’t have issues with slippage in areas like Cotton Hill, where their own passenger power had issues with low speed slippage or on the grades in the Gorge where they’d have issues with high-speed slippage occasionally. Unlike the N&W which was thoroughly unimpressed with the T1, the C&O actually didn’t dislike the T1. The issue they had that became a deal breaker (since the PRR was trying to dump the relatively new locomotives) was the T1’s length. I once met someone involved in those tests, who told me that it barely made the turns coming on and off the Sewell Bridge when testing it on the east bound main pulling the Fast Flying Virginian to Clifton Forge (where they would’ve made a power switch to “level ground” power anyway). However, on the westbound trip, it was completely unable to make the turn onto the Hawk’s Nest bridge, necessitating a total shutdown while they backed it all the way back to Sewell, then ran it westbound on the eastbound main until they could cross back over on the double track near the Cathedral Falls interchange with NYC.
The C&O engineers that tested the T1s had experience with the C&O’s large articulated locomotives. They knew how to ease a big one into motion.
Looking a bit closer at the raw dimensions of the T1, they're almost an over-correction in size from the S1. Their fireboxes are somewhat small at 92 sq.ft. compared to the 100+ sq.ft. of other large 4-8-4's, or even Baldwin's original duplex specification. The only similar 8-drivered passenger loco I can think of with a similar grate size is the SP GS-4/5, but they have sizeable boilers. The length of the T1's boiler barrels are probably the shortest used on any PRR loco since the E6. The smokebox is overly long thanks to the arrangement of the blastpipes, but even then it doesn't even clear the lead cylinders.
Something about the valve failures is that I think it really became a problem _after_ the prototypes were restricted west of Crestline. They were complicated in terms of maintenance, but Franklin Type A was meant for reduced maintenance, much like the mechanics of automobiles. When tried with K4 5399, maintenance time was substantially reduced. In 1942, the T1's were running sustained 100 mph on the Middle Division just as well as the Ft. Wayne Division; GG1's west of the wires as the Pennsy wanted. Come 1943, all the duplexes were Lines West engines thanks the Pittsburgh's interlocking and trains would arrive in Crestline later than was expected. Naturally the T1's were put in charge to get them back on schedule, but now the valve gear had to work beyond its limits. Thus it became even more of a headache, not necessarily because it required more maintenance, but more _repair_ than standard Walschaerts gear. 6110 had about 120,000 miles by April '44, which I think confirms woeful availability. Both T1's individually were probably doing less than half the miles per month the S1 was, and even the Q1 probably spent less time in the backshop given its use as a Panhandle powerhouse rather than a Ft. Wayne thoroughbred.
5550 and 1361 are gonna carry passengers,
That's awesome!
I think the C&O engineers were better trained, and the C&O just knew what they were doing, I hope the T1 replica will be a successful rebuild. I thought the Big boy rebuild was mind blowing, but the T1 replica build is on another level.
yeah, they are building the thing from scratch. I wonder if it's exact to plan. or are they adding modern toys to it as well?
@@TheRailroadCrossing-SteamPowerIt will be the only Steam Locomotive with built in PTC, it's also going to be an oil burner, rather than Coal.
@@TheRailroadCrossing-SteamPower I think it will be the most technical advanced steam engine to date when it's finnished.
@@TheRailroadCrossing-SteamPower 5550 will be an oil burner, have better valve gear, and will be welded instead of casted. It will have a couple other minor differences as well.
@AlexThePatriot. The Big Boy wasn't rebuilt. It was restored. The UP didn't start from scratch.
G'day again from Australia,
Sorry I made a mistake.
Google
South Australia Railway Class 520.
It is a 4 8 4 configuration but it's looks extremely similar in looks to the T1.
I beleive there is one or 2 preserved but in my opinion best looking
4 8 4 in Australia which we didn't have many build.
Cheers
Louis Kats 👍
I would have found it either way. I have two international books it's likely going to be in.
@@TheRailroadCrossing-SteamPower 👍
These videos are very interesting, regarding the facts presented, and the videos shown. It's too bad that the videos are interrupted and covered with the logos of the railroads being discussed - the prime portions of these videos are covered up with the logos. Other than that, very interesting presentations.
The thing is with the roll video's is you can only play so many seconds at a time uninterrupted under fair use before it becomes copyright infringement. (If the channel is monetized, mine is) If that happens then my video gets removed. Lot's of viewers aren't aware of that. Thank you for the compliments! I hope to see you again :)
The Pennsylvania had its faults but what engines they had. The K4 was arguably the best Pacific ever. The I1 out pulled the L1 so the Pennsylvania used these phenomenal engines too long and when WWll came along they were caught behind the eightball
Just lack of vision and foresight. They really paid for it.
Agreed, their arrogance and attitudes cause two of the greats to destroy themselves.
Im not sure how you can be so arrogant as to allow a major competitor gain ground in your territory.. (N & W) When you were already competing against the NYC, C & O and B & O and losing. Running the obsolete K4's for as long as they did really, really hurt their passenger business. And as another poster pointed out, having all sorts of non profitable branch lines dragged them down too. They should have sold them off to Mom and Pop short lines. It was a more complicated overall situation than I pointed in the video... But very sad to me, which is why i brought it up.
@TheRailroadCrossing-SteamPower agreed, but the proof is in the pudding...look how the various management teams and leaders acted when PRR & NYC RR combined. They fought like children and maintained status quo for each line. No compromise or working together. Thus, we got ConRail.
A sad, but fitting ending to a poorly run outfit, especially as iconic the Pennsy otherwise was. Penn Central couldn't even get the logistics right for anything. So much lost merchandise and foodstuff because of them. it really hurt the rest of the industry too as far as trust and confidence went.
@@TheRailroadCrossing-SteamPower indeed!!
Wow!, 140 mph is pretty impressive for a train at that time!
Was looking forward to a video on the T1. What I got was a lot of whining from some guy...
Thanks for the input!
For me it's definitely the B&O. The Pennsy was also in the area and it was a truly impressive road, but it never plucked my heartstrings. My dad used to praise the B&O passenger crews for their courteousness and likewise damn the Pennsy's for their rudeness (e.g., the B&O would wake passengers quietly at night at intermediate stops whereas the Pennsy would snap the lights on and bellow the station name).
Kinda made me think of the Nickel Plate, they weren't very well liked because of their shrewd business practices in particular.
For me it was The London midland and Scottish railway just really love the Crimson livery and the way the locomotives look
Fair enough!
Tried to electrify?? Amtrak still running under Pennsylvania wires.
In by doing so the Pennsy fell way behind in steam design and it bit them in the butt rather hard. And electrification limited the Pennsy's reach. That was my angle from a business point of view. Not smart, especially when your competition surrounds you.
I agree NS especially in Harrisburg where I live there are many days when NS runs trip after trip thru the city they run day and night and are upgrading the roadbed with ties & rails!!!
The retired PRR Passenger Enginemen I had the chance to talk to liked the T1. They felt it's shortcomings could have been largely mitigated by proper training and maintenance. The locomotive was a beast, and could run like the wind w/any train. I look forward to seeing this fine machine brought back to life!
Agreed! Thank you for commenting!
Thanks for the story of the T-1, I would mention that it was the attempt by the PRR to gain the remarkable performance of the GG1 on routes not electrified. I would also weigh those incredible speed reports against the phenomenon known as "hunting oscillation" and if this effect presents a barrier to the T-1 group's speed record goal.
I’d personally love to see a video on the Reading Railroad, and the C&O or the Western Maryland
Noted!
Yeah i agree about the Pennsy's questionable business practices. They were still building 4-4-0 Americans up till 1910 with rebuilds up to 1914. By 1900 most railroads switched over to 4-4-2 Atlantics, 4-6-0 Ten-wheelers or 4-6-2 Pacifics.
Great video, thanks! Any chance you can do a video on Norris Roy Crump from Canadian Pacific, who dieselized the CPR in the 1950s?
lemme take a look at what I have on it. If there is enough to work with, you got it! Might take a couple/few weeks. I have several other projects ahead of such a video.
Great video and still shots. It was a beauty. Thanks for posting, and best regards.
Many thanks!
The N&W and C&O have to be my favorite coming from someone in southern West Virginia. The experimental locomotives have to be some of my favorites, especially C&O’s M-1 and N&W’s Jawn Henry/Big Jawn.
Jawn Henry has a video coming soon!
Why hasn’t there been a project for a New York Central Hudson or Niagara?!
Man you give really good information on your videos 👍🏻👍🏻
I appreciate that! Be safe out there!
@@TheRailroadCrossing-SteamPower if I was to send you a picture of an engine in Paducah, Ky. Would you do a story on it? I think it’s a 2-8-0 mikado witha few cars behind it.
Thanks!
I'd like to request a video on the Great Western Railway City of Truro. I just acquired a very rare N gauge City of Truro and would like to send more people your way when I eventually review the model for my channel.
Thank you very much! It means a lot to me! And your video will be posted on the 300 PM slot today, U.S. Pacific time! Expect a shout out from me on it as well! Thanks again!
While I do agree that PRR made a lot of short sighted and arrogant decisions and certainly COULD have done better, I do think that their huge number of low density branch lines and their overwhelming number of passenger operations would have doomed them anyway.
But it didn't have to be as bad as it was. And the ATSF, like PRR also swore off jointed engines and they certainly did alright compared to almost any other US RR in that time frame.
And NYC was NUTS to merge with them and even worse, be forced to take on the New Haven which was like a bad PRR on horrible steroids, with the same problems of low density branches and an even worse dependance on passenger ops. As you pointed out, there were LOTS of successful articulateds and an articulated would have certainly been better than those duplex drives. And of course diesels would have been a better investment than either duplex drives or proven modern steam power such as that on their subsidiary N&W.
And at the same time that they were scrapping those duplex drive T's and Q's, they didn't have enough money to dieselize as fast as they would have liked and were forced to lease MODERN steam power form the RDG and ATSF.
But to their credit, they did a great job (from which AMTRAK benefits) grade separating the entire DC to NYC NE corridor as well as electrifying the whole thing -- and once again AMTRAK is the beneficiary. Now whether those two projects actually made business sense is another topic altogether.
I lived in Harrisburg for a number of years and it was wild seeing all of that electrified track wire everywhere. Gawdy looking as hell too. Yeah, Amtrak did make out.. well sorta.. LOL.. They've never been profitable. I guess the Feds dont wanna look at the Euro models as far as how to do passenger business. Meanwhile the freight railroads are the best in the world.
The electrification can easily be seen as a good thing. The Virginian had great success with their electrification, it certainly could’ve reduced operating costs in many areas for the PRR if done properly. However, despite fact the iconic GG1 came out of it, it was too little too late to have any appreciable effect saving the Pennsy.
@@Engine33Truck Done correctly is the operative when we are talking about corporate Pennsy. And I say that with a sigh and heavy heart because it's not as though I do not like the Pennsy otherwise.
@@Engine33Truck -- the electrification certainly helped passenger traffic in the NEC right up to the present moment. No doubt about that. But was it cost effective? By the time PRR did the bulk of the electrification (i.e., beside the Penn Station related electrifications and the Paoli line) many families had automobiles, especially before the depression. So did the electrification really help freight? Passenger operations present a real problem. With mail and express they make money, but the US PA pulled the mail off most of the trains in the late 50's, early 60's. Up to that point passenger trains made money, but the passengers largely got a free ride (yes, I know they paid for tickets, but those ticket revenues and the associated costs and expenses was not a significant profit center for almost any RR in the 30's). I grew up along the RDG's Bethlehem Branch. I was just a few miles above the end of the electrification in Lansdale. Earlier there were lots of passenger trains hauled by diesels (and steam just a few years before them) but without mail and express, those runs were soon overtaken by RDC's. So who knows. Thanks for your thoughts!
@@Engine33Truck-- something else I just thought of with your mention of the VGN electrics. I assume PRR studied and I know CR studied t he idea of electrifying the main line from Harrisburg/Enola to Pittsburgh. Which would probably also mean as far as Conway. And likely the Conemaugh line as well. Lots of mountain roads only electrifies their worst grades, VGN, N&W, GN. They were all happy with them until they were able to get new electrics that had diesel prime movers on board.
Pennsylvania Railroad, but my great grandfather was an engineer for the Western Maryland Railway.
Short line RR I take it?
@TheRailroadCrossing-SteamPower No, Western Maryland was a class 1 railroad, although it only operated around 835 miles of track. Absorbed by Chessie System in 1983. He worked out of Port Covington in Baltimore which no longer exists. In the summer my grandfather would ride in the cab with his dad while they ran special passenger excursions to Pen Mar Park. There's some great reading about Pen Mar. It was an amusement park created by the Western Maryland Railway. Unfortunately it was razed after WWII as passenger service was nearly dead. It's now just a regular park with your average park stuff (swings, picnic tables). It's located in Maryland right next to the Pennsylvania border in the mountains. There were once over 100 hotels, lodges, and bording houses in that area. Most have either burned down or were demolished.
I know of a majority of the RR's in that area.. W.M. didn't ring any bells. Why I thought it might be a short line. It just go's to show you how one industry can support or destroy a community like that.
why did you show a pic of a 4-8-4 southern pacific ??
Didn't realize that there that many in service.
You know, I didnt either!
When are you going to make the East broad top 2-8-2 video?
It'll be with the Mikado series probably mid-February. I have one left of the Yellowstone series. One of the N & W's, then I will be doing the NYC's and PRR's before I start the Mikado series
Frankly, I think the T1 Trust is making a mistake, trying to bring this locomotive back.
I think bringing back a proven design like the J1's would have been a better choice.
Or, would they have been better off to build a streamline k4?
I think maybe ego plays a part in it.. Plus they have modern technology behind them as well. I think they get it to work.
But the real reason they are making it, is to finally break that steam loco speed record. Neither J1 nor K4 is suitable for this. S1 would be even better but too expensive and hard to use. T1 is quite reasonable choice for this purpose it seems.
@@covoxer Well, not just the record.. hopefully they'll get their money back from excursion and visitation. But really.. Just about any U.S. passenger locomotive in steam built after 1939, especially, has more than a reasonable chance at breaking the Mallards official record. So in my mind, they chose the T1 for it's hotrod looks.. And that's okay!
@@TheRailroadCrossing-SteamPower honestly, I doubt they would find enough support for this project if not for the record. Sure it will be used for revenue, especially if it's officially the fastest steam locomotive in history! How cool would that be? :)
As to other locomotives, sure, but certainly not for K4 and J1. Considering all properties, I think T1 is quite reasonable choice. Do you think of any specific class that would be a better choice to build for record breaking attempt in your opinion?
@@covoxer Not better for sure.. Just several to choose from that are capable of breaking that record. Niagara, GS series... Etc.
Definitely needed more money for the monopoly on all 4 railroads, but they probably keep it collections low to avoid notice from the government regulations on monopoly’s. lol
LOL! That's funny.. Thanks for playing along!
#duckfordinner
Great footage of historic railways, but awful sub-titles from phonetic "Translations". Some major editing is called for!
I have zero control over any of that kind of thing
Please leave out the symbols! Let us just see the great steam footage you have and quit covering it up!
What you guys dont seem to understand is that a lot of that stuff is copyrighted and has to be broken up after so many seconds of viewing footage under fair use. I've already had one video removed because of this factor. (The Original Niagara video)
Mallards 126 mph Was official! it was done with a dynamometer car attached to the loco in the train.
And ran *downhill*. The engine was found to have been damaged in the attempt, too.
their plan ive heard from one of their open houses is that they scheduled a visit to a high speed test track which has agreed to do this test speed run, unfortunately this means none of us would be able to watch in person or ride the record excursion
No way possible? I cant imagine they would run such a test without fanfare.
@@TheRailroadCrossing-SteamPower it's the USDOT test track in pueblo,colorado that they plan to do the record run, it's the only one that makes enough sense as steam can't go on the NEC and the class 1's want nothing to do with steam on their systems.
@@TheRailroadCrossing-SteamPower I hope they have a way for people to spectate but I doubt it'll happen
@@hiawathabeast Getting the loco to the Pueblo Test track will be monumental.
I just hope that the T1 trust records the locomotive being broken in
Great video! I'll be reviewing my Broadway Limited Imports T1 sometime in the next week or two. I don't talk about history because it doesn't affect how the model performs. I'll definitely refer people back to you for history on the T1.
Thank you! Well, you can add to things. I cant cover nearly everything in just one of my video's. If I did, then each would be over an hour long. Nobody would sit around that long. Many of these already covered locomotives will get a re-visit video in the distant future covering other things that i didnt talk about in the first video. That sort of thing. I do appreciate the shout out and I hope to see them!
You could consider the PRR as the Great Western Railway of the US, the GWR often been dubbed as Gods Wonderful Railway because they apparently knew it all better in the UK.
Anyway, I became supporter of the T1 project a couple of weeks ago.
I actually didnt know about the project! How sad is that?
i agree they were rather arrogant with ther business
Yeah and that's most unfortunate. I otherwise really admired them. It has nothing to do with the locomotives.. Just the business practice. And it really showed after the NYC merger. Just a total disaster.
@@TheRailroadCrossing-SteamPower 100%agree
The only track that I know of off-hand that is capable of those speeds is the NECorridor, exPennsy. The old IC in Illinois and C&NW ran sustained 100 mph trains. The Corridor is the only location for safe sustained running, ie no grade crossings.
And good luck to them getting a railroad to allow them to run at that kind of speed.
PRR for me!!! Great grandfather worked for the PRR for 52 years
WOW!! What a career! Had to have been a blast!
Same, had some relatives on my mom's side work for the pennsy.
That's just plain cool. So you've been around the RR in some way all of your life then.
Same here both grandfather’s and two great grandfather’s worked for the PRR in the Altoona works
G'day from Australia,
Have been enjoying your videos & I have subscribed.
As a matter of interest google
South Australia Railway 500 class.
Basically a carbon copy of a T1 as a 484 configuration.
Cheers
Louis Kats 👍
Thank you! And ooooh really on the 500 class?? Most interesting. I think I shall look it up, matter of fact.
👍
Nowadays, we enjoy electronically conrolled anti-lock braking systems - so the T1 will not slip any longer;-))
To Blame the Operating Crews for the Wheel Slip, esp at Higher Speed on the Engine Crews, shows how much you don't know.
No amount of training can correct a Bad Design!!
I didnt blame the crews... Multiple sources did. Bad designing it was. Untrained engineering crews there were.
except that's exactly what happened, when the T1's were tested on the C&O and N&W, there were no reports of excessive slipping, it's worth remembering these 2 roads have super power articulated steam. compare that to the PRR; aside from the J1,S2, and the duplexes, the most modern steamer is the M1, still equipped with dome throttles and the like the flagship K4 means brute force is needed. the T1 had the more modern front end throttle, which is much more responsive and needs finesse.
there was an article about 6110 being handled by 2 drivers, driver 1 handled her with care and only had 2 slips recorded and it was through rain and fog. 3 days later, driver 2 tried to flog her and that brought trouble, to the point the official onboard thought driver 2 would damage the loco.
actual accounts from former crews said the same thing, with a proper crew they were fine engines. the big problem came from crews trying to handle a T1 the same way as a K4, like going from a regular family car to a sports car, you can get away with being crude on a K4, you can't get away with it on a T1.
@TheEmmyjon, @TheRailroadCrossing is right. The human portion of the issue was one of the major problems that caused wheel slipping.
Amazing Dinosaurs!
They are!
T1’s got better when they started using Rotary gear.
You mean the one T1 that had.
Right! T1's weren't around very long and the innovation came way late to even begin to change their fate.
Well, personally I believe their fate was already sealed when they were delivered. For a long time railfans were told it was because of the slipping issue, then they believed it was the valves and all of that was true, but let us keep in mind that the two original T1s from 1942 behaved nearly flawlessly for years. (This is why they only made minor changes to the serial T1s..). Then in 1945 when the serial T1s were to be delivered , the PRR tried to cancel the order! This means the T1s were doomed anyway before they even could develop bad behaviour...Anyway, always fascinating to see these beasts. Hope the Trust will succeed soon, can't imagine any engine being more exciting than this.@@TheRailroadCrossing-SteamPower
Awesome 👍😎
Thank you! Cheers!
Whatever steam loco is examined, they couldn't match diesels. Water was one of the problems. Diesels didn't need any, and they needed less maintenance. The RRs saw this right away after WW2.
Well, they actually saw that before WW II .. And many companies were ready to jump ship to diesel.
#i1sa 2-10-0
I think I get it :)