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Photos of PRR 4-4-4-4 locomotives; An N Scale PRR T1 4-4-4-4 scratch building project; A group that intends to build a full-size PRR T1; YouTube video displaying the operation of T1's on the Pennsylvania Railroad - At 3 minutes and 15 seconds, an example of the T1's infamous wheel slip can be observed.
The next locomotives to use the 4-4-4-4 arrangement were the Pennsylvania Railroad's 52 class T1 locomotives (although the single class S1 was originally intended to be a 4-4-4-4, it was later changed to 6-4-4-6 due to increased weight). These had the cylinders in front of the wheels they drove, so that the rear pair were between the two sets ...
Pennsylvania Railroad 5550 (PRR 5550) is a mainline duplex drive steam locomotive under construction in the United States. With an estimated completion by 2030, the locomotive will become the 53rd example of the Pennsylvania Railroad's T1 steam locomotive class and the only operational locomotive of its type, [7] as well as the largest steam locomotive built in the United States since 1952.
The Q2 4-4-6-4 was the most successful example of the duplex locomotive constructed by the PRR. Production locomotives followed from the end of 1944, but these were rather different, the lesson that backward-facing cylinders next to the firebox were a poor design choice made clear.
Like other railroads, the Pennsy was unable to update its roster at will during the World War II years; by the end of the war their roster was in rough shape. In addition, the Pennsy was saddled with unsuccessful experimental steam locomotives such as the Q1, S1, and T1 "Duplex Drive" locomotives, and the S2 turbine locomotive. Unlike most of ...
The Pennsylvania Railroad K4 was a class of 425 4-6-2 steam locomotives built between 1914 and 1928 for the Pennsylvania Railroad (PRR), where they served as the primary mainline passenger steam locomotives on the entire PRR system until late 1957. Attempts were made to replace the K4s, including the K5 and the T1 duplex locomotive.
PRR preferred 4-4-4-4 and asked Baldwin to consider a passenger version with 6 ft 8 in drivers and a freight version with 6 ft drivers. However, the cooperation between PRR and Baldwin, which proceeded without signing any agreement or contract for the development of the new high-speed duplex engine, didn't go smoothly.
The 4-6-4 arrangement was seen on the PRR only on electric locomotives. As a steam locomotive arrangement, it was poorly suited to the PRR's mountainous terrain, wasting much potential adhesive weight on non-driven wheels. That it was so widely used by the rival New York Central would also likely have factored against PRR adoption.