T1 history has taken some unusual turns since the arrival of the two prototypes in 1942.
PRR's only significant mainline grade ran west from Altoona to Gallitzin, Pa., and passenger trains of any size were always assisted over this short section.
Early descriptions of the T1 were as flamboyant as its styling.
PRR locomotive classification - Biocrawler(Site not responding. Last check: )
The 4-4-2 "Atlantic" type was assigned class E. The PRR was an enthusiastic user of the Atlantic type in flatter country, and built some of the most advanced Atlantics used in the United States.
The 2-6-0 "Mogul" type was assigned class F. On the PRR, this type was used during the period of 1895–1925, approximately.
The PRR never built any steam locomotives of the 4-8-4 "Northern" type, although the T1 duplexes were effectively a "Northern" with the driving wheels split into two groups.
Pennsylvania Railroad (PRR) steam locomotives were instantly recognizable by their distinctive number plates -- either round or keystone-shaped -- mounted on the front of the smokebox.
Only a few PRR steam locomotives have survived, and salvaged number plates from those that were scrapped are especially prized by railroadiana collectors.
The big problem with PRR number plate reproductions is that the extent and scope of the problem is more or less a mystery.
The Pennsylvania Railroad'sK4s 4-6-2 "Pacific" (425 built 1914–1928, PRR Altoona, Baldwin) was their premier passenger-hauling steam locomotive from 1914 through the end of steam on the PRR in 1957.
Attempts were made to replace the K4s, including the K5 and the T1 duplex locomotive, but none were really successful, and the K4s hauled the vast majority of express passenger trains until replaced by diesel locomotives.
The K4s was designed under the supervision of PRR motive power chief J.T. Wallis and assistants Alfred Gibbs and Axel Vogt, as one of a pair of classes with the L1s 2-8-2 "Mikado", sharing a boiler and other features.
The T1 was a very good 120mph locomotive on a railroad with a whole center section that wasn't ever going to be optimized for that kind of speed, and a passenger fleet that I don't think would ever be consistently designed to run safely (or, for that matter, very comfortably) up in that range.
PRR had already made the decision to dieselize its passenger fleet by the time the T1 production order was completed in 1946.
PRR was also used to maintaining dirt-simple locos which could be ignored or dispatched with minimal attention to detail.
A "T1" now seems to mean any data circuit that runs at the original 1.544 Mbit/s line rate.
Originally the T1 format carried 24 pulse-code modulated, time-division multiplexed speech signals each encoded in 64 kbit/s streams, leaving 8 kbit/s of framing information which facilitates the synchronisation and demultiplexing at the receiver.
Supposedly, the 1.544 Mbit/s rate was chosen because tests done by ATandT Long Lines in Chicago were conducted underground, and cable vault manholes were physically 6600 feet apart, and so the optimum rate was chosen empirically-- the speed was increased until the failure rate was unacceptable, then reduced.
PRR backers claim more efficiency from Belpaires, but other railroads including N&W were not willing to pay the extra money for what must have been only a marginal advantage.
The T1 was a very good 120mph locomotive on a railroad with a whole center section that wasn't ever going to be optimized for that kind of speed, and a passenger fleet that I don't think would ever be consistently designed to run safely (or, for that matter, very comfortably) up in that range.
PRR was also used to maintaining dirt-simple locos which could be ignored or dispatched with minimal attention to detail.
PRR H9 2-8-0 Consolidation - Along with the nearly identical H8 and H10, these Consolidations were the largest class on the PRR.
The PRR got 130 of the heavy version, one of the few exceptions to their standard style of locos.
PRRT14-4-4-4 Duplex - Although the wheel arrangement designation indicates this was an articulated loco, it actually was a 4-8-4 Mountain with a second pair of cylinders between the second and third drivers.
Atlas Model Railroad Co. - The PRRT1 is (drumroll)...
PRR fans, I know the engine number is not in the "T1 range".
The handy part of being a PRR fan is that you have a virtually unlimited supply of prototype projects that are 'one of a kind' and are monuments the large-scale engineering expirimentation.
In most E7's, including all PRR units, this was originally a Vapor Corporation model 4530 generator capable of providing 3000 pounds of steam per hour.
At that time, 1945, the PRR was busy setting the stage for the arrival of 50 class T1streamlined duplex steam locomotives styled by Raymond Loewy that the railroad hoped would revolutionize steam locomotion.
Largely ignored by local PRR management, the two E7's were relegated to the GG 1 service pit in Harrisburg, where they were treated much like just another pair of electric locomotives.
It appears that it was PRR's intention to get all of their new boxcars and covered hoppers' roofs (which were by this time almost exclusively galvanized steel) coated with asphaltum as the final coat.
For example, PRR considered all six of its PT&T tunnels at Weehawken/Penn Station/Sunnyside Yard to be artificial (yet those weren't cut-and-cover), as well as all eleven of those related to the Suburban Station/30th Street/Zoo complex (most if not all of which *were* cut-and-cover).
In the settlement between NYC and PRR, PRR was to acquire the South Penn and the Beech Creek, but the provision in the PA constitution barring mergers between parallel railroads caused a court to enjoin PRR from acquiring either.
Pennsylvania Railroad(Site not responding. Last check: )
One hundred and thirty-five steam engines were retained for possible emergency use, but they were never steamed up.” Fischer states that the historical data about the pictured locomotives were taken from Pennsylvania Railroad All-Time Steam Locomotive Roster published in 1994 by William D. Edson (see also Edson, 1974).
The photographs are arranged by PRR branch or division.
Numerous full-color illustrations taken from PRR advertisements, timetables, and other promotional materials are interspersed among the photographs.
