At 100 mph (161 km/h), each drive wheel rotated 400 times a minute, and each double-acting piston made 800 strokes. The locomotive developed an overheated pilot truck journal bearing along the way and had to be removed from the train in Harrisburg, Dauphin County. 460 sat ready and waiting on Track 8 of Washingtons Union Station. By the late 1950s PRR was a financially strapped institution with its most profitable days in the past. The entire consist was the locomotive, a tender, a baggage-express car and a coach. A six-wheel trailing truck with 42 in (1.07 m) wheels was positioned at the rear of the engine. The S1 was the longest and heaviest rigid frame reciprocating steam passenger locomotive ever built.
This worked well on regular routes, but the fast-moving 460 damaged its scoop during the operation and failed to take on the required volume of water. They are: the 4-4-2, the 4-6-4, the 6-4-4-6.
Metal rusts and wood rots, but locomotive and rolling stock come with what museum professionals call inherent vice. Each piece has its own individual set of built-in problems. Diesel-powered locomotives would henceforth power freight and passenger trains in America. This is a coal-burning steam locomotive built in November 1924 by the Pennsylvania Railroad. Accompanying the 460 were several other steam locomotives that comprised the heart of PRRs historic collection and served as the cornerstone of the Railroad Museums initial display. Two sand boxes were positioned on each side of the engine.
By the 1930s the entire class was used for secondary duties and occasional specials or extras, with newer, larger and more powerful locomotives taking on the main line duties. Click here to learn about the Unlimited Membership. Regardless, the impressive, powerful, and ultimately unsuccessful S1 engine 6100 was scrapped in 1949. Each cylinder pair drove a set of four drive wheels. This much-anticipated project will add a new dimension to the Railroad Museum and provide a home for PRR No. Additional K4 engines were streamlined, but not to the extent of 3768. KB. The steam flowed from the center of the valve chest into the front of the cylinder and filled its 9,883 cu in (162 L) volume, pushing the 22 in (558.8 mm) diameter piston back 26 in (660.4 mm) to the rear of the cylinder. It carried 53,000 lb (24,040 kg) of coal in a front compartment and 24,230 gallons (91,720 L) of water in a rear compartment. Constitution Avenue, NW By about 1910 steel was replacing wood as the material of choice for passenger cars and other rolling stock The new cars were stronger and more durable but also heavier. Sara 05003. 460, were used extensively on the passenger corridor between Washington, D.C., and New York City. While mostly concealed, the single-piece frame can be seen supporting the leading and trailing truck. The pilot dipped the aircrafts wings in salute before climbing out of sight. It is a class G5 4-6-0 engine. In 1982 the nonprofit Friends of the Railroad Museum (FRM) was formed, with a mission to support the museum in its many endeavors, including restoration of the collection of rolling stock. 3750 (K4s Pacific Locomotive) and No. Ever-changing technology and company needs, however, reduced its role over time.
Note: Comment submission is temporarily unavailable while we make improvements to the site. No. The engine developed around 6,500 indicated hp (4,847 kW) at 100 mph (161 km/h) and had a maximum tractive effort of some 76,400 lbf (339.8 kN) based on an 85% efficiency factor. A typical passenger train of this era was not a streamlined, high-speed affair, but when the railroad needed something or someone moved in a hurry it ran a high-speed special. Engine 6111, one of the two prototype class T1 4-4-4-4 high-speed passenger duplexes Baldwin built for the PRR in 1942, poses for a photo near the Rockville Bridge. From the superheater, 69 small superheater elements (tubes) took the wet steam back into the flues. 460 and five other steam locomotives from the railroads historic collection, bringing this group under roof for the first time in the museums 40-year history. Formed in 1846, PRR touched nearly every life in the commonwealth and affected travel and commerce throughout the nation. Sometimes an artifact can convey tremendous information simply by its presence. 
While it seems possible that the S1 may have been able to break the record, the S1 never made any official speed record attempts, and there is no official documentation that corroborates these high-speed claims. Artists conception of the forthcoming roundhouse.
The wide, long, and heavy rigid locomotive could not operate on tracks with tight turns or obstructions, which included most of PRRs system. Initially, the museum performed its own basic restoration work scraping, metal and wood stabilization, and basic painting outside in the yard. 460s engineer had the order to run when ready and to run fast. The resulting G5 class were the most powerful 4-6-0s ever built and became the standard commuter power for the Pennsylvania Railroad for the next twenty years. The S1 was purely an experimental engine, and its operation was very limited. The S1 under power late in its life with all of its skirting removed. The engine entered the museums Restoration Shop in 2010 for this extensive project, which will return it to its 1950s appearance.
Neither does the one of the S1, yet three-axle trucks are generally and inherently more dampening to agitated sinus runs because of the resistance of the middle axle against turning action. In addition, numerous cases of automotive spray paint and primer were consumed for detail work over the body and exterior surfaces. At one point during the run, a plane commissioned by a rival film company emerged from the sky overhead and temporarily paced the train at about 85 miles per hour. These five steam locomotives will not be restored prior to being placed in the exhibition space. The S1 was built in PRRs Altoona Works in Altoona, Pennsylvania during 1938. He was pursuing the Orteig Prize of $25,000, offered to the first person to cover the New York-to-Paris route in either direction. The S1s low-profile stacks were concealed in a fairing atop the engine. The staff currently consists of two commonwealth employees, Curator and Restoration Shop Manager Allan Martin and Machinist Steve Meola. https://en.wikipedia.org/wiki/Pennsylvania_Railroad_class_S1 The new steam locomotive would serve as an experimental prototype for the railroad as it worked to modernize its fleet.
Their efforts are amplified by numerous volunteers who join them every day except Sunday, when the shop is closed. Its even more challenging for a publicly held corporation with stockholders to satisfy and dividends to pay, especially because the pieces have high scrap value. The simple T1 front end outside frame bogie does not look trustworthy to me being capable of dampening out sideways kicks at any three-figure speed! Many East Coast rail lines, particularly PRR, employed a wide variety of steam power, but the staple locomotive for passenger service was an Atlantic model with a 4-4-2 configuration, the numbers designating the wheel or axle setup. The stacks were approximately 21 in (533 mm) in diameter and protruded 4.875 in (124 mm) above the top of the engine. As airplane-delivered raw footage began to arrive in New York, the Extra went through its last stage. The vast majority of these funds were returned to the local community through purchase of supplies and contracted services. A six-wheel leading truck with 36 in (.91 m) wheels was positioned at the front of the engine. Change). In 1937 the 460 was loaned to PRRs subsidiary Long Island Railroad, for which it headed summertime express runs on the Jamaica-Montauk Point main line. Click to share on Facebook (Opens in new window), Click to share on LinkedIn (Opens in new window), Click to share on Twitter (Opens in new window), Click to share on Tumblr (Opens in new window), Click to share on Pinterest (Opens in new window), Click to share on Reddit (Opens in new window), Click to share on Pocket (Opens in new window), Click to share on Skype (Opens in new window), Click to share on WhatsApp (Opens in new window), Click to share on Telegram (Opens in new window), Click to email a link to a friend (Opens in new window), Pennsylvania Railroad 6-4-4-6 S1Locomotive, https://en.wikipedia.org/wiki/Pennsylvania_Railroad_class_S1, https://en.wikipedia.org/wiki/Pennsylvania_Railroad, http://www.steamlocomotive.com/locobase.php?country=USA&wheel=Duplex&railroad=prr, http://www.crestlineprr.com/duplexexperimentals.html, http://www.dieselpunks.org/profiles/blogs/sunday-streamline-14-the-big.
Repowering locomotives to meet a railroads needs. 
Planning and fundraising for this venture took about 10 years.
Running over 40 miles per hour, it equaled or exceeded the speed and pulling power of the larger, seemingly more modern Pacifics. 460, to the new public museum slated for construction. The S1 was designed to haul a 1,200-ton (1,089-t) passenger train at 100 mph (161 km/h). Sources: The Lindbergh Special and its crew at Union Station in Washington, D.C. Railroad Museum of Pennsylvania. African American History Curatorial Collective, Work and Industry: Transportation, Railroad. PRRs last steam engine, the T1, had a similar issue that was mostly overcome by more delicate use of the throttle. Enjoy moving trains in breathtaking scenes across the country, all year long. If you have a question relating to the museum's collections, please first check our Collections FAQ. The 460 was known from that time forward as the Lindbergh Engine., On March 4, 1925, PRR and International had previously delivered footage of President Coolidges inauguration to New York City by processing the film in one of the trains cars. "In 1923, the Pennsylvania Railroad designed a new class of steam locomotives for its commuter trains. The frame was 77 ft 9.5 in (23.7 m) long, weighed 97,620 lb (44,280 kg), and was the largest locomotive bed casting ever made. In a pure race, with no intangibles, the airplane would seem to be the obvious winner. If kept dry, no internal corrosion will occur. It was the first locomotive to produce over 1,000 horsepower per drive axle. The remark about the mass distribution is also correct: simply by adding the number of carrying versus driven wheels all wheel arrangements which have a larger number of idling in relation to driven wheels tend to have more mass on the first group especially as they grow heavier and have to use the full admissible mass on all wheels. Some sources indicate the S1s last run was in December 1945, while other sources give the date as May 1946. IIIF provides researchers rich metadata and media viewing options for comparison of works across cultural heritage collections. Preserving obsolete steam locomotives and other rolling stock, however, is no small feat. The 05 class was a three-cylinder 285 psi (3) 17 x 26 simple expansion 4-6-4 with special 2.30m drive wheels (90 1/2 inch) and a very free steam circle with long travel 12 piston valves and in contrast to the recklessly overdriven Mallard, 05 002 was not about to dismantle her inner drive but was still accelerating when traffic minister Julius Dorpmller, seated in the test car leading the consist, upon being told they had just passed 200 km/h (124mph), replied Enough, enough! and speed was being eased, run made without any harm to the engine. Within 15 minutes of arrival, Charles Lindbergh was on the screens of the movie houses of New York, an hour or more before the closest competition. In addition, the trim is gone from the front of the engine, and the tender has been repainted without any striping. The Lindbergh Engine was specially requested to pull several hundred rail enthusiasts over the line, which included the historic Camden & Amboy Branch, a route covered by Americas original steam engine, the John Bull, some 100 years earlier. While the crew made time on the tracks, International employees were in their own race to expose, develop, edit and splice the new footage into 10 complete films ready for immediate distribution. The locomotive was placed in an unused section of the roundhouse and left to deteriorate. The S1 has always fascinated me ever since the day I got to know of her. The solution was found by PRRs General Superintendent of Motive Power Alfred W Gibbs (1856-1922) and his design team. Gority was found stamped into the crosshead guide of the 460 after the locomotive was sandblasted. Approximately 20 gallons of paint were used to refinish the 460s exterior. Washington, D.C. Email powered by MailChimp (Privacy Policy & Terms of Use), International Media Interoperability Framework.
In 2008 FRM made a commitment to complete a full cosmetic restoration of the 460 and began raising funds for the project. Raymond Lowey proudly poses with the S1 at the 1939 New York Worlds Fair. The PRR S1 was a unique duplex locomotive that utilized a 6-4-4-6 wheel arrangement. The S1 under construction with its large firebox and boiler being attached to the engines huge cast steel frame. The tender was supported by two eight-wheel trucks with 36 in (.91 m) wheels. Construction of the museums own Restoration Shop began in January 1998. Each will require either an individual fundraising effort or a larger centralized campaign to address the entire PRR historic collection. Internationals photographers arrived at Union Station by car. Classic Railroad Scenes: Railroads at Work. So, all-in-all I have serious reservations regarding the authenticity of any of those claims of over 100 mph .. Staff members and volunteers worked hand-in-hand on select projects. Id like to know what the maximum degree of curvature or minimum radius the S1 was designed to run on. 
We may update this record based on further research and review. On the same issue, wobbly track of the old simple rail-to-ties connection with but nails and a minimum of ballast of in itself questionable uniformity and evenness which made it practically a very inefficient and costly proposition to keep very well aligned (not to speak of perfect alignment) I very much doubt any claims of faster running than 115 120 mph and if one driver (hogger) had really tried and let her go as technically she could have it would have put the life of passengers at stake in a most audacious manner for that would have been like calling for a most serious derailment of locomotive and coaches. Loco Profile 24: Pennsylvania Duplexii by Brian Reed (June 1972) Juniatha Its polished and shiny exterior hinted at recent service from PRRs Wilmington Shops and it was surrounded by a small army of railroad workers and officials. PRR had the foresight to save some of its treasures from being scrapped, but not the resources needed for restoration and long-term preservation. After repairs, it completed the trip to Strasburg several days later.
The 460 in storage at PRRs Northumberland Roundhouse. The Extra was running at 95 miles per hour as soon as conditions allowed. With more than 2,500 paid memberships and an annual budget that sometimes nears $1 million, FRM is an active and successful support group. The museums existing turntable is also being rebuilt to properly service the new exhibition building. Since the S1 was an experimental locomotive, perhaps everyone thought the weight distribution would be manageable. By the end of the fair, the S1 had traveled some 50,000 miles (81,467 km) without moving from the stand. The newly restored front of PRR No. Railroad Museum of Pennsylvania. Six aviators had previously lost their lives in this endeavor. Thanks for the comment. The S1 moves east from Englewood Union Station as the Trailblazer. In service, the S1 began to lose some of its skirting and paneling, like the piece at the front of the engine. On May 20, he had left Roosevelt Field on Long Island in his aircraft the Spirit of St. Louis, bound for Paris, France. The voice of the mighty T1 calls out in the mountains of Maryland. That is certainly the case with Pennsylvania Railroad Locomotive No. I was on the train when on the occasion of 150 years celebration of Austrian railways the lighter DR 18 201 three-cylinder Pacific (228 psi (3) 20 1/2 x 26 and 90 1/2 inch drivers) ran a scheduled 100 mph with the excursion train: very smooth, very straight running on the perfect stretch from Gloggnitz to the vicinities of Vienna. (LogOut/ The inside of the boiler was found to be in good condition with only a light coating of surface rust. Get the story of a great American institution with rare video footage.
What that pilot and every rival film executive probably didnt know was that International and PRR had stacked the deck against them. Special facilities were built in Crestline to house and maintain the S1. Our collection database is a work in progress. To set the stage for the 460, we must go back to the beginning of the last century, a time of tremendous economic and social change throughout the world. http://streamlinermemories.info/?p=5258, Mr. Pearce: Many thanks for a good read! Steam entering the rear part of the cylinder pushed the piston forward to its original position. Wappes pulled out his stopwatch and timed the train from the Wanatah, Indiana station to the Hanna, Indiana station. If you require a personal response, please use ourContact page. Heat radiating from these surfaces turned water in the boiler to steam and built up a working pressure of 300 psi (20.7 bar). Some British steam fans who had stopped the trains speed exclaimed The acceleration was !electric! When being informed about this her usual driver Mr. Rindelhardt only remarked What? When Lindbergh appeared in Washington to receive the Distinguished Flying Cross and a promotion to colonel, the nations news media was on hand to film the celebration. Much like its modern successor, Norfolk Southern Railway, PRR made a conscious effort to preserve its historic equipment and make it available to the general public through a range of programs. 460 stopped for repairs during its 1927 race with an airplane to deliver newsreel footage of Charles Lindbergh's return to America following his historic flight. Despite the prototypes shortcomings, the road ordered 50 more, received in 194546 just as it decided to dieselize. Caught without a modern steam freight locomotive design as traffic surged in the early 1940s, the PRR tested several engines from other railroads. Frequent wheel slip was an issuethe engineer needed to be careful opening the throttle, and the duplex engine arrangement made it difficult to quickly detect when the drive wheels were slipping. Railroad Museum of Pennsylvania. One or more of the airplanes might edge the Extra into New York City, but the real contest was already decided, because PRR had leased the nondescript baggage-express car behind the 460 to International for conversion into a full-service mobile film-development studio. North Americas most numerous class of streamlined steam locomotives was destined for a short life all were retired by the early 1950s, and none was preserved. By December 1955, No. Projects are meticulously conducted under the guidelines set forth by the secretary of the interiors Standards for Historic Preservation. If you need to request an image for publication or other use, please visit Rights and Reproductions. The connecting rod linked the piston rod to the rear driving wheel in the two-wheel set on each side of the engine. The cylinders and their valve chests were integrally cast with the frame. Why Sign In? The quality of the repairs deteriorated dramatically over time. High-Capacity Locomotive for Fast Service Railway Age Vol. It appears nobody had ever tested the physical behavior of tracking at such speeds while it is clear that it will coincide with completely different behavior patterns than 80 mph.