Pennsylvania t1 4-4-4-4,s scale model building kits,bachmann acela express - Try Out

The Pennsylvania Railroad's T-1 4-4-4-4 duplex drive locomotive has become a legend, for due to the advance of dieselization it had a brief service life.
The T-1 was equipped with oscillating-cam poppet valves for more precise timing of steam admission to, and exhaust from, the cylinders.
Pennsylvania Railroad T1 steam locomotive pulling a passenger train, coming into the station at night in Dayton, Ohio, circa 1950. Answer: The T1 Trust has more than 200 members with a variety of work experience and qualifications. Wayne York brings his experience as the only still active founding member of the Fort Wayne Railroad Historical Society, the keepers of Nickel Plate Road 2-8-4 No. Jason Johnson, formerly of the Ohio Central Railroad, organizer of excursions and railroad festivals, and currently a management consultant. Gary Bensman, veteran steam locomotive rebuilder with more than 60 locomotives that have been repaired under his supervision. Of the PRR duplex locomotives, the T1 was the most widely produced with 52 units, and if we want to build a late PRR design, it would be the most representative.Of all the duplexes, it was the only class capable of running anywhere in system. It’s distinct combination of features wasn't utilized anywhere else (Franklin Poppet valves, Duplex drive, and Raymond Loewy styling).
Finally, there is so much conjecture on the T1's actual performance - whether it could actually attain the 141 mph speed which was attributed to it, or how difficult they were to operate and maintain. Answer: Up to this point, most of the pearls we have received from the A1 Trust have centered on how best to structure our organization's fundraising and marketing efforts. Looking forward, The T1 Trust plans to make four major components over the next three years in the following order: the No. Answer: We do not have an agreement in place to operate the locomotive on a Class I railroad.
Question: What questions does your group get asked most often that we haven’t covered? We don't own any of the existing locomotives, nor are we likely to encounter one that is available for sale.
So far, we've identified one foundry that is capable of making a casting that large, and has expressed interest in participating,  Bradken-Engineered Products in Atchison, Kansas.
Their dual drive, plus the absence of valve gear cranking on the drivers, meant their reciprocating parts were lighter than those of a conventional 4-8-4. As chairman of The T1 Trust, it is my job to organize and network among membership, donors, and potential sponsors.
Griner helped draft the current steam locomotive code, and his role at The T1 Trust involves project management, boiler design, and code compliance. The S1 was limited to between Crestline, Ohio, and Chicago, and the Q2 could only move light as far east as Altoona, Pa.
Moreover, most of the other classes suggested either still exist, or are similar enough to other extant locomotives that their configuration is already represented in the heritage fleet.
This photo was made in Loughborough, England, just after the locomotive was completed in 2008.
This was based on our own internal estimates of the number of hours required to complete certain tasks, as well as the duration of the A1 Tornado project in the UK. What was the most important piece of advice they gave you in pursuing a project like this one? David Elliott, the director of engineering at the A1 Trust, provided us with information regarding the alloys used on the Tornado, which will aid us in selecting appropriate alloys for No.
At this point in time, rather than asking ourselves, "where will the storage facility be located?" a more pertinent question might be, "Where will the many parts be stored after they are produced?" Thankfully, we've got that covered.
We will be attempting to secure support from a Class I carrier once the project is further along.
The money spent on building a T1 would go a long way toward restoring the PRR engines at the Railroad Museum of Pennsylvania in Strasburg.
The bulk of the PRR historic collection, now in the Railroad Museum of Pennsylvania, is owned by the State of Pennsylvania.


Does anyone know where this group can find someone to make a cast engine bed or frame for this project?
They have the ability to pour up to 120,000 pounds of steel in a single part, and have experience in casting parts for the railroad industry. What caused the wheel slippage issues the locomotive had and what if anything could be done to rectify this if you were to build another one today?
6110-6111) were designed and built by Baldwin Locomotive Works in 1942, and the remaining 50 were erected in 1946 by the Pennsylvania's own Altoona Shops (Nos.
PRR, Trains collection.I asked Brad Noble, chairman of the T1 Trust that plans to build a replica Pennsylvania Railroad T1 4-4-4-4 steam locomotive, 10 questions about the project. York serves The T1 Trust as a strategic planning advisor and assists with the networking required for such a complex and specialized project. Other large steam locomotive restoration projects are ongoing, and we need to do something different. There's no point in building another Berk or 4-8-4 when there are so many running or restorable examples already out there. That's a cost of $30,000 per ton for Tornado, and we'll use that to calculate the T1's cost based on its weight. One of the Trust's finest machinists, Andy Pullen, has produced the first of eight driving spring link pins for No. One of our members owns a metal fabrication company with a 40,000 square foot building, a pair of 20-ton overhead cranes, as well as ample storage space for just about anything we can produce.
Why don't you restore one of the other existing PRR locomotive classes to operation, or build a replica of one of them?
The Pennsylvania Historical and Museum Commission regards these locomotives as artifacts, and presently will not allow the sort of "alterations to the historic fabric" necessary to restore them to operation.
Unfortunately, a 60-ton pour will typically yield a part of about half that weight after gates and risers are removed, and we estimate that the T1 frame is somewhere between 37 and 44 tons. As originally designed (engines 6110 and 6111), the engine truck was not equalized with the drivers, and all four pairs of drivers were equalized together.
At the same time, the T-1s were placed in regular service before all their "bugs" had been worked out. If completed, the T1 would be the only poppet valve locomotive operating in the USA, and the only rigid frame duplex in the world. There are 4-6-4 and 2-10-4 projects ongoing that we don't want to be in direct competition with for resources or public attention. If we don't get the volunteers needed to complete the engineering, or the funds to produce the parts, it could take much longer. Because of the weight and complexity of the T1 engine bed, we may be forced to fabricate the frame from several smaller castings, or from welded plate.
When entering curves or moving over track that was less than perfectly level, weight was transferred off the front engine, causing the front pairs of drivers to slip.
They were known for hard-to-control driving wheel slippage, not only while starting a train but also at speed.
5550, the 53rd locomotive of its class for mainline excursions and to set a world speed record for steam locomotives. Possessed of great power and speed these thoroughbreds were at the pinnacle of US steam design. Using data from the Federal Reserve, and its Consumer Price Index, the cost of a new T1, based only on inflation should be an estimated $4.2 million. Conversely, if we received a donation of $10 million tomorrow, we could hire a full time professional engineering and fabrication staff, and the project could be completed in as little as 5-6 years. With the original lateral motion configuration, the T1 could negotiate 16 degree curves, and according to the timetable, could operate in areas where even the PRR M1 4-8-2 was restricted. This condition was observed at all speeds, and we believe is the basis for the "uncontrollable" reputation the T1 has. The striking "shark nose" styling was by famed designer Raymond Loewy, and was emulated not only by Baldwin's "shark nose" diesels but by a group of 4-8-4s built for the South Australian Railways.


Unfortunately, that number does not take into account lost skills, knowledge, and tooling that will have to be relearned, rebuilt, or replaced with modern alternatives.
A specific problem with 130 pound rail No.8 switches prevented them operating through Pittsburgh, but an increase in lateral motion in 1946, and track realignments in the modern era mean that this particular issue has been resolved. The PRR addressed this in the production fleet by splitting the spring rigging in two - the front engine was equalized with the engine truck, and the rear engine was equalized with the trailing truck. Based on the revised lateral motion, and the overall dimensions, we're confident that the T1 can operate anywhere on the current mainline network that a Norfolk & Western Class J 4-8-4, like No. 5526 shows the T-1 class as originally built, with the "portholes" reminiscent of Buicks of the 1940s and 1950s. Engineers assigned to T1s were given no formal training on how to operate them, and their performance was very different than the K4s most of them were accustomed to. But the engines began to be placed in storage around 1948, and thus were not in service long enough to correct the defects.
Total heating surface for Tornado is 2,461 square feet, and at a total cost of $5 million, that's $2,031 per square feet. As part of our project, we will investigate a further increase in lateral motion to allow negotiation of 20 degree curves, which would let the T1 operate on any track currently accessible to a Nickel Plate Road Berkshire, like 2-8-4 No. 39, 1361, and 4483 are already being restored, or considered for restoration by their respective owners, so we wouldn't want to duplicate their efforts, or compete directly with a similar design. The front end throttle, high boiler pressure, very large diameter steam delivery pipes, and poppet valves combined to make the T1's very responsive to throttle application compared to a K4.
The total rate of inflation in Britain over the time period 1948 to 2008 was 2,623 percent. Total heating surface for the T1 is 5,639 square feet, at $2,031 per square fee or $11.4 million. That leaves smaller engines as candidates for duplication, which would be great for a short line, but not so much for mainline service. Too much power applied too quickly resulted in wheel slip, especially at speeds around 15-25 mph.
In operation their paint job quickly faded to dingy black because Loewy's streamlining caused smoke to flow low over the engine, often obstructing the enginemen's view. At that rate, one would expect the final cost of the 2008 replica 4-6-2 Tornado to be £419,680. Turning to grate area, Tornado has a grate area of 50 square feet, and that's pricey real estate at $100,000 per square foot. We will be performing kinematic and compliance simulations of the spring rigging and equalization to determine whether further improvements in adhesion are possible. We will be applying a wheel slip alarm, so the engineer would be made aware of a wheel slip more quickly should it occur, and reduce power manually. We will also investigate fitting an electro-mechanical anti-slip device similar in concept to that fitted to the Q2, but with more reliable valves and modern electronics, so no involvement from the engineer would be required. In many instances batch production tends to spread cost, whereas the production of a single unit tends to add cost. In the case of Tornado cost savings of up to 33 percent of the original cost were achieved during some stages of construction.
For example, fabricating a disposable mold used for one part is less expensive than manufacturing a mold, which will be used repeatedly to produce 50 parts. Smaller castings with specialized joints for welding may help to further reduce costs, especially in the case of the T1's large frame.



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