The mighty Pennsylvania Railroad S1 class Steam Locomotive!!-(one of my boyhood favorite,very best Steam Locomotives)The Pennsy S1 was the largest Locomotive ever built(look at the large scale of the Engine in the picture next to it`s small human designer in the photo) the 1939 World`s Fair S1 the sleek streamlined Aero look,of Art Deco styling was designed by legendary Industrial designer Raymond Loewy of this Pennsylvania Steam pwer Giant ...It a achieved a observed top speed of 133 mph,rumored to have unofficially achieved 156 mph in the mid-1940`s ..Here`s the write up article of this Pennsylvania Steam Power Giant from Wikipedia on the S1-- nicknamed The Big Engine) was a single experimental locomotive, the longest and heaviest rigid frame reciprocating steam locomotive ever built.[1] The streamlined Art Deco styled shell of the locomotive was designed by Raymond Loewy.[1][2] The S1 was the only locomotive ever built with a 6-4-4-6 wheel arrangement. It was a duplex locomotive, meaning that it had two pairs of cylinders, each driving two pairs of driving wheels. Unlike similar-looking articulated locomotive designs, the driven wheelbase of the S1 was rigid. The S1 was completed January 31, 1939 and was numbered 6100.[3] At 140 ft 2 1⁄2 in (42.74 m) overall, engine and tender, the S1 was the longest reciprocating steam locomotive ever; it was too big for many PRR curves. Along with wheel slippage, this limited the S1s usefulness. No further S1 models were built as focus shifted to the T1 class. The last run for the S1 was in December 1945 and the engine was scrapped in 1949.->Construction history[edit] In 1937 Pennsylvania Railroad officials decided to build a new passenger locomotive to replace its aging K4s locomotive. The PRR officials also hoped that the new S1 steam locomotive would have performance equal to their GG1 electric locomotive.[5] In a collaborative effort, the Pennsylvania Railroad, Baldwin Locomotive Works, the Lima Locomotive Works and the American Locomotive Company contributed to the experimental S1 design.[5] The S1 was the largest passenger locomotive ever constructed, with an overall length was 140 feet 2 1⁄2 inches (42.74 m). At 77 feet (23 m) long and a weight of 97,600 pounds (44.3 t), the cast steel locomotive bed plate made by General Steel Castings was the largest single-piece casting ever made for a locomotive.[5][6] The boiler for the S1 was the largest built by the Pennsylvania Railroad, with 660 square feet of direct heating surface and 5001 in tubes and flues. The six-wheel leading and trailing trucks were added, as the locomotive was too heavy for four-wheel units. The streamlined Art Deco styled shell of the locomotive was designed by Raymond Loewy,[1][2] for which he received U.S. Patent No. 2,128,490. The cost of an S1 was $669,780.00, equal to $11,240,447 today.[5] To get enough steel between the crank and axle the back end of each main rod was offset 1-1/8 inches from the crank in the driver, so the big end made a 26-inch circle while each siderod pin made a 28-1/4-inch circle. >Worlds fair display[edit] The S1 at the New York Worlds Fair of 1939 The S1 was displayed at the New York Worlds Fair of 1939 with the lettering American Railroads rather than Pennsylvania Railroad, as 27 eastern railroads had one combined 17-acre (6.9 ha) exhibit, which also included the Baltimore & Ohios duplex locomotive.[6] To reach the Fair the S1 took a circuitous route over the Long Island Rail Road. Many obstacles had to be temporarily removed and other obstacles were passed at a crawl to reach the fairgrounds. At the Fair the drive wheels operated under the locomotives own steam power.[5] This was done by placing the S1 on a platform that had rollers under the drive wheels. After the Worlds Fair the S1 was relettered and numbered for the Pennsylvania Railroad fleet. The S1 was used by the PRR for publicity purposes as well and its image was featured in calendars and brochures. Service history[edit] Detail view of the driving wheels and cylinders; note the rollers upon which the wheels rested while on display The S1 class locomotive was so large that it could not negotiate the track clearances on most of the lines of the PRR system. In its brief service life it was restricted to the main line between Chicago, Illinois and Crestline, Ohio. It was assigned to the Fort Wayne Division and based at the Crestline enginehouse. The S1 hauled passenger trains such as The General and The Trailblazer on this route.[5] Crews liked the S1, partly because of its very smooth ride. The great mass and inertia of the locomotive soaked up the bumps and the surging often experienced with duplex locomotives. Starting tractive effort calculated in the usual way (85% mean effective pressure) comes out 76,400 lb, but the engine used 70% limited cutoff (presumably to increase port openings at short cutoff) so the railroad claimed a correspondingly lower tractive effort. >The S1 had less than half its total weight on the driving wheels, the rest being carried by the massive six-wheel pilot (leading) and trailing truck. This left the two sets of four duplex driving wheels susceptible to wheel slippage, a dangerous condition for any steam locomotive. When the powered wheels of a steam locomotive lose their adhesion to the rails and freely spin, the result is over speed damage. If the locomotives engineer does not detect and rectify this situation at once two things will occur; first, the metal tires that surround the driving wheels will be seriously damaged; second, the piston rods, their bearings and the other equipment associated with the reciprocating motion of the engine will be overstressed and destroyed; the engine will literally tear itself apart, by its operation at speeds well beyond the design limitations. Normally, in a standard locomotive when starting under load from standing start, the engineer would observe his rearmost driving wheels and compare their movement to the movement of his locomotive over the ground. As locomotives grew larger, the engineer would listen to the rhythmic sound of the exhaust (the characteristic “chug-chug”) and compare the rhythm of this sound with the movement of his locomotive over the ground. If, as he opened his engine’s throttle, the rate of increase of the “chug chug” sound was out of sync with the forward progress of his locomotive, he knew his wheels were slipping. A passenger locomotive with 72-inch-diameter (1,800 mm) drivers would travel nineteen (19) feet or over six (6) yards per “chug-chug”. It was therefore easy to correlate the rhythmic sound of the exhaust of a starting locomotive with the locomotive’s progress from a standing start. An engineer could thereby avoid applying too much power to a starting locomotive (by opening the steam throttle valve too much, and too quickly) and causing the wheels to slip. Profile view of the S1 The S1’s duplex engine design meant that two separate engines were concurrently and in sequence exhausting into the single smoke stack. This made it nearly impossible for a locomotive engineer to distinguish the behavior of an individual engine set, based upon the sound of its exhaust. Unless both sets of engines experienced wheel slip simultaneously, the sound of the normal set would mask the sound of the set that was slipping and over speeding. If the wheels began to slip he would have no knowledge of this fact until he had already damaged the tires of the duplex engine’s wheels; or he heard the crashing sounds of a duplex engine tearing itself apart, in over speed. The S1 had a further handicap in the area of slippage. Unlike virtually all other steam locomotives that faced wheel slippage when starting, the S1 (because of the very light weight on the driving wheels) would experience engine wheel slip over the road at operating speed. The adhesion of the wheels to the rails was so light, that even minor variations in the roadbed would cause either the forward or rearward duplex engines to slip. This hazard more than any other doomed the operating life of this engine. The loss of adhesion at speed (30 – 50+ mph) always did serious mechanical damage to the engine, which lost adhesion, and to the locomotive as well. Alleged speed records[edit] It was hoped that the locomotive could haul 1,000 tons at 100 miles per hour, but this goal was not reached. While an article Riding the Gargantua of the Rails in the Dec. 1941 Popular Mechanics Magazine cites a speed of 133.4 miles an hour, there are apocryphal stories of the S1 reaching or exceeding 140 miles per hour, but there is no documentation of these and it is considered unlikely by experts.[7] Its high speed capability was such that some have claimed the S1 may have even exceeded the 126 mph (203 km/h) record steam locomotive speed set in 1938 by the LNER locomotive Mallard. The locomotive was also rumoured to have operated at speeds exceeding 156 mph on the Fort Wayne-Chicago Railroad, as it was rumoured that the PRR received a fine posted by an interlocking tower on the division, proving the claim. However, it appears that no verifiable records are available to authenticate the claims.[7] Removal from service[edit] No further S1 models were built. According to the cited reference the last run for the S1 6100 was in December 1945. However, a timebook belonging to Pennsy engineman Byron Breininger from the Ft. Wayne division records a trip to Chicago on S-1 engine 6100 at 8:59 AM on May 5, 1946. The engine was scrapped in 1949.[4][5] The PRR continued developing the T1 class of 4-4-4-4 duplex locomotives but this locomotive model also met with limited success. Modern culture
Posted on: Tue, 05 Nov 2013 20:40:48 +0000
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