120 MPH T1

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  • Member since
    November, 2003
  • From: Rhode Island
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Posted by carnej1 on Tuesday, January 31, 2017 11:53 AM

 I apologize if this question has been asked previously on this forum (possibly in an older thread) but did PRR ever consider modifying the T1 fleet with the electro-mechanical wheelslip control system used on the Q2's? I read on the T1 trust site that they have considered such a system for their design..

"I Often Dream of Trains"-From the Album of the Same Name by Robyn Hitchcock

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  • From: US
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Posted by BaltACD on Tuesday, January 31, 2017 11:54 AM

Miningman, please be just a bit more tolerant of spelling and punctuation errors.  Sometimes they represent lack of time for checking, typos, and a triumph of impatiance over accuracy.

As well as not having a working spell check on this particular version of forum software.  Prior versions did and many other organization's forums currently have spell check.


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Posted by RME on Tuesday, January 31, 2017 6:46 PM

did PRR ever consider modifying the T1 fleet with the electro-mechanical wheelslip control system used on the Q2's?

I have never seen any indication of this, including when reviewing the extant documentation at the Hagley.  That's not to say it wasn't discussed, only that no evidence of adapting the equipment or re-engineering the system to passenger standards was made.

In a couple of respects it was apparently well-understood that the system needed major redesigning -- first, the system was virtually useless using its original 'bang-bang' implementation logic, and second, the bearings and pivot arrangement for the butterfly valves were neither reliable nor maintainable in service.  (These two issues may be related; the original electromechanical design would have been easy to implement proportionally, but sticking valves would have thrown that operation off badly, leading to full excursion 'by default' as the only operational choice...)

I consider it highly unlikely that any attempt at mechanically valving the steam would be desirable -- the Wagner throttles are not only much less visually obtrusive, they work properly at any degree of superheat and need little if any calibration as they age in service.  And in any case a mechanical traction-control system acting on the wheelrims directly is a better form of quick implementation and release for borderline slip conditions, and this as an adjunct of independent brake is much easier to control.

My understanding concerning Juniatha was that she was working too hard to be posting to this forum extensively.  Perhaps that will change in future, or she will take a periodic interest in things that happen here.

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Posted by LAWRENCE SMITH on Thursday, October 26, 2017 9:06 PM

I've read this entire thread - no one mentions the article in the Keystone in Fall 2014 called "90 MPH and beyond". The author has done significant research to help dispell cliams made by the brits of the world steam locomotive speed record. Much of his findings involve the T-1 on the Ft Wayne Division. Much is documented - some is not. The Franklin Valve story is told in detail especially what the Franklin engineering teams found when they timed T-1 speeds in the loco cabs in daily operation - 140 mph was not uncommon but exceeded the warranty speed of 120. They had to use stopwatches as the speedometers weren't metered high enpough. This and other stories are told in rich detail and is a must read for anyone with interest in the T-1. (My favorite is the alleged elapsed time of the military special during WW2 from Crestline to Chicago.) No wonder the T-1 Trust people want to establish the absolute steam locomotive world speed record once and for all.

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  • From: Matawan, NJ
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Posted by Redwards on Friday, October 27, 2017 4:59 AM

Out of curiosity, who is the author of "90 MPH and beyond"?  I have a few back issues of the Keystone with T1 related articles but not Autumn 2014.

Edit: Looks like it was Neil Burnell, and I do have it.     


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