A little more information about Raymond Loewy and his gallery at the O. Winston Link Museum in Roanoke, VA can be found at URL: http://roanokehistory.org/?p=241
Miningman Terrific items Wanswheel! Wow never knew those stories behind Raymond Loewy. Made my day...felt I was right there on top of the Equitable Buiding..easy to imagine. Thanks again.
Terrific items Wanswheel! Wow never knew those stories behind Raymond Loewy. Made my day...felt I was right there on top of the Equitable Buiding..easy to imagine. Thanks again.
Miningman, thanks for commenting. The Equitable company moved their headquarters to the Equitable Life Assurance Society Building, across 7th Ave. from Penn Station, across 32nd St. from the Hotel Pennsylvania.
ShortCircuit A little more information about Raymond Loewy and his gallery at the O. Winston Link Museum in Roanoke, VA can be found at URL: http://roanokehistory.org/?p=241
- Paul North.
samfp1943There are other stories of the S1 reaching or exceeding 140 miles per hour (230 km/h). In the German trade press and literature from 1945 there was a report of a record run of the S1, citing railroad officials that a speed of 141 mph (227 km/h) had been reached. Its high speed capability was such that many have claimed that the S1 exceeded on multiple occasions the 126 mph (203 km/h) record steam locomotive speed set in 1938 by the LNER locomotive Mallard. The locomotive was claimed to have exceeded 156 mph (251 km/h) on the Fort Wayne-Chicago run, as it was reported that the PRR received a fine for the feat.
It is probable that the S1 could exceed 125mph as designed, but there is no known record with documentation, dynamometer car or otherwise.
The "141 mph" claim originates with Arnold Haas (who was otherwise known for exaggerating in-service locomotive speeds) and is almost certainly a metric number revised into an English speed. I heard this story as having been achieved on a run of the Trail Blazer in 1947, but I'm sure there are other versions. The business about a "fine" is a common element in these tales, as though the ICC had a police arm that issued government penalties to railroads that exceeded 'safe speed limits' -- as happens, I have researched both the ICC and FRA files and found nothing that substantiates any such event with any such train for any such reason.
The "156" is another of those fine metric number things that creep in, perhaps this time perhaps stemming from one of the finest pieces of BS ever, a report on the top speed of a GG1 electric from a docent (at a well-recognized railroad museum) who really should have known better. I doubt any reciprocating steam locomotive would remain stable up to that speed; I have seen several studies that prove properly-designed engines could develop enough power to reach and sustain that speed (with a nominal, small train) but -- as with a Porsche 911 converted to a Chevy 350 -- there are other considerations than sheer horsepower involved in high-speed running.
Keep in mind that the S1 had standard, if lightweight, Walschaerts gear and piston valves. That would make her capable of effective running up to her speedometer maximum of 110mph, but likely showing very rapid falloff of developed horsepower at higher speeds (I expect the T1 Trust modeling to include this engine, within a couple of years, and we'll have a much better idea of the physics then). With the mass flow and compression involved, I suspect either poppet valves/drop valves or some system of double valves separating admission from exhaust would be needed for effective working much above 120mph ... which isn't as fast as most people think when they consider the S1.
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