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Reduced hammer blows on the track resulted in lower maintenance cost. The benefits of a duplex design included lighter machinery, shorter cylinder stroke, less wear, lower piston thrust, smaller more efficient cylinders, and a more stableДЇrame than an articulated underframe, also, no hinged connection had to be maintained. By the time the plans were finalized and approved it had evolved into a 6-4-4-6. After various details were discussed and finalized, it became necessary to make changes that substantially increased the locomotive's weight. On 2 June 1937, PRR officially announced the development of the вЂњPennsylvania TypeвЂќ high-speed passenger locomotive which would become Class S1.

The design started with a 4-4-4-4 duplex. On 28 April 1937, PRR's Board authorized $300,000 for this experimental high-speed passenger locomotive project.

Dan Ennis (American Locomotive Company).

Demarest headed the joint committee, General Superintendent of Motive Power in PRR's Western Region. Ten months after the first conference (April 1937), PRR ended Baldwin Locomotive Work's consultation and assigned the task to a consortium of Baldwin Locomotive Works, American Locomotive Company, and Lima Locomotive Works under a joint contract. However, the cooperation between PRR and Baldwin, which proceeded without signing any agreement or contract, for the development of the new high-speed duplex engine didn't go smoothly.

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PRR preferred 4-4-4-4 and asked Baldwin to consider a passenger version with 80' drivers and a freight version with 72' drivers.

a 4-8-4 freight locomotive with the same weight on drivers as an M1a, which failed to meet the requirements for a 2,000-ton train.

a 4-4-4-6 passenger locomotive that could haul 1,200 tons but also exceeded limits.

a 4-4-4-4 passenger locomotive that could haul 1,200 tons but exceeded existing weight and clearance restrictions.

Two months after the conference, Baldwin Locomotive Works officials presented four designs to PRR: In July 1936, PRR requested Baldwin Locomotive Works to submit a design for a 4-8-4 engine capable of handling a 2,000-ton train between Colehour and Harsimus Cove. However, PRR rejected the 4-8-4 design in favor of a rigid frame duplex and asked Baldwin to consider the wheel arrangement 4-4-6-4. Baldwin presented several 4-8-4 and 4-4-4-4 designs made for other railroads. Elsey for PRR, where PRR demanded a passenger locomotive to haul 15 standard cars at 100В mph on level track between Paoli and Chicago. A conference was held between Baldwin Locomotive Works officials and W. They also hoped that the new S1 steam locomotive would have a performance equal to their GG1 electric engine and would be capable of hauling a 1,000-ton passenger train at 100В mph. The official publicity photo of PRR S1 6100 of 1939ДЄs early as June 1936, the management of Pennsylvania Railroad decided to build a new passenger locomotive to replace its aging K4s locomotives. Design of the 4-4-4-4 T1 and the 6-4-4-6 S1 occurred concurrently, however, the S1 was the first produced. No further S1 models were built as focus shifted to the much smaller but more practical class T1 in June 1940. The problem of wheel slippage, along with a wheelbase that was too long for many of the rail line's curves, limited the S1's usefulness. The S1 was completed on January 31, 1939, at Altoona shop, and was numbered 6100.ДЄt 140В ft 2 + 1вЃ„ 2В in (42.74В m) overall, engine and tender, the S1 was the longest reciprocating steam locomotive ever it also had the heaviest tender (451,840В lb / 205 tonnes), highest tractive effort (76,403В lbf (339.86В kN)) of a passenger steam engine when built and the largest drivers (84 inch diameter) ever used on a locomotive with more than three coupled axles. To achieve stability at fast passenger train speeds (above 100В mph), articulation was not used. The S1 had a unique 6-4-4-6 wheel arrangement, meaning that it had two pairs of cylinders, each driving two pairs of driving wheels.

The streamlined Art Deco styled shell of the locomotive was designed by Raymond Loewy. It was the longest and heaviest rigid frame reciprocating steam locomotive that was ever built. It was designed to demonstrate the advantages of duplex drives espoused by Baldwin Chief Engineer Ralph P. The PRR S1 class steam locomotive (nicknamed 'The Big Engine') was a single experimental duplex locomotive of the Pennsylvania Railroad.

Industrial designer Raymond Loewy stands on the front of the S1

Ashampoo burning studio 18 serial key lifetime warranty