Locomotive Wheelbase (TAN)

[nw-mailing-list at nwhs.org]

Thinking about 'late' steam era PRR power will not lead me to  reconsider.  
The rush to catch up and bring PRR to the front of the class  fell short of 
success - and at great cost.  By type:
 
    S 1 - 6-4-4-6 duplex.  Low % of weight on  drivers, too long and too 
heavy except for portion
    of Pitts. to Chicago route.  And no attempt to  repeat.
 
    S 2 - 6-8-6 direct drive steam turbine.   Intended for passenger service; 
the stops and starts
    were ill suited for a turbine, which is more  effective at constant 
speed.  A better application
    would have been through freight service.
 
    T 1 - 4-4-4-4 smaller expression of the duplex  concept of the S 1.  And 
I admit to 'liking'
    it for appearance.  The 'sharknose' front  later was used for BLW's cab 
unit diesels.  But it
    was less capable than conventional modern 4-8-4's;  such as N & W's J.  
In service, it was
    reputed to be rough riding and would slip at speed  when the revs got out 
of sync.
 
    Q 1 - 4-6-4-4 duplex.  Repeated the mistake  BLW imposed on the B & O; 
divided drive
    with rear cylinders under the firebox, driving  the rear set 'in 
reverse'.  Not repeated.
 
    Q 2 - 4-4-6-4 duplex.  Finally got the duplex  idea to work.  Looks like 
an articulated; with 
    cylinders leading each driver set; but with driving  axles in a non 
articulated frame.  Great
    HP in a fast freight locomotive.  The  elongated wheelbase was its 
obvious drawback. 
 
IMHO, the PRR had the chance to do better; they did have copies of C &  O's 
2-10-4; they should have created a Northern; and why not a modern  articulated 
?  Several railroads had copies of UP's 4-6-6-4.  I  sometimes wonder if PWV's 
2-6-6-4. complete with Belpaire firebox, was not  intended as a carrot for 
PRR.  
 
Jerome Crosson
 
 
 
    
 
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