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British Rail Class 114

2025-10-26T16:47:59Z

2601:243:1702:40:1495:94B4:DBF0:D0C0:

{{short description|Class of 49 two-car diesel multiple units built by Derby C&W Works}}
{{Use dmy dates|date=March 2017}}
{{Use British English|date=March 2017}}
{{Infobox train
| background = #0033cc;color:white;
| name = British Rail Class 114
| image = BR class 114 T231.jpg
| imagealt =
| imagesize =
| caption = 114 T231 at [[Blaenau Ffestiniog]] in BR blue and grey
| interiorimage =
| interiorimagealt =
| interiorcaption =
| service = 1957–2002
| manufacturer = BR Derby
| factory =
| family = [[List of British Rail diesel multiple unit classes#First generation|First generation]]
| replaced = Steam locomotives and carriages
| yearconstruction = 1956–1957
| yearservice =
| refurbishment =
| yearscrapped =
| numberconstruction=
| numberbuilt = 50 sets (100 cars)
| numberservice =
| numberpreserved = 2 sets (4 cars)
| numberscrapped =
| formation = {{abbr|DMBS|Driving Motor Brake Second}}+{{abbr|DTCL|Driving Trailer Composite with lavatory}}
| fleetnumbers =
| capacity = {{ubl|DMBS: 62 second|DTCL: 12 first, 62 second}}
| operator = [[British Rail]]
| depots =
| lines =

| carbody = [[Steel]]
| trainlength =
| carlength = {{convert|64|ft|6|in|m|2|abbr=on}}
| width = {{convert|9|ft|3|in|m|2|abbr=on}}
| height = {{convert|12|ft|4+1/2|in|m|2|abbr=on}}
| floorheight =
| platformheight =
| entrylevelorstep =
| doors =
| art-sections =
| maxspeed = {{convert|70|mph|km/h|0|abbr=on}}
| weight =
| acceleration =
| deceleration =
| traction =
| engine =
| poweroutput =
| transmission =
| aux =
| powersupply =
| hvac =
| electricsystem =
| collectionmethod =
| uicclass =
| aarwheels =
| bogies =
| brakes =
| safety =
| coupling =
| multipleworking = ■ Blue Square
| gauge = {{RailGauge|ussg}}
}}
The '''British Rail Class 114''' [[diesel multiple unit]]s were built by [[Derby Carriage and Wagon Works|BR Derby]] from September 1956 to July 1957. Forty-nine 2-car units were built, numbered E50001-49 for driving motors (later renumbered 53001-49) and E56001-49 for driving trailers (later renumbered 54001-49). The units were used in the early days out of 40A Lincoln TMD (LN) on services all over the county, although a small number were transferred to 41A Sheffield (Darnall) during 1959/60.

The vehicles were the first type to be built at Derby with the longer 63 ft 6 in underframe, and the first Derby vehicles to be built from steel. This design would be re-used in the [[British Rail Class 116|116]] and [[British Rail Class 117|117]]. The type was classed a heavyweight unit; with their original {{cvt|150|hp}} BUT engines, they were found to be underpowered for the local scheduled services, and lost time especially when towing a van (which was a regular occurrence in that area). The most problematic stretch was the 1 in 122 for just under a mile near Ancaster which reduced these units to {{Cvt|45|mph}} even on full power. As a result of this, several 3-car formations were put together using two power cars and one trailer. The type was re-engined with Leyland Albion {{cvt|230|bhp|kW}} motors.{{Citation needed|date=November 2021|reason=Removed citation under WP:UGC}}

These were used in the main on [[Poacher Line|Grantham - Boston/Skegness]] and [[Barton Line|Lincoln - Cleethorpes]] workings during 1957, and would be a familiar sight in the Lincolnshire area until the early 1990s.{{cn|date=April 2022}}

==Formations==
Formations noted in Railway Observer magazine were E50008/E50007/E56007, E50011/E50012/E56012, E50038/E50039/E56015 and E50015/E50035/E56035. Spare trailers were stored at various locations - E56016/25/40 at Blankney & Metheringham, E56010/39 at Bardney and E56004/20/22/37/38/44/45 near Sleaford South Junction.

E50029/30/31/32/33/34 and their respective trailers were transferred to Stratford between February and April 1957 in exchange for Derby 2-car lightweight units, but between June and October the 114s moved back to Lincoln.

==History==
[[File:Heckington Station from the windmill 1984 (3244015593).jpg|thumb|left|Class 114 at Heckington, 1984.]]E50049/E56049 was introduced with {{Cvt|230|hp}} versions of the power unit, which proved to have a much more acceptable power to weight ratio, and during 1959 and 1960 all the class were fitted with these more powerful engines and settled down to work most Lincolnshire local services (with regular visits to South Yorkshire and Nottinghamshire) for over 25 years.
One of the class (one of the cars 50040) along with another 3-car unit was on one of the last passenger service from [[Louth, Lincolnshire|Louth]] to Grimsby on 20 December 1980.<ref>{{Cite web|url=http://www.disused-stations.org.uk/l/louth/#:~:text=The%20last%20passenger%20train%20at,to%20use%20the%20goods%20dock.|title = Disused Stations: Louth Station}}</ref> Other services where Cleethorpes to Barton-upon-Humber, Cleethorpes to Sheffield via Retford, and Peterborough to Grimsby via Boston, Willoughby and Louth.<ref>{{Cite web|url=http://www.davesrailpics.bravehost.com/lincs/ticket.htm|title=Final ticket Louth to Grimsby|website=www.davesrailpics.bravehost.com}}</ref>

The units were rarely seen outside of their normal working area, but in June 1957 E50029/E56029 worked a special excursion from Ipswich to Chessington South.<ref>{{cite magazine |magazine=[[Trains Illustrated]] |volume=X |number=108 |date=September 1957 }}</ref>{{page needed|date=August 2023}}

Later in their life, they were moved to the [[Tyseley Locomotive Works|Tyseley]] TMD (TS) [[West Midlands (county)|West Midlands]], but still came back to the Lincolnshire area on a regular basis.<ref>{{Cite web|url=http://www.petertandy.co.uk/dieselunits.htm|title=Untitled|website=www.petertandy.co.uk}}</ref>

==Accidents and incidents==
* On 25 January 1963, a set working the Grantham - Lincoln Central service collided with the rear (tender) of a stationary Class B1 steam locomotive near Bracebridge Gas Sidings Signalbox near Lincoln. Two people were killed and three injured.<ref>{{Cite web|url=http://www.railwaysarchive.co.uk/eventsummary.php?eventID=358|title=Accident at Bracebridge Gas Sidings on 25th January 1963 :: The Railways Archive|website=www.railwaysarchive.co.uk}}</ref>
* On 12 February 1968, the 06:48 Sheffield - Cleethorpes was hit in the rear by a coal train ran. The Class 114 had a parcel van as a tail load which took the force of the impact, but the rear cab was still severely crushed.
* On 28 November 1969, 50031 + 56031 ran through level crossing gates at Great Coates level crossing near Grimsby, striking a Dodge articulated lorry and carrying it 46 feet into the station. 3 people needed hospital treatment. The driver had run a red signal.<ref>{{Cite web|url=https://www.railwaysarchive.co.uk/docsummary.php?docID=449|title=Report on the Accident that occurred on 28th November 1969 at Great Coates Level Crossing near Grimsby in the Eastern Region British Railways :: The Railways Archive|website=www.railwaysarchive.co.uk}}</ref>
* On 28 January 1970, 56020 & 50020, travelling at 50mph, struck a tanker traversing Dowdyke Bank level crossing between Spalding & Boston.<ref>{{Cite web|url=https://www.railwaysarchive.co.uk/docsummary.php?docID=447|title=Report on the Accident that occurred on 28th January 1970 at Dowdyke Bank Level Crossing between Spalding and Boston in the Eastern Region British Railways :: The Railways Archive|website=www.railwaysarchive.co.uk}}</ref>
* On 9 December 1983, 53049 + 54049 working the 17:32 Cleethorpes - Sheffield collided with the 15:02 Drax - Lindsey (900-tons of empty oil tanks hauled by 47299) at [[Wrawby Junction rail crash|Wrawby junction]], a convergence of lines just outside Barnetby, Lincolnshire. One passenger was killed.<ref>{{cite web |url=http://www.railwaysarchive.co.uk/documents/DoT_Wrawby1983.pdf |title=Accident report |website=www.railwaysarchive.co.uk |access-date=2020-06-25}}</ref>
* On 26 July 1986, 53016 + 54034, coupled to Class 105 54434 + 51278, collided with a van that had driven onto [[Lockington rail crash|Lockington Level Crossing]] against flashing lights. 54434 derailed and ran down the embankment, turning 180 degrees before coming to rest on its side. All vehicles were badly damaged. Nine people were killed.<ref>{{Cite web|url=http://www.railwaysarchive.co.uk/docsummary.php?docID=399|title=Report on the Derailment that occurred on 26th July 1986 at Lockington Level Crossing in the Eastern Region British Railways :: The Railways Archive|website=www.railwaysarchive.co.uk}}</ref>

==Prototype unit==
In addition to the 49 production units, a fiftieth two-car unit (cars 50000 and 56000) was built to test the Rolls-Royce engine type and [[Twin Disc]] hydraulic transmission later used on the [[British Rail Class 127|Class 127]] units. Initially the unit underwent trials on the Cockermouth, Keswick and Penrith railway in early 1957, but was subsequently also allocated to Lincoln and worked the same diagrams as the other 49. The unit was withdrawn in October 1967 as it was deemed to be non-standard, thus never received an official [[TOPS]] class designation.<ref>{{cite web |url=https://internationalmagazinecentre.com/wp-content/uploads/2019/01/Rail-Express.pdf |title=Rail express |website=internationalmagazinecentre.com |access-date=2020-06-25}}</ref>

{| class="wikitable sortable"
|+ Table of orders and numbers
! Lot No. || Type !! Diagram !! Qty !! Fleet numbers !! Weight !! Notes
|-
| 30209 || Driving Motor Brake Second (DMBS) || 516 || 48 || 50001–50048 || {{long ton|37|10}} ||
|-
| 30210 || Driving Trailer Composite with lavatory (DTCL) || 641 || 49 || 56001–56049 || {{long ton|29|10}} ||
|-
| 30341 || Driving Motor Brake Second (DMBS) || 632 || 1 || 50000 || {{long ton|41|3}} ||
|-
| 30342 || Driving Trailer Composite with lavatory (DTCL) || 641 || 1 || 56000 || {{long ton|31|3}} ||
|-
| 30459 || Driving Motor Brake Second (DMBS) || 516 || 1 || 50049 || {{long ton|37|10}} ||
|}

{| class="wikitable"
|+ Table of engines fitted
! Vehicle number !! Engine
|-
| 50000 || Two (2) [[Rolls-Royce Limited|Rolls-Royce]] {{convert|238|hp|kW|0|abbr=on}} engines and torque converter drives
|-
| 50001–50048|| Two (2) [[Leyland Motors|Leyland]] {{convert|150|hp|kW|0|abbr=on}} engines initially, but later were replaced by two {{convert|230|hp|kW|0|abbr=on}} [[British United Traction|BUT]] engines.
|-
| 50049 || Two (2) [[Albion Motors|Albion]] {{convert|230|hp|kW|0|abbr=on}} engines
|}

==Withdrawal==
The units were replaced by newer [[List of British Rail diesel multiple unit classes#Sprinters|"Sprinter" units]] in the late 1980s. By 1992, only two units were still in service, based at [[Tyseley]] depot in [[Birmingham]], and all were withdrawn by July of that year.<ref>{{Cite web|url=https://www.railcar.co.uk/type/class-114/operations|title=Class 114 DMU Operations|website=www.railcar.co.uk}}</ref> The final set, T027, was eventually preserved at [[Midland Railway Centre]], [[Butterley]].{{cn|date=April 2022}}

==Non-passenger use==
[[File:DMU (8957948645).jpg|thumb|right|{{Abbr|No.|Number}} 55930 in Royal Mail livery]]
Five units were rebuilt as parcels units with [[roller-shutter]] doors in 1988. These were repainted in Royal Mail red livery, and were based at [[Cambridge]] depot. They were withdrawn in 1991. Four of the units were scrapped, whilst the fifth was rebuilt as a test train for the new [[automatic train protection|ATP]]. This unit passed into [[English Welsh and Scottish Railway|EWS]] ownership with the privatisation of Britain's railways. It was then used in a new role of a route-learner unit, until it was withdrawn in 2002. It was eventually preserved in 2004.<ref>{{Cite web|url=https://www.igg.org.uk/rail/00-app3-4/ap3-dmu.htm|title=Diesel Multiple Units|website=www.igg.org.uk}}</ref>

Parcels cars - converted in 1986
{| class="wikitable"
|-
! Original number !! 2nd TOPS number !! Parcel number !! Parcel number2
|-
|50010||53010|| 55930||
|-
|50015||53015|| 55929||
|-
|50018||53018||55928||
|-
|50032||53032||55932||
|-
|50040||53040||55931||
|-
|56009||54009||54903||
|-
|56015||54015||54904||
|-
|56016||54016||54901||
|-
|56034||54034||55933||54900
|-
|56036||54036||55932||54902
|}

All were allocated to CA. Initially only the seats were removed, although later a more substantial conversion was carried out, including the fitting of roller shutter doors, with two sets of these on the DTCs where the vestibules/passenger doors had been.

==Departmental==
{| class="wikitable"
|-
! Original number !! 2nd TOPS number !! Parcel number !! Department number !! Usage
|-
|50015||53015||55929||ADB977775||ATP Test Unit
|-
|50036||53036||-||977769||-
|-
|56015||54015||54904||977776||ATP Test Unit
|-
||56027||54027||-|| 977770||-
|}

ADB 977775/6 were converted into an Automatic Train Protection demonstration train and fitted with both types of ATP systems from the BR pilot schemes c1991. Following the abandonment of ATP development, the unit found a new lease of life with EWS as a route learning and inspection saloon based initially at Margam South Wales.{{fact|date=July 2020}}

==Preservation==
[[File:56006 at Kidderminster.JPG|thumb|56006 at Kidderminster]]
Only two sets have been preserved on [[heritage railway]]s.

{| class="wikitable"
!align=center colspan=2|Vehicles numbers
!rowspan=2 align=center|Set number
!rowspan=2 align=left|Location
!rowspan=2 align=left|Comments
|-
!DMBS
!DTCL
|-
|align=center|50019
|align=center|56006
|align=center|T027
|[[Midland Railway - Butterley]]
|align=left|-
|-
|align=center|50015
|align=center|56015
|align=center|CA924
|[[Midland Railway - Butterley]]
|align=left|Rebuilt to parcels unit 55929+54904. Later rebuilt to test unit 977775+977776.
|-
|align=center|-
|align=center|54047
|align=center|TS022
|[[Strathspey Railway (preserved)|Strathspey Railway]]
|align=left|-
|-
|}

==References==
{{clear}}
{{reflist}}

===Sources===
*Motive Power Recognition: 3 DMUs. Colin J. Marsden
*British Railway Pictorial: First Generation DMUs. Kevin Robertson
*British Rail Fleet Survey 8: Diesel Multiple Units- The First Generation. Brian Haresnape
*A Pictorial Record of British Railways Diesel Multiple Units. Brian Golding

==External links==
{{commons category|British Rail Class 114}}
*[https://web.archive.org/web/20040928223955/http://www.mrt-railcargroup.co.uk/ Midland Railway Trust Railcar Group - owners of units 50019+56006 and 56015+50015.]
*[http://www.railcar.co.uk/ The Railcar Association]


{{British Rail DMU}}

[[Category:British Rail diesel multiple units|114]]
[[Category:Train-related introductions in 1957]]

Pennsylvania Railroad class S1

2025-10-26T15:29:43Z

2601:243:1702:40:1495:94B4:DBF0:D0C0: /* Operating performance and alleged speed records */

{{Short description|Experimental American 6-4-4-6 duplex locomotive}}
{{Infobox locomotive
| name=Pennsylvania Railroad S1
| powertype=Steam
| image= Locomotive Pennsylvania.jpg
| caption= The official publicity photo of PRR S1 6100 of 1939
| builder=[[Pennsylvania Railroad|PRR]] [[Altoona Works]]
| serialnumber=Altoona 4341
| builddate=1939
| totalproduction=1
| whytetype={{whyte|6-4-4-6}}
| uicclass = 3′BB3′h4S
| gauge={{track gauge|ussg}}
|leadingdiameter = {{convert|36|in|mm|0|abbr=on}}
|driverdiameter={{convert|84|in|mm|0|abbr=on}}
|trailingdiameter = {{convert|42|in|mm|0|abbr=on}}
|wheelbase = ''Coupled:'' {{convert|26|ft|6|in|m|2|abbr=on}}, ''Loco:'' {{convert|64|ft|4|in|m|2|abbr=on}}, ''Loco & tender:'' {{convert|123|ft|9+1/4|in|m|2|abbr=on}}
|length = {{convert|140|ft|2+1/2|in|m|2|abbr=on}}
|width = {{convert|10|ft|7|in|m|2|abbr=on}}
|height = {{convert|16|ft|0|in|m|2|abbr=on}}
|locoweight={{convert|608170|lb|kg t|0|abbr=in}}
|weightondrivers = {{convert|281440|lb|kg t|sigfig=4|abbr=on}} ''1st Driver:'' {{convert|73800|lb|kg t|0|abbr=on}}, ''2nd Driver'': {{convert|73130|lb|kg t|0|abbr=on}}, ''3rd Driver'': {{convert|66970|lb|kg t|0|abbr=on}}, ''4th Driver'' {{convert|67460|lb|kg t|0|abbr=on}}
|tenderweight = ''Empty:'' {{convert|197020|lb|kg t|sigfig=4|abbr=on}}; ''Loaded:'' {{convert|451840|lb|kg t|sigfig=4|abbr=on}}
|locotenderweight = {{convert|1060010|lb|kg t|0|abbr=in}}
|tendertype = 250 P84 16-wheel tender (two 4-axle trucks)
|fueltype = [[Coal]]
|fuelcap = {{convert|52900|lb|kg t|sigfig=1|abbr=on}}
|watercap = {{convert|24230|usgal|abbr=on}}
| boiler = {{convert|100|in|mm|0|abbr=on}}
| boilerpressure={{convert|300|lbf/in2|MPa|2|abbr=on|lk=on}}
| firearea={{convert|132|sqft|m2|abbr=on}}
|tubesandflues = 219 tubes (2.25 in), 69 flues (5.5 in).
| cylindercount=Four
| cylindersize={{convert|22|x|26|in|mm|0|abbr=on}}
| fireboxarea = {{convert|660|sqft|m2|1|abbr=on}}
|superheaterarea = {{convert|2085|sqft|m2|1|abbr=on}}
| totalsurface = {{convert|7746|sqft|m2|1|abbr=on}}
| valvegear=[[Walschaerts valve gear|Walschaerts]]
| tractiveeffort={{convert|76,403|lbf|kN|2|abbr=on}} (at 85% cut-off) or ''{{convert|71,900|lbf|kN|2|abbr=on}} (at 70.6% cut-off)''
|factorofadhesion = 3.68
| poweroutput = {{cvt|7200|hp|kW}} when hauling 1,200 tons train at {{convert|100|mph|0|abbr=on}}
| maxspeed = {{convert|152|mph|0|abbr=on}} (Claimed) ''Operating speed'' ≤ {{convert|120|mph|0|abbr=on}}
| operator=[[Pennsylvania Railroad]]
| fleetnumbers=6100
| retiredate=1946
| scrapdate=
| disposition=Scrapped 1949
}}
The '''[[Pennsylvania Railroad|PRR]] S1''' class [[steam locomotive]] (nicknamed "The Big Engine") was a single experimental [[duplex locomotive]] of the [[Pennsylvania Railroad]]. It was designed to demonstrate the advantages of duplex drives espoused by Baldwin Chief Engineer Ralph P. Johnson. <ref name="theavanti">{{cite web
|title = Raymond Loewy-Locomotives
|publisher = The Avanti
|url = https://www.theavanti.com/locomotives.htm
|access-date = 2007-09-02
|archive-url = https://web.archive.org/web/20070927130653/http://www.theavanti.com/locomotives.htm  |archive-date = 2007-09-27}}</ref> The [[streamliner|streamlined]] [[Art Deco]] styled shell of the locomotive was designed by [[Raymond Loewy]].<ref name="theavanti" /><ref name="csm">{{cite web
|title = It's a bird! It's a plane! No, it's - an office tool
|publisher = The Christian Science Monitor
|work = The Home Forum > Essays
|date= September 23, 2004
|url = https://www.csmonitor.com/2004/0923/p18s02-hfes.html
|access-date = 2007-09-04
}}</ref><ref>{{Cite web |date=3 August 1938 |title=US2128490A Locomotive |url=https://worldwide.espacenet.com/patent/search/family/022226337/publication/US2128490A?q=pn%3DUS2128490A |access-date=11 March 2024 |website=Espacenet |archive-date=11 March 2024 |archive-url=https://web.archive.org/web/20240311181957/https://worldwide.espacenet.com/patent/search/family/022226337/publication/US2128490A?q=pn%3DUS2128490A |url-status=dead }}</ref>

The S1 had a unique [[6-4-4-6]] [[wheel arrangement]], meaning that it had two pairs of [[cylinder (engine)|cylinder]]s, each driving two pairs of [[driving wheel]]s. To achieve stability at fast passenger train speeds (above 100 mph), articulation was not used. The S1 was completed on January 31, 1939, at Altoona shop, and was numbered 6100.

At {{convert|140|ft|2+1/2|in|m|2|abbr=on}} overall, engine and tender, the S1 was the longest reciprocating steam locomotive ever; it also had the heaviest tender ({{cvt|451840|lbs|MT}}), highest tractive effort ({{convert|76,403|lbf|kN|2|abbr=on}}) of a passenger steam engine when built and the largest [[driving wheels]] (7 feet in diameter) ever used on a locomotive with more than three driving axles. 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. No further S1 models were built as focus shifted to the much smaller but more practical class [[Pennsylvania Railroad class T1|T1]] in June 1940. Design of the 4-4-4-4 T1 and the 6-4-4-6 S1 occurred concurrently, however, the S1 was the first produced.

==Construction and historical background==
[[Image:PRR-S1-Loewy.jpg|thumb|left|300px|Industrial designer [[Raymond Loewy]] stands on the front of the S1]]

As early as June 1936, the management of [[Pennsylvania Railroad]] decided to build a new passenger locomotive to replace its aging [[Pennsylvania Railroad K4 class|K4s]] locomotives. They also hoped that the new S1 steam locomotive would have a performance equal to their [[Pennsylvania Railroad class GG1]] electric engine and would be capable of hauling a 1,000-ton passenger train at 100 mph.<ref name="lionel" /> A conference was held between Baldwin Locomotive Works officials and W. F. Kiesel, J. V. B. Duer and W. R. Elsey for PRR, where PRR demanded a passenger locomotive to haul 15 standard cars at 100 mph on level track between [[Paoli, Pennsylvania|Paoli]] and Chicago. Baldwin presented several [[4-8-4]] and [[4-4-4-4]] designs made for other railroads. However, PRR rejected the 4-8-4 design in favor of a rigid frame [[Duplex locomotive|duplex]] and asked Baldwin to consider the wheel arrangement 4-4-6-4. 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.

Two months after the conference, Baldwin Locomotive Works officials presented four designs to PRR:

* a 4-4-4-4 passenger locomotive that could haul 1,200 tons but exceeded existing weight and clearance restrictions
* a 4-4-4-6 passenger locomotive that could haul 1,200 tons but also exceeded limits
* 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
* an articulated 4-6-6-4 locomotive

PRR preferred 4-4-4-4 and asked Baldwin to consider a passenger version with 6 ft 8 in drivers and a freight version with 6 ft drivers. 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. 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. T. W. Demarest headed the joint committee, General [[wikt:superintendent|Superintendent]] of Motive Power in PRR's Western Region.<ref>{{cite web
|title=PRR Chronology 1936
|publisher = Pennsylvania Technical and Historical Society
|work = PRR Chronology
|date= April 2015
|url = http://www.prrths.com/newprr_files/Hagley/PRR1936%204_15_15.pdf
|access-date = 2018-07-21
}}</ref>

The members of the joint committee were:

* Ralph P. Johnsonn (Baldwin)
* William Winterwood
* H. Glaenzer (Baldwin)
* Dan Ennis (American Locomotive Company)
* William E. Woodard (Lima)
* Samuel Allen

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

On 2 June 1937, PRR officially announced the development of the “Pennsylvania Type” high-speed passenger locomotive which would become Class S1. After various details were discussed and finalized, it became necessary to make changes that substantially increased the locomotive's weight. By the time the plans were finalized and approved it had evolved into a 6-4-4-6.<ref>{{cite web
|title=PRR Chronology 1937
|publisher = Pennsylvania Technical and Historical Society
|work = PRR Chronology
|date= April 2015
|url = http://www.prrths.com/newprr_files/Hagley/PRR1937%204_15_15.pdf
|access-date = 2018-07-21
}}</ref>

==Duplex design==
The benefits of a duplex design included lighter machinery, shorter cylinder stroke, less wear, lower piston thrust, smaller more efficient cylinders, and a more stable
frame than an articulated underframe; also, no hinged connection had to be maintained.<ref>Pennsy Power by Alvin F. Staufer | 1962 | Page 217</ref> Reduced hammer blows on the track resulted in lower maintenance cost. Two sets of drivers with four wheels each could have lighter (as much as 25%) running gear than a locomotive with all four axles coupled together, smaller and lighter moving parts ensured less wear and tear. Baldwin's chief engineer believed that the 8-coupled, two-cylinder locomotives of the time were at or near practical limits in terms of steam flow, cylinder efficiency could be improved at high speed by getting the same power from four smaller cylinders with proportionately larger valves. Cylinder valve travel was {{cvt|7.5|in|mm}}, valve lap was {{cvt|1.875|in|mm}}, valve diameter {{cvt|12|in|mm}}, the lead was {{cvt|.3125|in|mm|1}}, and the exhaust clearance was {{cvt|.25|in|mm}}.

==Construction==
[[Image:S1 boiler.jpg|thumb|left|225px|The S1 under construction at [[Altoona, Pennsylvania|Altoona]]. The smaller boiler in the photo is for a [[Pennsylvania Railroad class B6|B6]] [[switcher]] giving a sense of scale.]]
The S1 was the largest passenger locomotive ever constructed, and the cast steel [[locomotive bed]] plate made by [[General Steel Castings]] was the largest single-piece casting ever made for a locomotive.<ref name="lionel"/><ref name=Reed>{{cite book |last = Reed |first = Brian |date = June 1972 |title=Pennsylvania Duplexii |publisher = Profile Publications Limited |location = Windsor, Berkshire |series = Loco Profile 24 |pages=267–271}}</ref> In order to negotiate sharper radius curves, S1 was equipped with [[lateral motion device]]s made by Alco on its first and third set of drivers, allowing 57.2 mm (2.25 inches) of lateral play on the axles, but these proved to be inadequate. Unlike other experimental duplex engines like PRR's Class [[PRR Q1|Q1]] #6130 4-6-4-4, there were no flangeless wheels or blind drivers adopted on S1.

In March 1938, a [[Chicago and North Western class E-4]] 4-6-4 "Hudson" #4003 was tested by PRR at Altoona.<ref>"Black Gold - Black Diamonds: The Pennsylvania Railroad & Dieselization" Volume 1 by Eric Hirsimaki, July 1997, Page 85-86</ref> Based on the test results, PRR decided to adopt 84" drivers and a cylinder pressure of 300 psi for the S1. PRR believed that the large diameter drivers could increase the tractive effort without causing undue slipping.<ref name="lionel">{{cite web
|title = Actual Production Models Shown
|publisher = www.lionel.com
|work = Brochures
|year= 2003
|url = http://www.lionel.com/Brochures/2003_Brochures/penn_s1_duplex/pennsy_s1-duplex_page2.html
|access-date = 2007-09-03
}}</ref>
In August 1941, PRR VP-Western Region [[James M. Symes]], a senior official who turned against the idea of duplex engine in later years, approved the extension of stall no. 30 of the Crestline roundhouse to accommodate the S1. The stall had a connection at the back because the S1 could only be turned on a wye, but not on the roundhouse's turntable.

[[Timken Company|Timken]] roller bearings were equipped on the crosshead pins, all engine trucks, and drive axles as well as the tender trucks. Besides, the lightweight reciprocating parts were manufactured by Timken High Dynamic Steel and designed by [[Timken Company|Timken]] engineers.<ref>Waide Collection of Vintage Railroad Advertisements 1840-1949 https://waidephoto.smugmug.com/Trains/Waide-Collection-of-Vintage/i-NcMc82c/A {{Webarchive|url=https://web.archive.org/web/20211028044811/https://waidephoto.smugmug.com/Trains/Waide-Collection-of-Vintage/i-NcMc82c/A |date=2021-10-28 }}</ref> To get enough steel between the crank and axle, the back end of each main rod was offset {{convert|1+1/8|in|mm|0}} from the crank in the driver, so the big end made a {{convert|26|in|mm|0|adj=on}} circle while each side rod pin made a {{convert|28+1/4|in|mm|0|adj=on}} circle.

==Boiler, steaming quality and streamlining==
The boiler for the S1 was the largest built by the Pennsylvania Railroad; with {{convert|660|sqft|m2}} of direct heating surface and 500 one-inch diameter tubes, the total heating surface area of S1 was {{convert|7,746|sqft|m2}}; it was 99.3% as massive as the boiler for [[Union Pacific Big Boy|Union Pacific's 4000-class "Big Boy" locomotives]]. In terms of drawbar horsepower, the S1 was 13% more powerful than the Big Boy, with {{cvt|7200|hp|kW}} and {{cvt|6345|hp|kW}} respectively.{{Citation needed|date=October 2023|reason=I can't find a credible source for either of these numbers. Kratville gives Big Boy 6290 max.}} The large [[Belpaire firebox]] met the Pennsy's standards; its heating surface area included that supplied by seven American Arch circulators. Water passed through 5.5-inch horizontal tube met at the centerline with the other cross tube forming the bottom of the 7-inch vertical tube that sprayed the water up into the steam space above the crown sheet. The lowest set pair of tubes was forward with the side openings of the other six steadily rising toward the back.

A large Worthington 6 SA [[feedwater heater]] was fitted with a 7 SA pump to handle the enormous boiler's thirst. The six-wheel [[leading truck|leading]] and [[trailing truck]]s were added, as the locomotive was too heavy for four-wheel units. The [[streamliner|streamlined]] [[Art Deco]] styled shrouding of the locomotive was designed by [[Raymond Loewy]],<ref name="theavanti" /><ref name="csm" /> a design concept based on his earlier streamlining design for PRR [[K4s]] #3768 in 1936, for which he received [http://www.jitterbuzz.com/stream.html#essone U.S. Patent No. 2,128,490]. Raymond Loewy conducted the wind-tunnel test by using the clay model of S1 at [[Guggenheim Aeronautical Laboratory]] for the design of its streamlined shrouding, and it was the same laboratory where he conducted testing of the streamlining of PRR K4s #3768. The design of the smoke lifting plate around the smokestack on S1 was improved based on the wind-tunnel test result from Guggenheim.<ref>Streamliner - Raymond Loewy and Image-making in the Age of American Industrial Design |John Wall| Page 81 |</ref>

==Construction costs and testing==
The cost of the S1 was $669,780.00, equal to ${{formatnum:{{Inflation|US|669780|1939}}}} today,<ref name="lionel" /> which was over twice the cost of a PRR T1 4-4-4-4 (#6111 cost $310,676). No. 6100 was completed at Altoona on December 21, 1938 without the streamlined casing. On the same day, it made its first road test with two cars, running backward to Huntingdon and returned to Altoona at speeds up to {{convert|50|mph}}. During the run, it was stopped and checked for overhang on all tight curves. Assistant Chief of Motive Power-Locomotive Carleton K. Steins (1891-1973) noted superior riding and steaming qualities.<ref>{{cite web
|title=PRR Chronology 1937
|publisher = Pennsylvania Technical and Historical Society
|work = PRR Chronology
|date= April 2015
|url = http://www.prrths.com/newprr_files/Hagley/PRR1937%204_15_15.pdf
|access-date = 2018-07-21
}}</ref> During another pre-service road test, the S1 was clocked at {{convert|73|mph}} towing 90 freight cars.<ref>The Keystone Magazine | Vol.27 | No.2 | Summer 1994</ref>

==1939 World's Fair display==
[[Image:PRR S1.jpg|thumb|left|300px|The S1 at the [[1939 New York World's Fair|New York World's Fair]] of 1939 ]]

The S1 was displayed at the [[1939 New York World's Fair]] with the lettering '''"American Railroads"''' rather than '''"Pennsylvania Railroad"''', as 27 eastern railroads had one combined {{convert|17|acre|ha|adj=on}} exhibit, which also included the [[Baltimore and Ohio class N-1]].<ref name=Reed /> To reach the Fair, the S1 took a circuitous route over the [[Long Island Rail Road]]. Many obstacles, like some of the third rail guards, had to be temporarily removed while other obstacles were passed at a crawl to reach the fairgrounds. S1 was towed (facing backward) by smaller freight engines like PRR Ils and took a round-about route to the fair site. She ran up the [[Bel-Del]], interchanged with the [[Lehigh and Hudson River Railway]] at [[Belvidere, New Jersey|Belvidere]] and [[New York, New Haven and Hartford Railroad|NH]] at [[Maybrook]]. The S1 traveled over the [[Poughkeepsie]] and [[Hell Gate Bridge]], crossed over the [[Hudson River]] and then brought it across on the NY Connecting.<ref>{{cite web| url-status = live| archive-url = https://ghostarchive.org/varchive/youtube/20211205/9dON2ZmIWZY| archive-date = 2021-12-05| url = https://www.youtube.com/watch?v=9dON2ZmIWZY| title = PRR S-1 Duplex (Volume 1) | website=[[YouTube]]| date = 25 May 2018}}{{cbignore}}</ref> On March 13, 1939, the S1, lettered “American Railroads” on the tender, arrived at New York World's Fair.

At the Fair, the drive wheels operated under the locomotive's steam power<ref name="lionel" /> ran continuously on the roller platform at {{cvt|60|mph|km/h}} for an entire day. Film footage shows that all the wheels on S1, besides the drive wheels, were also placed on rollers powered by electricity; every time S1 started its performance by moving the drive wheels, all the wheels were rolling, including the wheels on the tender's truck.

The World's Fair was open for two seasons, from April to October each year, and was officially closed on October 27, 1940. During the five-month break between October 1939 and April 1940, No. 6100 was put back on the system for passenger service and road testing. There is photo evidence showing that the S1 was hauling the ''[[Manhattan Limited]]'', a named train serving as an alternative to the ''[[Broadway Limited]]'', in November 1939.<ref>Pennsy's “Big Engine” in the snow | Classic Trains Magazine | April 1st, 2014 | https://ctr.trains.com/photo-of-the-day/2014/04/pennsys-big-engine-in-the-snow {{Webarchive|url=https://web.archive.org/web/20200921090518/https://ctr.trains.com/photo-of-the-day/2014/04/pennsys-big-engine-in-the-snow |date=2020-09-21 }}</ref>

[[Popular Mechanics]] described S1 as the "'''Pride of American Railroad'''" in an article in their June 1939 issue.<ref>Popular Mechanics | Million-Pound Iron Horse is 140 Feet Long { https://archive.org/stream/PopularMechanics1939/Popular_Mechanics_06_1939#page/n109</ref> The World's Fair attracted nearly 25 million visitors, S1's first 50,000 service mile was accumulated from this fair's live steam show. After the World's Fair, the S1 was re-lettered for the Pennsylvania Railroad fleet. As one of the most important exhibits of the World's Fair, S1 was used by the PRR for various publicity purposes; her image was featured in calendars, stamps, advertisements, brochures, puzzles, etc. The [[American Bank Note Company]] issued a series of stamps<ref>Eaton Fine Paper Stamps | https://www.mysticstamp.com/mus090--1939-eatons-fine-letter-papers-labels-set-of-7/</ref> in 1939, published by the Eaton paper company as part of an advertising campaign. One of the stamps depicts the S1 hauling the ''Broadway Limited''.<ref>The Pennsylvania Railroad S-1 | http://www.jitterbuzz.com/stream.html#essone</ref>

==Service history==
[[File:PRR S1 hauling the Trail Blazer.jpg|thumb|left|300px|PRR S1 #6100 hauling the ''Trail Blazer'', PRR's premier, luxury all-coach train between New York and Chicago in Nov 1942.]]
The S1 began its passenger train services starting from December 1940, on the run between Chicago and [[Pittsburgh]]. On its first run out of Fort Wayne, Indiana, the crew was led by H.H. Lehman (Fireman), C.J. Wappes (Road Foreman) and Frank Ritcha (Engineer). Due to its gigantic size, the S1 had to turn on the [[Chicago, Burlington and Quincy Railroad]]'s [[Wye (rail)|wye (Y)]] at Chicago before going eastbound and was unable to go through the 130 lb switch (No. 8) just to the west of [[Pittsburgh Union Station]].<ref>https://prrt1steamlocomotivetrust.org/faq.php {{Webarchive|url=https://web.archive.org/web/20190824010545/https://www.prrt1steamlocomotivetrust.org/faq.php |date=2019-08-24 }} | Question No.9 "Where it will run?"</ref> This problem wasn't fixed until 1946 (which also prevented the PRR class T1 operating through Pittsburgh).

The S1 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 {{cvt|283|mi|km}} mainline between [[Chicago, Illinois]] and [[Crestline, Ohio]]. It was assigned to the Fort Wayne Division and based at the Crestline engine-house. As such, the S1 had to be turned on the wye at Crestline whenever it was in town, and suffered from repeated derailments as a result.<ref>{{Cite web|url=https://www.crestlineprr.com/duplexexperimentals.html#s1|title = Crestline PRR Engine Facility Duplex and Experimentals}}</ref> Based on photographic evidence, the S1 hauled the ''[[Broadway Limited]]'' (New York to Chicago) and ''[[Liberty Limited]]'' (Washington D.C. to Chicago) in the first few months of its revenue service, and was then assigned to haul other popular, heavier and commercially successful passenger trains such as the [[General (train)|''General'']], [[Trail Blazer (train)|''Trail Blazer'']] and ''Golden Arrow'' on this route.<ref name="lionel" />

Monthly mileage reports from the Hagley Library indicated that the S1 racked up {{convert|10388|mi|km|adj=on}} per month, equivalent to twenty round trips between [[Chicago, Illinois]] and [[Crestline, Ohio]], which in Aug 1941 was very remarkable for an experimental engine, compared to K4s' monthly average of {{cvt|6000 to 8000|mi|km}}. This implied the PRR had high regard for the S1's power and speed. The S1 helped PRR to handle the extreme busy wartime traffic until the end of WWII and paid off its high construction cost within one year. Crews liked the S1, partly because of its very smooth ride at speed. The locomotive's great mass and inertia combined with the unique 6-wheel trailing truck dampened the bumps and surging often experienced with duplex locomotives.

==Operating performance and alleged speed records==
[[Image:Pennsylvania Railroad Class S1 No.6100 hauling the Liberty Limited eastbound in April 1941.jpg|thumb|left|300px|PRR S1 #6100 was seen hauling the ''Liberty Limited'' eastbound at New Freedom, PA in April 1941.]]

In terms of [[tractive effort]] and [[drawbar horsepower]], the PRR S1 was the most potent reciprocating steam locomotive ever built for passenger service. Starting tractive effort calculated in the usual way (85% mean effective pressure) comes out {{convert|76,400|lbf|kN|abbr=on}}, but the engine used 70.6% limited cutoff (presumably to increase port openings at short cutoff), so the railroad claimed a correspondingly lower tractive effort.{{technical statement|date=January 2017}} During a test run between Chicago, Illinois and Crestline, Ohio in December 1940, the S1 managed to reach {{convert|100.97|mph}} on level track with a {{cvt|1350|ST|MT LT}} passenger train, which was equal to 24 postwar lightweight passenger cars.<ref>Dampflokomotiven in den USA 1825–1950 Band 2: Die technische Hochblüte der Dampftraktion 1921–1950, Page 112 | 1972 | Autoren: BUCHMANN</ref> In this test run, the S1 also achieved an average speed of {{convert|66|mph}}, which was 27% faster than the average schedule speed of the route. Some publications from Germany stated that the S1 was able to reach {{convert|120.01|mph}} in other road tests during the late 1940s when pulling lighter load, but PRR never claimed this record. On April 19, 1941, during an excursion run organized by the Detroit Railroad Club, the S1 reached {{convert|105|mph}} on the route between [[Fort Wayne]] and Chicago.<ref>Black Gold - Black Diamonds: The Pennsylvania Railroad & Dieselization" Volume 1 by Eric Hirsimaki, July 1997, Page 105</ref>

An article "Riding the Gargantua of the Rails"<ref>https://streamlinermemories.info/PRR/Gargantua.pdf | Popular Mechanics Magazine | Dec 1941</ref> in the Dec 1941 [[Popular Mechanics Magazine]] cites a speed recorded by assistant road foreman Charlie Wappes of the Fort Wayne Division during the S1's test runs at {{convert|133.4|mph}} with a train of 12 heavyweight passenger cars. There are other stories of the S1 reaching or exceeding {{convert|140|mph}}. In the German trade press and literature from 1945 there was a report of a record run of the S1, citing railroad officials of [[Interstate Commerce Commission]] that a speed of {{convert|141.2|mph}} was reached when the engine was trying to make up time for a delayed westbound train, [[Trail Blazer (passenger train)|the ''Trail Blazer'']].<ref>Rekord Lokomotiven, Die schnellsten der Schiene 1848-1950, P.134 | (1988) by Wilhelm Reuter</ref>

Its high-speed capability was such that many have claimed that the S1 exceeded on multiple occasions the {{convert|126|mi/h|km/h|abbr=on}} record steam locomotive speed set in 1938 by the [[Rail transport in Great Britain|British]] [[London and North Eastern Railway|LNER]] locomotive ''[[LNER Class A4 4468 Mallard|4468 Mallard]]''. The engine was claimed to have exceeded {{convert|152|mi/h|km/h|abbr=on}} on the Fort Wayne-Chicago run, as it was reported that the PRR received a fine for the feat.{{Citation needed|reason=A 152 MPH claim with a fine is an important enough of a statement & story it needs additional citations to prove its veracity|date=May 2024}}

The streamlining designer of the train [[Raymond Loewy]] himself wrote in 1979: "On a straight stretch of track without any curves for miles; I waited for the S1 to pass through at full speed. I stood on the platform and saw it coming from the distance at ''120 miles per hour''. It flashed by like a steel thunderbolt, the ground shaking under me, in a blast of air that almost sucked me into its whirlwind. Approximately a million pounds of locomotive were crashing through near me. I felt shaken and overwhelmed by an unforgettable feeling of power, by a sense of pride at the sight of what I had helped to create."

==Suspected design flaws==
{{Unreferenced section|date=July 2009}}
[[Image:PRR S1 detail.jpg|thumb|left|185px|Detail view of the driving wheels and cylinders; note the rollers upon which the wheels rested while on display]]

The lack of curve compatibility led to the S1 not being used for its intended long-distance express service. Although the S1 had less than half (47%) its total weight on the driving wheels, its [[Factor of adhesion]] was still close to the much more successful [[PRR Q2]], Santa Fe "Northern" 4-8-4s the 2900s, and the renowned [[Norfolk and Western J class (1941)|N&W J class]] 4-8-4s. More than half of its weight was carried by the three-axle pilot (leading) and trailing trucks instead of the drivers, which left the four duplex driving axles susceptible to wheel slippage. However, during the {{frac|5|1|2}} years service history of the S1, no serious accident occurred due to wheel slippage. The S1 served between Chicago and Crestline, Ohio for almost {{frac|5|1|2}} years, giving it a longer career than other experimental PRR steam locomotives, such as the [[PRR Q1|Q1]] 4-6-4-4 and [[PRR S2|S2]] turbine 6-8-6.

==Mitigation measures==
To increase the adhesion and improve performance, PRR enlarged the sand dome on the S1. It ensured the supply of sand for steam sanding and slightly increased the axle load above the first and second set axle. The S1 was partially de-skirted in 1942 to improve the visibility of the reciprocating parts for the crews and better operation.<ref name="ReferenceA">Loco Profile, 24: Pennsylvania DuplexII | 1972</ref> Suspension springs of the pilot truck and trailer truck were fine-tuned to straighten out the overall weight distribution to achieve better performance. Railway Historian and Author Alvin F. Staufer agrees that she (S1) was oversized and thus unable to visit most roundhouses or handle tight curves, but contends: "She was an excellent steamer and gave trouble-free service."<ref>Pennsylvania "Duplex Drive" Locomotives in the USA, https://www.steamlocomotive.com/locobase.php?country=USA&wheel=Duplex&railroad=prr</ref>

==Retirement==
[[Image:Pennsylvania RR streamlined locomotive T1.jpg|thumb|right|225px|Based on the experience gained from the S1, PRR improved the design of the T1. A total of 52 of them were ordered from 1940 to 1945.]]

According to an official report from PRR dated December 1, 1945, which is now stored in The [[Hagley Museum and Library]], No. 6100 was awaiting engine truck repairs at Crestline. It was expected to be returned in service after a few days. This is one solid proof that the S1 was still in service at least until December 1945. At the time, at least 13 [[Pennsylvania Railroad class T1|T1]] [[4-4-4-4]]s were already put into service.

The design flaws of the S1 led to only one example being produced. Before the S1 was officially put in revenue service, the PRR already ordered the T1s. Unlike its duplex sisters, the S1 didn't install any form of Poppet Valve Gear, even though it was proposed to install Franklin Type A rotary cam [[Valve gear#Poppet valve gears|poppet valve gear]] when it was already under construction, but such proposal was rejected due to technical difficulties in 1938.<ref name="ReferenceA"/> This decision unexpectedly prevented many issues that would have been caused by the problematic Franklin valves in the T1's service. The total service years or total service mileage of the S1 (from Nov 1939 to March 1940, Dec 1940 to May 1946) was indeed slightly longer than some of the younger T1s.

A time-book belonging to Pennsy engineman Byron Breininger from the Ft. Wayne division records a trip to Chicago on No. 6100 at 8:59 AM on May 5, 1946. This run was possibly one of its last in service, as less than two years later PRR president [[Martin W. Clement]] announced that “by May of this year (1948) we expect all of our through passenger trains west of the electrified territory to be dieselized”.<ref>Railway & Locomotive Historical Society Newsletter - Winter 2007</ref> Preservation of the S1 was discussed inside PRR's board, but due to the deteriorating financial situation since 1946, 6100 was scrapped in 1949.<ref name="lionel" /><ref name="prr1945">{{cite web
|title=PRR Chronology 1945
|publisher = Pennsylvania Technical and Historical Society
|work = PRR Chronology
|date= April 2015
|url = http://www.prrths.com/newprr_files/Hagley/PRR1945.pdf
|access-date = 2016-02-20
}}</ref> The [[Pennsylvania Railroad|PRR]] continued developing the [[PRR T1|T1]] class of [[4-4-4-4]] duplex locomotives but wheel slip and mechanical failures also plagued the T1.

Before Pennsylvania Railroad commissioned Baldwin Locomotive Works for the T1 in 1940, it had already begun developing duplex designs for fast locomotives since 1938, including a rigid-frame 4-2-2-4 and three-cylinder [[4-4-4]] for lightweight trains and the preliminary design for a [[4-4-4-4]] for heavy trains; BLW presented these designs to several railroads, but only the PRR adopted the duplex concept.<ref>A GENERAL CHRONOLOGY OF THE PENNSYLVANIA RAILROAD COMPANY ITS PREDECESSORS AND SUCCESSORS AND ITS HISTORICAL CONTEXT| Christopher T. Baer| 1939</ref> In Oct 1939, when the S1 was still on display in the 1939-40 World's Fair, Baldwin placed a stock order to build a 4-4-4-4 duplex high-speed passenger locomotive as a demonstrator, with bullet nose streamlining by noted industrial designer [[Otto Kuhler]]. However before it could be built, the PRR placed an order for two locomotives of this type in July 1940. This implied that the S1 was a showpiece exclusively built for the World's Fair instead of replacing the [[K4s]] as the new prime power of the PRR. The PRR T1 was developed when the S1 was under construction or on display in the World Fair.<ref>A GENERAL CHRONOLOGY
OF THE PENNSYLVANIA RAILROAD COMPANY 1939 | http://www.prrths.com/newprr_files/Hagley/PRR1939%204_15_15.pdf</ref>

==Cultural references==
{{Unreferenced section|date=December 2007}}

The stylish appearance of the S1 has proved to be very popular:
* The S1 was represented in a 1939 painting by railroad artist [[Grif Teller]] that appeared in the Pennsylvania Railroad's picture calendar.
* The [[American Bank Note Company]] issued a series of posters published by the Eaton paper company as part of an advertising campaign in 1939, one of the posters depicts the S1 hauling the ''Broadway Limited''.
* Famed artist Emmanuel Zurin's Bronze sculpture ''Train futuriste,'' a 43 inches long sculpture which features some elements of S1's front-end styling like the bullet head, lines, and curves at the pilot and its 6-wheel trucks.
* A painting of the S1 is used as the album cover for the compilation album ''Night Train, Classic Railroad Songs, Volume 3'', published by Rounder in 1998.
* Compilation album ''Black Diamond Express to Hell'', published by Rev. A. W. Nix in 2006, features a perspective drawing of the S1 which was used as the backbone of the cover's art design.
* In the PC game ''[[Gadget Invention, Travel, & Adventure|Gadget: Invention, Travel, & Adventure]]'', one of the trains the player travels on is pulled by an S1 modeled locomotive, which also appears on the cover art.
* The Danish pop group '[[Laid Back]]'s third album ''Play It Straight'', released in 1985, features a three-quarter view of the S1's bow on its cover, albeit in a red hue it never wore in service.
* The S1 appears in the ''[[The Sandman (DC Comics Modern Age)|Sandman]]'' comic series, book IX.
* In ''[[The Galaxy Railways]]'', the engine for Vega Platoon, Iron Burger, is loosely based on the S1, with the [[4-8-8-4]] wheel arrangement used for the [[Union Pacific Big Boy]], which was used as the basis for Big One, the engine for Sirius Platoon.
* A locomotive inspired by the S1, minus the tender, appears in the PC game ''[[Grim Fandango]]'' as "the Number Nine," the best vehicle for travel to the eternal rest.
* [[Solomon Islands]] Stamps released a set of stamps in 2017 (Neofile #SI-17212a) with the S1 and other express steam locomotives from all over the world, such as the LNER A4 ''Mallard''. <ref>SOLOMON ISLANDS STAMPS 2017 | https://www.neofila.com/stamps/world/solomon-islands.htm</ref>
* A streamlined locomotive similar to the S1 appears in ''[[Batman: The Animated Series]]'' season 1, episode 2, ''[[Christmas with the Joker]]''.
* Aunt Billie's "toy trains" in the 2007 film ''[[Meet the Robinsons]]'' are loosely based on this particular locomotive design.
* ''Engine Engine No. 9'', a 34-page children’s chapter book by Edith Thacher Hurd, illustrated by Clement Hurd, published in 1940 by Lothrop, Lee & Shepard Co. of Boston, has as its main character an anthropomorphic steam locomotive. Clement Hurd’s illustrations show No. 9 to be nearly identical to a PRR class S1, except for its [[4-6-2]] “Pacific” wheel arrangement, making No. 9 considerably shorter than a 6-4-4-6 PRR class S1.
* Paramount’s 1941 Technicolor Superman cartoon by Max and Dave Fleischer, ''Billion Dollar Limited,'' stars a steam locomotive with the same Art Deco streamlining as a PRR class S1, except for a 4-8-4 wheel arrangement instead of the S1’s 6-4-4-6 arrangement.
* There are Lionel and MTH models of 6100.
* The locomotive has appeared in train games like ''Trainz'' and ''Train Simulator Classic''.

==See also==
*[[Pennsylvania Railroad locomotive classification]]

==References==
<references />
{{Commons category|Pennsylvania Railroad S1}}
{{PRR locomotives}}

[[Category:Pennsylvania Railroad locomotives|S1]]
[[Category:Streamlined steam locomotives]]
[[Category:6-4-4-6 locomotives]]
[[Category:Duplex locomotives]]
[[Category:Experimental locomotives]]
[[Category:Individual locomotives of the United States]]
[[Category:Passenger locomotives]]
[[Category:Steam locomotives of the United States]]
[[Category:Railway locomotives introduced in 1939]]
[[Category:Scrapped locomotives]]
[[Category:Unique locomotives]]
[[Category:Standard-gauge locomotives of the United States]]
[[Category:Raymond Loewy]]