Under the Whyte notation for the classification of steam locomotives, 2-10-0 represents the wheel arrangement of two leading wheels on one axle, ten powered and coupled driving wheels on five axles, and no trailing wheels. This arrangement was often named Decapod, especially in the United States, although this name was sometimes applied to locomotives of 0-10-0 "Ten-Coupled" arrangement, particularly in the United Kingdom. Notable German locomotives of this type include the war locomotives of Class 52.
The Pennsylvania Railroad GG1 is a class of streamlined electric locomotives built for the Pennsylvania Railroad (PRR), in the northeastern United States. The class was known for its striking art deco shell, its ability to pull trains at up to 100 mph, and its long operating career of almost 50 years.
Locomotive classification on the Pennsylvania Railroad took several forms. Early on, steam locomotives were given single-letter classes. As the 26 letters were quickly assigned, that scheme was abandoned for a more complex system. This was used for all of the PRR's steam locomotives, and — with the exception of the final type bought — all electric locomotives also used this scheme.
The Pennsylvania Railroad K4 was a class of 425 4-6-2 steam locomotives built between 1914 and 1928 for the PRR, where they served as the primary main line passenger steam locomotives on the entire PRR system until late 1957.
The M1 was a class of steam locomotive of the Pennsylvania Railroad (PRR). It was a class of heavy mixed-traffic locomotives of the 4-8-2 "Mountain" arrangement, which uses four pairs of driving wheels with a four-wheel guiding truck in front for stability at speed and a two-wheel trailing truck to support the large firebox needed for sustained power. Although built for both passenger and freight work, they spent most of their service lives hauling heavy high-speed freight trains. Many PRR men counted the M1 class locomotives as the best steam locomotives the railroad ever owned.
The Pennsylvania Railroad (PRR) class T1 duplex-drive 4-4-4-4 steam locomotives, introduced in 1942 with two prototypes and later in 1945-1946 with 50 production examples, were the last steam locomotives built for the PRR and arguably its most controversial. They were ambitious, technologically sophisticated, powerful, fast and distinctively streamlined by Raymond Loewy. However, they were also prone to wheelslip both when starting and at speed, in addition to being complicated to maintain and expensive to run. The PRR decided in 1948 to place diesel locomotives on all express passenger trains, leaving unanswered questions as to whether the T1's flaws were solvable, especially taking into account that the two prototypes did not have the problems inherent to the production units.
A 4-4-4-4 steam locomotive, in the Whyte notation for describing locomotive wheel arrangements, has a four-wheel leading truck, two sets of four driving wheels, and a four-wheel trailing truck. While it would be possible to make an articulated locomotive of this arrangement, the only 4-4-4-4s ever built were duplex locomotives—with two sets of cylinders driving two sets of driven wheels in one rigid frame, essentially a 4-8-4 with divided drive.
A 6-4-4-6 steam locomotive, in the Whyte notation for describing locomotive wheel arrangements, is one with six leading wheels, two sets of four driving wheels, and six trailing wheels.
The PRR S1 class steam locomotive 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. The S1 class was the largest steam locomotive ever built. The streamlined Art Deco styled shell of the locomotive was designed by Raymond Loewy.
The Pennsylvania Railroad's class P5 comprised 92 mixed-traffic electric locomotives constructed 1931–1935 by the PRR, Westinghouse and General Electric. Although the original intention was that they work mainly passenger trains, the success of the GG1 locomotives meant that the P5 class were mostly used on freight. A single survivor, prototype #4700, is at the National Museum of Transportation in St Louis, Missouri.
The Pennsylvania Railroad's class O1 comprised eight experimental boxcab electric locomotives built in 1930 and 1931. They were built in preparation for the New York to Washington Electrification project. They had the wheel arrangement classified as 4-4-4 in the Whyte notation. Although successful, they were not powerful enough for the railroad's increasingly heavy trains. For production, the PRR chose to concentrate on the P5 class, effectively an enlarged and more powerful version of the O1 with an additional pair of driving wheels.
The Pennsylvania Railroad's class DD2 was a single prototype electric locomotive never placed into series production. It was intended as an improved and simplified GG1 for use on the planned, but never built, extension of the PRR's electrification west of Harrisburg, Pennsylvania. The one locomotive produced was numbered #5800 and used in regular Baltimore tunnel helper service until it was scrapped in September 1962.
The Pennsylvania Railroad's class FF1 was an American electric locomotive, a prototype numbered #3931 and nicknamed "Big Liz". It was built in 1917 to haul freight trains across the Allegheny Mountains where the PRR planned to electrify. "Big Liz" proved workable but too powerful for the freight cars of the time with its 4,600 hp (3,400 kW) and 140,000 lbf (620 kN) of tractive effort. Pulling the train it regularly snapped couplers and when moved to the rear as a pusher its force was sufficient to pop cars in the middle of the train off the tracks.
The Pennsylvania Railroad's class L6 comprised three electric locomotives of 2-8-2 wheel arrangement in the Whyte notation. The intention was to build a whole class of freight boxcab locomotives using this design, but the displacement of class P5a to freight work after the introduction of the GG1 meant that there was little need for more electric freight locomotives.
The Pennsylvania Railroad's class L5 were the railroad's second generation of production electric locomotives after the DD1, and the last to use a jackshaft and side rods to drive the wheels. The L5 was a single-unit locomotive instead of the twin-unit DD1. The wheel arrangement in Whyte notation was 2-4-4-2, or 1-B-B-1 in the AAR scheme. Twenty five were built in 4 distinct subclasses. The lead unit of the class was equipped for AC operation with an overhead pantograph, while the other 24 were third rail DC units to work on the existing PRR third rail electrification in the New York area.
The Pennsylvania Railroad's class AA1 comprised two experimental electric locomotives constructed in 1905 by the company's own Altoona Works with the assistance of Westinghouse. Intended as testbeds as the PRR began its electrification project, both locomotives remained service into the 1930s.
The Pennsylvania Railroad class Q1, #6130, was a single experimental steam locomotive designed for dual service. The locomotive entered service in 1942, and retired in 1949 after accumulating a relatively low 165,000 service miles.
Pennsylvania Railroad 4800, nicknamed "Old Rivets", is a GG1-class electric locomotive located at the Railroad Museum of Pennsylvania, outside of Strasburg, Pennsylvania in the United States. It is the prototype GG1 and was originally numbered 4899. Built by General Electric in 1934, the locomotive competed against a prototype, the R1, built by rival company Westinghouse. 4800 was kept in service by the Pennsylvania Railroad and its successors, Penn Central and Conrail, until 1979. It was sold the next year to a local chapter of the National Railway Historical Society. 4800 was dedicated in 1982 at the Railroad Museum of Pennsylvania and was designated a Historic Mechanical Engineering Landmark in 1983.
Pennsylvania Railroad 1737 was a 4-6-2 Pacific type K4 class steam locomotive built in 1914 as the first of its class and would haul heavier passenger trains that the smaller E class 4-4-2 Atlantics could not handle such as the PRR's flagship passenger train, the Broadway Limited. In the 1930s, as the PRR had increased passenger service time tables, the trains became longer and heavier than a single K4s could handle, necessitating double-heading with a second engine. The "Standard Railroad Of The World" made attempts to replace the 1737 and its classmates with larger, more powerful classes including: K5, S1, and the T1, none of which were successful; thus, the K4s continued hauling passenger trains until the Pennsylvania Railroad replaced steam locomotives with the increasingly-popular and less-costly diesel-electric locomotives in 1957.
A duplex locomotive is a steam locomotive that divides the driving force on its wheels by using two pairs of cylinders rigidly mounted to a single locomotive frame; it is not an articulated locomotive. The concept was first used in France in 1863, but was particularly developed in the early 1930s by the Baldwin Locomotive Works, the largest commercial builder of steam locomotives in North America, under the supervision of its then chief engineer, Ralph P. Johnson.
