Duplex Steam Locomotive / Steam discussion - Trains Magazine
As far as adhesive weight is concerned, the average axle load on the drivers was 67,050 lbs for the two prototypes to 69,978 lbs for the production lot of 50, depending on which source you use for WOD. This is typical for a 4-8-4, although some had up to 74,000 lbs per driving axle (SP&S E1's).
Part of the T1's reputation for slipperiness came from the inability or unwillingness of many enginemen to handle the T1 differently from the K4 when starting. Sort of like driving a Ferrari the same way you'd drive your average go-to-work transportation. Probably wouldn't work out too well. But would you blame the car or the driver??
In hindsight (and IMO) PRR was wrong in going with the 50 production T1's. If the co. wanted to stick with steam they should have built a straightforward 4-8-4 (maybe similar to a UP FEF1 or 2). Many have equated the T1's to a great disaster. Mistake yes, disaster, I'm not so sure.
PRR lost money in 1945/46 just as the T1 production order was being delivered. Nothing will change a corporation's mind quicker than that. Plus PRR was under considerable competitive pressure from NYC in passenger service, and Central was already dieselizing its trains. PRR changed direction and committed to diesels about the time the final T1 was placed in service.
From that point on the T1 didn't matter, nor did any other steam locomotive on PRR. The company needed to cut costs quickly and diesels were the way to do it. Had PRR duplicated NYC's success with the NIagara or somehow adapted N&W's J to its load guage, it wouldn't have made any significant difference. On a cost basis, nothing could compete with the E7's that were already on the property in late 1945. Future PRR President Jim Symes already recognized this. The die was cast. It was just a matter of time.
