5 AMAZING TRAINS (That Never Stood a Chance) 🚂 History in the Dark 🚂
Sometimes in life you can make no mistakes and still fail. In the case of these locomotives, those words ring true. In list latest countdown, let's discuss 5 locomotives that were never given the chance to shine.
T1 Trust - prrt1steamlocomotivetrust.org/
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#trains #railfan #top5
The T1 is definitely an interesting machine and I too am a fan of them. I read another issue with the T1s was the valve gear used, which was Franklin Type A Poppet, which proved problematic and hard to maintain, and couldn't handle sustained high speed operation. In July 1949, No. 5547 was refitted with Walschaerts valve gear and performed much better than the other T1s and was reclassified as T1a. 5550, however, will be fitted with Franklin Type B2 rotary-cam Poppet valve gear, which is easier to maintain than the Type A and hopefully will be able to withstand the sustained high speed operation. Best of luck to the T1 Trust, can't wait to see when 5550 is completed!
I am so excited to see 5550 built she’s supposed to be the answer to a lotttttt of questions
one of the reasons the poppet valves required so heavy maintenance was because the locos were reportedly pulling 140 mph to make up for delays at the station
Did the haul double-decker carriages? They look tall enough to have done!
I hear a lot of talk about these ‘poppet valve gears’ but I can never find any examples of how they work - let alone what they are, so if anyone in this comment section could tell me (or even provide a link on) how they work. Because apparently, the LNER P2 class also had this for some time before they were rebuilt.
That's odd given that Norfolk and Western said they were superior locomotives when using one for testing in place of the Js.
4:47 That's a Y, not an A... The A and the Y are like the Challenger and the Big Boy in the fact that they look very similar, but they were different wheel arrangements. Fun Fact, when the 1218 was newly in stationary boiler service at Union Carbide, one of the employees at the plant hopped into the cab to check the pressure. He took one look and noped the f**k out because he had never seen a boiler with such high working pressure before, pushing the safety valves at a powerful 300 psi. He thought it was getting ready to burst.
New people and new to them equipment is always fun. I found out the hard way that the forklifts at my paving plant I work at don't have a low propane alarm, so when they run out of propane they die without warning. Also the repair shop one sprays cold white propane when changing cylinders even when the valve is closed.
@@kingofthepod5169 Been there, done that. I was forklift certified at a plant that makes log cabin kits and ships them out. The building used to be a Bethlehem Steel warehouse, and some of those propane forklifts are probably almost as old as the buildings. Forget the lack of low propane alarms, the darn things are always leaking oil or dealing with hydraulic leaks, the tires run flat or close to bald, and good luck starting them in the winter... The plant has no climate control outside of some fans for the summer and portable kerosene heaters in the cold. I'm surprised the things are still running at all, much less that the buildings are still standing...
Yes the GT3 FINALLY THANK YOU FOR MENTIONING THE GT3
One of the other reasons the N&W eventually switched from steam to diesel was a shortage of spare parts to keep the steam locomotives running. Another interesting fact about the N&W is they also built the last steam locomotive in the USA, an 0-8-0 switch engine in 1954.
@Ethan Thompson if I’m not mistaken the end of steam came in 1959 on the N&W
@@Chevyguy-1984 May 1st 1960 if I'm not mistaken
@@amtraklover your thinking of 611
“The T1’s were the only successful duplexes” *stares in Q2
To be fair, Mallard’s record breaking top speed was recorded on a slightly downward slope. Since most American rails are straight and level, I think that the T1 will have a good chance of breaking it.
And they broke the loco. Unlike German Class 05, which did 200,4 km/h on flat ground without breaking the locomotive.
@@vornamenachname727 and with 5550, we expect her to run "hot, straight and normal", to borrow naval torpedo parlance.
@@vornamenachname727 The German train was pulling 197 tons and the Mallard was pulling 240 tons. Also there was another high speed run planned for 1939 for the A4 pacifics. Unfortunately, war were declared and it never happened.
@@dsmx85 on a downhill slope, more weight is an advantage
Yeah but the “hill” wasn’t that steep to begin with. Not to mention the drivers would have said mallard could have gone 130 if it has roller bearings
The GT3 is a beautiful locomotive.
Something interesting to note about the T1: The group has good reason to suspect they can at least attempt at breaking the record. The T1 was equipped with Poppet valve gear, which while designed to handle speeds of up to 100 miles an hour, proved to be maintenance intensive. PRR actually noticed that the valve gear was failing rather frequently. It got so bad that in 1949, PRR went out of their way to hire a technician to try and solve the problem. The technician claimed the engines were being pushed far beyond the 100 mile an hour limits they were designed for, even going so far as to tell PRR that he had observed a engines doing speeds up to _143 miles an hour_ in an attempt to make up for lost time. Of course, no engineer would ever admit to going that fast, for that would almost certainly cost him his job, and the fireman would also be trouble if he admitted to observing such behavior and not trying to discourage it. Even PRR themselves might have got in trouble for something that crazy, so if anyone knew for certain they would have been hesitant to speak up.
I don't know about Pennsy but to avoid overspeeding we used recording speedos for the last hundred years or so. It would have been absolutely impossible to hide such reckless behaviour as speeding without authorisation.
@@smitajky Speedometers are only good at telling you your current speed, and to my knowledge recording speedos aren't a thing in most of America.
The prototypes were pretty good though
Also I can’t wait to see the T-1 complete and running too! I just wish my grandfather was here to see all the great things happening in the world of steam locomotives. Rest In Peace JPV 1925-2009 you are sorely missed.
I remember the APTP being put on the main line, from London to Glasgow and Edinburgh, in the 1980's. The journalists were apparently drunk, which made them sick, and they blamed it on the tilting mechanism. The news kept saying that the train had broken down, but I still wanted to travel on it. There were other problems with this train though, and the controls were not standard, which means that the driver, and guards had to learn how to use the new equipment. In those days, they would just hope that it was going to brake down.
The SD89 was probably made to replace the 90 or to be an alt to it. the 90 had all kinds of quality control problems
One more rumor about the T1 ---- was the engine crews HATED the fact a single T1 was to replace 2 -- K4 on passenger trains and looked at it as a way for the "" P """ company to LAYOFF CREWS ,, so pulling the throttle back on the FRONT ENGINE trying to blow the side rods off , so off to the shop for repairs , and doubled up K4's to the rescue !!!!!!
5:33 This because Baldwin and ALCO, along with other steam locomotive makers switched to diesel locomotive (or electrics) production already. every spare parts needed for Roanoke shops to make and maintain steamers no longer produced nor can be procured elsewhere and they had to make ones themselves. Actually N&W invested so much in steam engineering included constant upgradings to heavy rails, stronger bridges and new tunnels. the Elkhorn tunnel not only designed to ease off the grades and curvetures but also to permit these giant steamers to pass through unhindered. (with N&W expected to build larger steamer past Y class).
Am really impressed by how much of a thing you have going on here now, Mr Darkness - and, catching up on a few earlier videos I missed, also impressed by how quickly you're into your stride. Love the running gags, and also the variations, you're coming up with top ten lists i didn't even know I needed (I do, it turns out). Hope your therapist is helping you make progress with your issues around the Cycling Lion. Maybe sometimes try thinking of the Ferret and Dartboard logo instead when you have to say 'British Railways'...
Bombardier built a gas turbine locomotive based off the Acela. It has gas turbine generators that would switch on at medium/high speed and a small Diesel engine for low speed and head end power.
What's it called?
@@josephcasillas4097 bombardier JetTrain. It was a one off prototype made for the Federal Railroad Administration. There were no one interested in buying any such locomotives.
Great video! And yes: all 5 are great engines that seriously needed more time or funding. Hope you can make another vid soon
I thing you need to look at BR deeper and the way they procured, prototyped locos and also has a very successful in house engineering department that designed and introduced the APT, HST (class 43), Class 90 and 91, pacer, sprinter and DMU's, many many EMU'S. They even produced the 1992 stock for the London Underground Central Line (and W&C) that's probably going to hit 50 years old before replacement. Don't discount BR, they actually outsourced a lot of the risk in development to others but also produced some craing stuff!!
Also worth looking at the way the railways have been run post-privatization. I'm lead to believe that there's been a fair bit of mismanagement There, too.
Another idea would be vehicles that represent the beginning or end of an era, battle strategies, mindsets, an even the way things were constructed.
Like how IFVs came to be because there was a need for an armored infanty vehicle to do more than just drop soldiers off to fend for themselves. A few influential vehicles that rose to that mindset include Schutzenpanzer Lang HS.30 and BMP-1.
The SD89 was a 5000 hp but even the SD90&SD9043MACS all needed major works to make them somewhat reliable , so its no wonder nobody wanted to order a SD89MAC , the SD70S where a success
If you ever do another one of these lists, maybe consider the Ingalls 4-S? It was a switcher made by a shipbuilder trying to get into the rail industry, but was the only one ever built by them. It got scrapped after spending it's life as a switcher in Mobile, Alabama.
I love the t1 trust. the desing is briliant and I love it
I’m so looking forward to seeing 5550 live. T1’s are my favorite loco too.
The class A is one of my favorite steam locomotives. I’ve had a type of obsession with norfolk and western steam engines. The way they look just fascinates me. It’s so sad that only 1 stands today yet even that one can’t steam up anytime soon. Norfolk and western has a place in my heart even tho im from texas.
Me too. I love the Norfolk and Western and their steam locomotives as well, and I'm in Florida. They were some of the best steam locomotives ever built, with The Big Three representing the pinnacle of steam locomotive technology.
I only found out about the T-1 trust a few months ago but let me tell you I'm so excited, I've been fascinated with trains, mostly steam, my entire life and I really hope I get to see the completed T-1
It's set for 2030last I had heard ,the loco is about 35 % complete , Here is what's done Outer cab , nose , locomotive frame casting will be casted this summer , firebox , all boiler sections cores , 4 out of the 8 drivers , Casting for smokebox (( steam chest )) front pilot and trailing truck castings are supposed to be done by end of 2023 ,, The hole tender was found in the woods from an I1 decapod , it will need to be streamlined, and it's trucks up dated to meet standards , if it keeps going like it has been 2030 will happen ... Go to the T1 TRUST 5550 , There are alot more that's coming together , leaf springs, equalizing cross frame members , I even think one of the side rods have been milled , something new every week ..
Here are some trains for Part 2 if you make it: EMD GM6C and GM10B ATSF "Beep" NYC "Niagaras" N&W J and Y classes LNER Thompson Class A1/1 PRR Class DD2 British Rail Class 53 British Rail HS4000 British Rail DP2 GE E50C
There's quite a number of steam engine technologies that massively improved their performance and efficiency, but which didn't stand a chance due to coming too late. Some include the Franco Crosti boilers and condensation tenders, which reduced coal and water consumption by 40% and over 90% respectively. However, they only appeared in the 40s and 50s, so only few locomotives would ever recieve this investment.
And then there's even more theoretical developments like Lempor and GPCS from the '70s and '80s as well.
Somebody built a model of GT3, 5” gauge I think, with an actual gas turbine power plant in it. I saw it running on a test rig at a model engineering exhibition. There are videos of it on KZhead both on the test rig and running on track. It both sounds and smells how you might expect the real one did. Apart from 18000, 18100, GT3 and APT-E we almost had another gas turbine locomotive, which was to be coal fired. I don’t know much about it; the power plant was completed and ran on test a few times, but there were problems with it and the locomotive was never completed, and was scrapped.
thanks for including my 23rd favorite locomotive, which is N&W 1218!
The fact they building a brand new t1 is absolutely awesome to the ground up brand new steam in the 2000’s we are blessed
T1 5550 excites me in an odd way. I'm prefer diesels and electrics to steam engines, but T1 5550 will be amazing to see. I'm British, I don't really want Mallard's record to be broken, but there's that tantalizing prospect of 'what if'.
Thank you for the vidio I hope we see the T1 running. I'm surprised what a great attitude you have about steel. I have seen at least 10 different steam engines run in my life. It almost seems to take you back in time. Have you herd about the Q2 Pennsylvania railroad had 25 of them it was more powerful than the big boy. CANT wait for your next video. PLEASE keep up the good work.THe photos wear AWsome.
Along with the SD89MAC, you should have mentioned the SD90MAC's predecessor, the EMD SD80MAC. To my knowledge all but one still exist, due to a crash and another was heavily damaged from funnily enough, rolling off the turntable track and into the pit. The SD80MAC was originally going to be widely produced, for the Canadian Pacific, CNW ordering 15, and Conrail ordering 30 which included two Prototypes. 6 currently are owned by CP, though only for parts used for the SD70ACU rebuild program. 17 were owned by NS and CSX with 13. CSX's 13 were then traded 12 SD40-2s for the remaining 12 after the accident. Its said the rest of the SD80MACs are now owned by Progress Rail, but I can't find anything else on the Wikipedia page, which also says 12 went to Canadian Pacific? Probably not true and they probably still sit in NS storages yard or in the scrap heap. Foamers went crazy when they say these, especially since they remained in their Conrail paint for a while after NS received theirs at the famous Conrail split.
Hey there Darkness,I was wondering If you were going to do a part 2 of this type of Topic; If so,Could you cover the BR HS4000 Kestrel,It was Said to be "The best-looking" British Diesel and has an irresting story i think; Noice vid mate!
I wish the T- Trust the best of luck on the construction of a new T1 locomotive and the for the speed record!
The T1 was a beautiful piece of engineering and design
I WAS QUITE FORTUNATE TO GET A 30 MILE CAB RIDE IN THE 1218 FROM ORRICK MO TO NORTH KANSAS CITY YARD OF NORFOLK SOUTHERN! THE MOST INTERESTING INCIDENT ON THIS RIDE WAS WHEN WE WERE PASSING A VERY SMALL AIRPORT HARBORING ULTRA LIGHT AIR PLANES! SEVERAL OF THESE PLANES WERE PRETENDING TO ATTACK AND STRAFE THE TRAIN! ONE OF THESE GUYS DID A STRAFING RUN FROM THE REAR OF THE FAN TRIP TRAIN TO THE FRONT! AS WE WERE ROLLING AT A VERY GOOD RATE, 45-55 MPH THERE WAS A TERRIFIC EXHAUST BLAST OUT THE STACK! THE PILOT WAS CRUISING ABOUT 15 FEET ABOVE THE TRAIN , AND WHEN HE FLEW OVER THE EXHAUST STACK, WAS INSTANTLY BLOWN 30 FEET HIGHER!! THE RESULT WAS EVERYTHING IN THE STRUCTURE OF THE ULTRA LIGHT WAS QUITE STRESSED! I EXPECTED TO SEE IT FALL APART AND COLLAPSE ON THE MAINLINE AND GET RUN OVER! FORTUNATELY THE PILOT WAS LUCKY AND WAS ABLE TO FLY INTO THE CLEAR!! AS FAR AS I KNOW, THERE WAS NO VIDEO OF THIS INCIDENT!!
For part 2. I suggest the British Rail (yes them again) prototypes Lion, Kestrel and Falcon. All built by different companies and offered to BR as prototypes for the Class 47 and 50s. Kestrel (4000hp, 125mph weighing 133tons) once pulled the heaviest train ever on British rail tracks but never got accepted into mainstream production.
Being 100% honest if the t1 does set a record it is literally impossible for any other steam locomotive to challenge that at this point. Presumably all engines aren’t operable or wouldn’t be permitted by anyone sane
The problem is, where they going to run it at high speed
I don't have a problem if the T1 it's self, it's just the fact that they are saying that they will try to break the record, it's just pointless and maybe dangerous in my opinion.
@barnabyjoy less pointless when they had to prove they could beat their rival the LMS who had a record of 114
@@connorsutherland2005 agree
@@Lamp_2155 ?
UP also used gas turbine locomotives for a while. They ran theirs with Bunker C oil which tended to be very viscous and messy.
Fun fact the engine in the tier 4 sd70ace the emd 1010 is basically a refined emd 256 out of the sd90
Ohhh a train video!
The Niagara's would also have totally made this list, due to an outcome similar to the Class A
I heartily agree.
Especially 5500, barely lasted 5 years but aside from the valve gear being different it was an excellent locomotive
@@camelback5924 It even showed to be more efficient than the other Niagaras and got the nickname "Super Niagara".
Just think how many years it took,for a single unit diesel to equal one heavy steam loco! The Niagara was a 6000 horsepower engine,now there are 4400 HP,diesels,and the average road engine is 3000 HP,about equal to a Mike,or Hudson!! Forgot,the all mighty Berks,oops!!
Hey Mr. Darkness, would you like to take a look at the electrification of the Italian railways? There maybe some locomotives you might be interested in
Fun fact about the Pennsylvania t-1 it was the predecessor of the s-1, which at the time was the longest engine built by Pennsylvania, however the s-1 had the problem of either not working well, or not making tight turns because of how long they were
Hi Darkness. Like the channel from here across the pond in the UK. If you do another one of these lists, may I suggest the Midland Pullman DMU/HST? Developed during the late 50/60s, it was meant to keep train travel luxurious for services between London and the North West of England, though I believe a couple of sets also ran to the South West. Never stood a chance because obviously brought in at a time when, competing with car and plane travel and costs/marketing to a decreasing demand for this style of travel. However, it could be said that this was also a forerunner to the concept of HST sets. None of the original sets were preserved sadly, but ironically a class 43 HST set has been used to relaunch excursions in the old blue and white livery. Cheers.
If you do another one of these, I recommend putting the LMS Turbomotive because it is one of the few successful steam turbine locomotives that was unfortunately dismantled, damaged, and scrapped.
You're half right; it was involved in an accident that resulted in a write-off.
I did say you should do a lits about this and I even mentioned the t1
also another fact you kinda messed up on. The T1 wasn't one of the last duplexs the penny made. That would go to the Q2, in which it is actually one of the most succeful duplexs every created. T1 was 1942, while Q2 was 1944, amazingly even tho there were only 26 Q2 ever made, the Q2s lived a bit longer then the T1s did because they worked a lot better and were great freight horses, not to mention. A hell of a lot stronger and faster then the T1s, but sadly. tin cans showed up and you are actually correct on the T1 problem. The driver on the pennsy only drove steam locos that had 230 psi and 240. T1 fucking knocked out 310. All that power is hard to control, IN FACT the UP also mention how there loco drivers struggled at first with the big boys and challey, but over time got the big giants under control.
The T1 actually operates at 300 psi, not 310, the Santa Fe 5011 class 2-10-4s operated at 310 psi
You should make a video about the 5 best Narrow gauge trains because narrow gauge trains are often overlooked even tough they were practically Everywhere and its still the 2nd or 3rd most used rail gauge in the world
In talking of the "APT", there were two; the APT-E and the APT-P, the former was the Experiment, the latter was the Prototype, classed as Class 370. The Class 43 based "Intercity 125" started in 1976, updated with the Electric Class 91 based "Intercity 225" with a DVT...
Maybe 5 trains that have come a long way, like ones that have crashed badly and have come back from the dead
The class As had a chance but it was a short one. However one class A, 1218, was given a second chance on excursion service. Thank goodness she’s preserved.
Here's another thing the T1 had going for it, they were free steamers, being able to maintain boiler pressure regardless of throttle setting.
I like to watch your videos
What about prototype airplanes that actually pulled their weight? Failed vehicle designs that made important contributions? Or perhaps ships that survived despite the odds?
I’m looking forward to the T1 as I think it’s a fine loco. I do have to point out however that the whole going after the steam speed world record was nothing but a rumour that the trust has long debunked. And that rumour is also why the T1 project is near unanimously disliked here in the U.K. the way the railway circle press told it was that the T1 was being built solely for the record which as we’ve come to find out simply isn’t true.
The Trust’s official site specifically states they want to attempt the record so…
Honestly it’s comes down to the pride of two nations lol. The British hate that she could be faster. Americans love her, because she could be faster 😂
@@HistoryintheDark so it does. I’ve just read the site and stand corrected. I hope the loco gets made and spends a generation on the mainline entertaining enthusiasts and new fans alike. I also hope they never ever get the chance to even try for that record 😂
@@mikesanders5433 I think they will try, if only to prove that those Pennsy engineers did push those T1s to near 150 mph speeds in order to make up time.
Nice video! Shame that the 89 MACS weren't bought by any railroads.
Good luck getting the record with the T1. A Gresley P2 is coming that will give you stiff competition
How about 5 excellent locomotives (with one big flaw)? Can give you the Maunsell SR "Schools" class (wheelslip), OBB "1044" class (hated cold weather), BR Class 33 (astronomical shed costs), CIE Class 071 (noise) and SNCF Classes 8500 and 17000 (shook from side to side - some were even blacked by drivers!)
Just noticed the Railroad Tycoon music being used as a bed!
In the 1940s Henschel built a streamlined steamer with drive engines on each axle independent of each other, looked like vee twins,what can you find for us please ?
i personally wish that we could get a wooden train version of the T1 trains
To add to the epic ness of the T1 at some point in the 1940’s (don’t ask me the exact because I’m not sure), a T1 was pitted against a N&W J Class. The two locomotives were on par with each other in all categories, but at speeds exceeding 80 MPH the T1 was better. In other words the T1s could out perform what is arguably the best 4-8-4s ever built. Not only that but the T1s are more flexible than you might think. The center two driving wheels could actually slide two inches in both directions, as I’ve heard it called “poor mans articulation.” Also as for the speed record, even though there is no evidence to back this up, it is extremely likely that the T1s and the S1 actually broke Mallards record on multiple occasions. The runs were not officially recorded or documented, but if crews had any say in it they could swear they went faster than 126 MPH. Also to add insult to injury for Mallard, neither the T1s nor the S1 suffered a mechanical failure because of how fast they were going.
A honorably mention could be the UP/GE steam turbines. They looked promising, just did not meet design expectations.
For a while I think they had 10% of all freight on the Union Pacific
@@greenbeacon394 I think you might be thinking of the GETLs, which where the gas turbines. The steam turbines where in 1938, and where tested for only about two months. While they worked, they did not meet expectations.
We've been railroaded by the top 5
I think the reason why EMD made the SD-89 was because they wanted to make a more reliable version of the SD-90. By lowering the horsepower they lowered the stress they put on the engine.
"If the APT had been successful maybe Britain wouldn't need to import tilting trains!" Up to a point, the 125 has since been replaced by the Mitsubishi "Baby Shinkansen"
Omg I can't wait for the T-1 to be built, hell some ppl say back in the day the most of the time they where able to clock at going 145mph easily
“Some people say…” Really? Well that must be true then eh? Let me add my $0.02 to this pointless debate. Mallard was a standard “daily driver” loco running a trip that was normal for the day. Steam was king, and at that time unchallenged. Like any class of locomotive, some members of the class may be slightly better performers than others. Freer steamers, better runners due to engineering tolerances etc. Mallard may have been such a machine. If T1 breaks the record, it will be meaningless. For it to have any meaning it would need to be set in an environment where steam was the norm, and the trip was a normal regular passenger carrying service, and the loco was was a normal everyday production loco. Not a lovingly built replica that will be hand tuned and polished for the record attempt. Therefore impossible to replicate and meaningless in today’s world. This is purely a pissing contest on the part of the USA and the T1 trust if it actually happens.
One thing that never stood a chance of going into volume production was D0280 Falcon due to BR's unwillingness to try a pair of high speed engines. That type of engine was of course employed in a fleet of Western diesel-hydraulics.
Condensation Tenders should be on this list!
Correction: The 90 has 16 cylinders not 20. The SD80MAC is the one with 20 cylinders. You got the two of these I mentioned mixed up.
Can you put the Duke of Gloucester on the next one
APT-P @5:55 "A project that began in the 1970s". I think that I've identified the problem.
Great video. As a Brit I'm not sure about the T1 trust. Don't get me wrong, it's a very unique loco and I would love to see a replica of one but the way it was announced over here in the railway press got my back up. Everyone was saying that the T1 was being solely built to take the record from Mallard and that was it. It's a record that has stood since the 30's it just seems wrong to try and beat it.
Eh, the whole record thing is mostly because there are stories of t1 beating the record back in the day, its just that there where not recording cars on those trains, or the railway itself did not want the government to know that they had reached a speed (fines and all that), but we have testimony from crew that said they got to that speed, so it's more of a yes we did brake the speed record back then, its just that Noone told anyone.
The T1 trust themselves haven't stated that as their goal, so don't expect it to be done when the T1 is completed, it was only a rumor.
While they may do it I am more excited for excursions and stuff.
If this steam train dos breake the record, I hope it starts a mini arms race where the previus record holder getts some modifications and retake the record and mabe inspires some other steam train ethusiasts to have a go at the record.
It should be said that the "White Elephant" that was the GT3 was a "Private Enterprise" build, it was not officially commissioned by British Railways. The company that built it was English Electric (the same company who gave us the following classes for British Rail - 08, 09, 11, 12, 13*, 20, 23, 37, 40, 50, 55, 73, 83, 86 & 487)... where as the previous two "Gas Turbines", 18000 & 18100, were overly complex and ordered by the Great Western Railway, were failures and technically were gas-turbine-electric.... the GT3 was unfortunately built to the style of any GWR Standard Passenger Class 4-6-0, in a semi-smoothed shape, was also a mechanical drive, involing a gearbox between the turbine and final drive.... so was slower in reverse.... being a "pet project" the 1961 date was a misnomer, in that was the date J.O.P. Hughes (the designer) was given his head to build what he'd been designing since 1949, when he saw the potential of 18000 (aka GT1). If his GT3 had been assembled in around 1952-54, as a possible 4-8-4 (similar in layout to the LNER EE class)... but as this was actually Vulcan Foundary until 1957, when it became an English Electric acquisition. As part of the British Rail Modernisation plan, although all classes were called BR.xx Class, ie. Class 08, they were prototypes built by various manufacturers, then the numbers actually mean something too; Class 01-13 are Shunters (01-07 under 300hp, 08-13 upto 800hp); Class 14-20 are Type 1 (650-1000hp); Class 21-32 are Type 2 (1000-1500hp); Class 33-39 are Type 3 (1500-2000hp); Class 40-54 are Type 4 (2000-3000hp); Class 55-69 are Type 5 (over 3000hp); Class 70-79 are DC Electric and Electro-Diesel classes; Class 80-96 are AC Electric classes; Class 97 are departmentmental (non-revenue); and Class 99 are Ships....
It should be noted that two issues kill any turbine locomotive, firstly a turbine only has a single rotational direction, unlike reciprocal cylinders, particularly steam, where the direction can be reversed; secondly this leads to a turbine's requirement of consistent high speed rotation, and how to convert that into driving motion, direct mechanical or indirect through an electrical generator/traction motor or hydraulic pump/traction motor. In an ideal setup the GT3 would be double-ended and geared in such a way to be able to be driven at the same speed in each direction.
If you have ever seen the movie "A series of unfortunate events" the kids are nearly flattened by a Pennsylvania T1 Duplex fitted with a diesel air horn instead of a steam whistle and the film itself seems to take place in the early to mid 1960s. That means ASOUE takes place in an alternate timeline in which steam continued to be used by American railroads and the T1s actually had long successful working lives.
I'm not saying that I hate the T1 trust, this is just me saying that they shouldn't even try to break the world speed record due to the following reasons. 1. Safety for the loco and the crew. 2. There is no point for doing this. 3. Why break the world speed record now? I'm sorry if I'm sounding like I'm hating on the T1 trust, I am not trying to hate on them, there is just no point in breaking the record in my opinion.
They literally aren't trying to, that record breaking T1 stuff was a rumor from a while back.
If they want to try for the record with the T1 that's up to them, it's their loco. Same as if we want to have a go at it after with a P2, we can. Engineering has coma a long way, and it would not be as unsafe as you might think.
I've already seen the Nordfork & Western Class A at the Transport Museum in St Louis.🚂
You mean class Y6a. The class A is in her real home in Roanoke in the Virginia Museum of Transportation.
@@09JDCTrainMan It's a different locomotive, but I must say they look very similar.🤔
r u going to go see PRR T1 5550 when its finished
About the APT It was a project doomed to fail anyway, because in Italy there already existed a Train with more advanced running characteristics than it. It was the Original "Pendolino" first with the Prototype in the early 1970s (The Y00160 000) by Fiat Ferroviaria, and then with the First train in service, the ETR 401 which entered active service in 1976, the only problem it had was Management. They didn't see the Potential at the start at least for the first 10 Years (Untill the Class ETR 450). The ETR 401 had better technology than the APT, it used gyroscopes instead of accelerometers, do it was able to sense the change in inclination (Due to the change elevation of the Outer Rail), missing the whole "Motion Sickness" fiasco of the APT, which corrected the Acceleration, resulting in bad ride quality, more over the ETR 401 was Able to go at 250km/h, rivalling Japan and Undercutting France, without needing new lines, when FS management cought on the gem they had, it was a Bit Late, the Suppliers of the Gyros Went Bust (It British Aerospace btw), Fiat Ferroviaria was on the Brink of Bankruptcy, and maintenance was really bad. A real shame, because this trains were Very Reliable, Fast and Sleek. When Alstom bought Fiat Ferroviaria, the Tech was put abandoned
I might add the ČSD Class T499.0 to the list.
I'm looking forward to seeing 5550 in action, but I'm wondering how or where they're going to break the speed record though.
Did I see that one of the class A locos was a compound? (Huge front cylinders)
Nope, all N&W class As were all simple articulates. That was a class Y6b.
@@09JDCTrainMan oof.
I think the sar 26 class locomotive needs to be on this class
10:41 **UNSPEAKABLE POWER!**
GE Dash 8 (EXCEPT for GE 39-8 and GE 8-40), GE CM20EMP and EMD GT38Ace would be contenders for good locomotives.
Other potential ones include; DRG Class E 18, DR Class 243, DR Class 250, DB Class E 40, DB Class 101, DB Class E 10, DB Class 111, DBAG Class 145/146, Eurosprinter, Korail Class 8000, Siemens Vectron, British Rail Class 73, BR Class 86, BR Class 87, BR Class 88, BR Class 90, BR Class 91, New South Wales 46 Class, Siemens E40 AG-V1, Queensland Railways 3100/3200, Queensland Railways 3500/3600, Queensland Railways 3900, EP10, EP200, Granite 2ES10, Civia, FS Class E.402B, FS Class E.405, FS Class E.412, FS Class E.428, FS Class E.444R, FS Class E.464, FS Class E.636, SNCF Class BB 22200, SNC Class BB 27300, SNCF Class CC 7100... Voith Gravita, Voith Maxima, Vossloh G2000 BB, DB Class 218, New South Wales 73, Coras Iompair Eireann 071 Class, Green Mountain Alco RS1, Alco RS3m (NOT the original RS3; that one was ACTUALLY bad), Alco RS11, New South Wales X200 Class, GE Powerhaul, British Rail Class 66, BR Class 67, BR Class 68, Stadler Euro Light, Stadler Euro Dual, EMD Class 66, Tep70, ChME3, 2TE70, 2TE25K, 2TE25A, Renfe Class 319.2, Renfe Class 333, Renfe Class 334, Renfe Class 352, Renfe Class 353, Renfe Class 592, Victorian Railways Y Class, WAGR L Class, Tasmanian Government Railways X Class, Victorian Railways T Class, Victorian Railways X Class, VL Class, National Rail NR Class, Downer EDI Rail GT42CU ACe, Downer EDI Rail GT46C ACe, Downer EDI Rail GT46C, Australian National BL Class, Australian National DL Class, Australian National EL Class, South Australian Railways 700 Class, UGL Rail C44aci, Queensland Railways 2170 Class, Queensland Railways 2300 Class, Queensland Railways 2800 Class, Southern Pacific 9010, CSD Class T 448.0, CD Class 749, SNCF Class BB 60000, SNCF Class BB 75000, and SNCF Class CC 72000.
Yay British rail made another list. Lol
If you make a continuatuin, could you had the Talgo 1 a revolutionari spanish diesel wich only had a serving prototype and the renfe 140-2438 a one of a kind steam engine with a modifie Reggiane-Crosti boiler made so It could save 18,5% of fuel, sadly It was made when steam started to lose grip un Spain and in the end the engine simply was scrapped
If you want another example of an engine with more power than grip. Look at old black and white footage of Bullied Light Pacifics (West Country and Battle of Britain Classes) None of these engines leave a station with a loaded train without slipping several times. Keeping the axle load down to run over the light gauge lines in the South West of the UK meant a major compromise on the grip available to the driving wheels. I honestly think that a 2-8-2 would have been a better solution. P.S. I Like the T1, thanks for bringing it to my attention.
U think you'll find this was a problem with most of the larger steam classes not specifically the Bullied's
To an outsider, duplex locomotives show how far American engineers would go to avoid a crank axle and inside cylinders for a 4 cylinder loco.
Because American railroads had bad experiences with steam locomotives with inside cylinders and crank axles before, primarily involving increased maintenance costs (but that is one of my hypotheses mind you).
Nuttn' like the 55 UP turbines, those British ones!🤣🤣🤣
When I heard t1 I was thinking about the tank named t1
1218 was halfway through an overhaul when the steam program ended, so some of her parts are missing
Even with the size of the T1 I don’t think Mallard’s record will ever be beaten
I do wish the gt3 out of all of them got a chance
hey darkness whats your favorite steam train and diesel train (wrote in middle of vid) guess you answered my question
To be fair, I didn't answer what my favorite diesel is yet. I'm a little mixed on them. I love Dash-8's, GP9's, and SD40-2's.
@@HistoryintheDark yeah i like car body diesels a lot just the general aesthetic and design and one of my favorite you tubers replied to my comment
One Australian Locomotive that would have fitted in here was Victorian Railways, H220, Heavy Harry. The first of three intended to to be built but the others were canceled due to World War 2 austerity measures. A 3 cylinder 4-8-4 of 55,000 ibs tractive effort. He weighed in at 260 tons but was just too heavy for a the bridges and many lines at time. Delivered in 1941 was much loved by all but never got to show his potential. He just got to spend his short life of 15 years doing freight work, a long way from his intended role. He now languishes at the Newport railway museum on static display as there showpiece exhibit, loved by all.🇦🇺
@Raymond Welsh, I had heard it was more likely to be an eventual fleet of six H class in addition to an expansion on the existing S class 4-6-2's, to bring them upto twelve... but as best laid plans and antiquated infrastructure (bridges) got in the way... the collective five "heavy" axleload locomotives (4S + 1H) were restricted to the North-East Line to Albury, and as far south as Geelong... in saying such "Harry" did occasionally haul the Spirit, faster between Spencer Street and Seymour, but slower from Seymour to Albury - overall under a 5 minute difference. Following the trickledown of locomotives, most likely the X and N classes were to be built in greater numbers, rather than the eventual R and J classes... rather skipping them in favour of the F, T and B classes, with the W, L and Y classes following as Dieselisation (also partial-electrification of the Gippsland line).
For the class A their is a Y class 2172