The Pennsylvania Railroad's class AA1 comprised two experimental electric locomotives constructed in 1905 at the start of the PRR's electrification project. They were testbeds for larger locomotives to come. Both were of B-B wheel arrangement in the Association of American Railroads classification scheme; each had two trucks, each with two axles and four wheels. ...more on Wikipedia about "PRR AA1"
The Pennsylvania Railroad's class B1 comprised 42 switcher-type electric locomotives built between 1926 and 1935. They were of 0-6-0 wheel arrangement in the Whyte notation. As built, the first 28 locomotives formed permanently coupled pairs. ...more on Wikipedia about "PRR B1"
The Pennsylvania Railroad's class B6 was its most successful class of switcher, or as the PRR termed them, "shifter". The PRR preferred the 0-6-0 wheel arrangement for larger switchers, whereas on other roads the 0-8-0 gained preference. The PRR used road locomotives, generally 2-8-0s, when larger power was required. ...more on Wikipedia about "PRR B6"
The Pennsylvania Railroad's class DD1 were semi-permanently coupled pairs of third rail direct current electric locomotives built for the railroad's initial New York-area electrification. They operated between Manhattan Transfer and Pennsylvania Station in New York City, and from there to the coach yards at Sunnyside Yard in Queens, New York. Some also operated on the PRR-owned Long Island Rail Road's extensive third rail network. They had a wheel arrangement of 4-4-0+0-4-4 in the Whyte notation; in other words, two 4-4-0 locomotives coupled back-to-back. In the AAR wheel arrangement notation, this is described as 2B+B2. Each half-locomotive contained one large electric motor mounted in the body and driving via a jackshaft and side rods. ...more on Wikipedia about "PRR DD1"
The Pennsylvania Railroad's class DD2 electric locomotive was a single prototype 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 service. Although the design specified either passenger gearing or freight gearing, the prototype was only ever used with freight gearing. Its wheel arrangement was 4-4-0+0-4-4 in the Whyte notation, or 2-B-B-2 in the AAR's system. ...more on Wikipedia about "PRR DD2"
Pennsylvania Railroad class E2b comprised six experimental B-B electric locomotives built for the railroad by General Electric. They were commonly used in three pairs. Like most previous PRR electric locomotives, they were straight AC-powered, and did not use rectifiers. Because of this, they could work in multiple with existing PRR locomotives, and generally did so with class P5a. ...more on Wikipedia about "PRR E2b"
Pennsylvania Railroad class E3b comprised a pair of experimental Bo-Bo-Bo ( UIC) or B-B-B ( AAR) electric locomotives. The bodywork and running gear was produced by Baldwin-Lima-Hamilton while the electrical equipment was provided by Westinghouse. ...more on Wikipedia about "PRR E3b"
Pennsylvania Railroad class E3c comprised a pair of experimental Co-Co ( UIC) or C-C ( AAR) electric locomotives. The bodywork and running gear was produced by Baldwin-Lima-Hamilton while the electrical equipment was provided by Westinghouse. ...more on Wikipedia about "PRR E3c"
The Pennsylvania Railroad class E44 electric locomotives were rectifier-equipped units for freight use built for the railroad by General Electric from 1960. ...more on Wikipedia about "PRR E44"
The Pennsylvania Railroad's class FF1 of electric locomotive comprised a single prototype, numbered #3931 and nicknamed "Big Liz" by its crews. It was built in 1917 for the task of hauling freight trains across the Allegheny Mountains, which the PRR planned to electrify; this was never accomplished. In testing, "Big Liz" proved workable but simply too powerful for the freight cars of the time. On the front of the train, it regularly snapped couplers, while when used as a pusher on the rear its force was sufficient to destroy the cars it pushed. ...more on Wikipedia about "PRR FF1"
The Pennsylvania Railroad's class FF2 electric locomotives comprised eight boxcab units purchased from the Great Northern Railway in 1956 following the GN's dismantling of its Cascade Tunnel [electrification]]. Their GN classifications were Y1 and Y1a. One unit was dismantled for spares, and the remaining seven were overhauled and converted to PRR standards and then placed into service, being assigned #1–#7 on the PRR. ...more on Wikipedia about "PRR FF2"
The Pennsylvania Railroad's GG1 class of electric locomotives were built between 1934 to 1943, with a total of 139 units constructed. They remained in service with the PRR's successors until the early 1980s. The GG1 became one of the most recognised and famous classes of locomotive worldwide. ...more on Wikipedia about "PRR GG1"
The Pennsylvania Railroad's class H8, H9s and H10s steam locomotives were of the 2-8-0 "Consolidation" type, the last three classes of such built by the railroad. The three classes differed only in cylinder diameter and thus tractive effort, each subsequent class increasing that measurement by an inch. The first H8 was built in 1907, and the last H10 in 1916. They were the railroad's standard light freight locomotive, replacing all other class H 2-8-0s, and a number remained in service until the end of steam locomotive operation on the PRR in 1957. 968 class H8 of various subclasses were constructed, along with 274 class H9s and 273 class H10s. A number of H8 locomotives were rebuilt to H9s specification. ...more on Wikipedia about "PRR H8"
The Pennsylvania Railroad's class I1s steam locomotives were the largest class of 2-10-0 "Decapods" built in the United States, with 598 built 1916– 1923 ( Altoona: 123, Baldwin: 475). These locomotives were the premier freight locomotive type on the system until World War II, and they remained in service until the end of PRR steam in 1957. Nicknames for the type included Decs and Hippos, the latter possibly from the fat boiler. ...more on Wikipedia about "PRR I1s" It's time to think about shortopedia. shortopedia
The Pennsylvania Railroad's K4s 4-6-2 "Pacific" (425 built 1914– 1928, PRR Altoona, Baldwin) was their premier passenger-hauling steam locomotive from 1914 through the end of steam on the PRR in 1957. ...more on Wikipedia about "PRR K4s"
The Pennsylvania Railroad's class K5 was an experimental 4-6-2 "Pacific" type, built in 1929 to see if a larger Pacific than the standard K4s was worthwhile. Two prototypes were built, #5698 at the PRR's own Altoona Works, and #5699 by the Baldwin Locomotive Works. Although classified identically, the two locomotives differed in many aspects, as detailed below. They were both fitted with a much fatter boiler than the K4s, but dimensionally similar to those of the I1s 2-10-0 "Decapods". Most other dimensions were enlarged over the K4s as well; the exceptions being the 70 ft² (6.5 m²) grate area and the 80 in (2.03 m) drivers. ...more on Wikipedia about "PRR K5"
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. Thirteen were built. One was an AC unit with an overhead pantograph (later two), while the other twelve were third rail DC units to work on the existing PRR third rail electrification in the New York area. The wheel arrangement in Whyte notation was 2-4-4-2, and AAR wheel arrangement#1-B-B-1 in the Association of American Railroads scheme. ...more on Wikipedia about "PRR L5"
The Pennsylvania Railroad's class L6 comprised two 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 success of the GG1 meant that there was little need for more electric freight locomotives. In addition, the boxcab shape was increasingly considered unsafe in a grade crossing accident. ...more on Wikipedia about "PRR L6"
The Pennsylvania Railroad's class M1 steam locomotives were 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. ...more on Wikipedia about "PRR M1"
The Pennsylvania Railroad's N1s was a class of steam locomotive built for Lines West. They were of 2-10-2 "Santa Fe" wheel arrangement, ten driving wheels with a two-wheel leading truck and a two-wheel cast KW-pattern trailing truck under a giant firebox. This arrangement was well suited to the N1s' intended purpose, which was as a heavy drag freight engine for coal and iron ore traffic to and from lakeside ports. The design was developed by the PRR's Fort Wayne Shops and orders were placed with Alco (Brooks) (35 locomotives) and Baldwin (25 locomotives) for a total of 60; the first Alco locomotive was delivered in December 1918, with the remainder arriving during 1919. ...more on Wikipedia about "PRR N1s"
The Pennsylvania Railroad's class N2sa comprised rebuilds to PRR practise of the 130 USRA Heavy Santa Fe steam locomotives the railroad received under the auspices of the United States Railroad Administration, the nationalized central control of the nation's railroads during World War I. These locomotives, as received, were classified N2s. Rebuilds began from 1923 and all locomotives were rebuilt, classified N2sa after the rebuild. They received a Belpaire firebox, the PRR-standard smokebox front, a raised headlight following PRR practise, and the bell moved from smokebox front to boiler top. Brakemen's "doghouse" shacks were built on the rear tender decks. ...more on Wikipedia about "PRR N2sa"
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The Pennsylvania Railroad's class O1 was used by eight experimental electric locomotives. They had the wheel arrangement classified as 4-4-4 in the Whyte notation, or 2'B2' in the UIC classification scheme. ...more on Wikipedia about "PRR O1"
Pennsylvania Railroad's Odd D #10003 was an experimental electric locomotive built in 1907 of 4-4-0 wheel arrangement in the Whyte notation, or 2-B in the AAR scheme. On the PRR, class D was assigned to 4-4-0 locomotives. Production classes of locomotive were assigned a number after the letter, but one-off locomotives were simply designated "Odd". ...more on Wikipedia about "PRR Odd D 10003"
The Pennsylvania Railroad's P5 class locomotives were a set of mixed-traffic electric locomotives. Although the original intention was that they work many passenger trains, the success of the GG1 locomotives meant that the P5 class were mostly used on freight. They had a wheel arrangement of 4-6-4 in the Whyte notation, or 2'Co1' in the UIC classification system — three pairs of driven wheels rigidly mounted to the locomotive, with a two-axle unpowered truck at each end. ...more on Wikipedia about "PRR P5"
The Pennsylvania Railroad's class Q1 comprised a single experimental steam locomotive for freight service, #6130, built in March 1942. A duplex locomotive, it had a wheel arrangement of 4-6-4-4, comprising a four-wheel leading truck, two sets of four and six driving wheels mounted in a rigid locomotive frame, and a four-wheel trailing truck. The first group of six driving wheels was driven by a pair of cylinders mounted conventionally in front of them, while the rear four driving wheels were driven by cylinders mounted behind them on either side of the firebox. ...more on Wikipedia about "PRR Q1"
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