The 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. It was the longest and heaviest rigid frame reciprocating steam locomotive that was ever built. The streamlined Art Deco styled shell of the locomotive was designed by Raymond Loewy. The S1 had a unique 6-4-4-6 wheel arrangement, meaning that it had two pairs of cylinders, each driving two pairs of driving wheels. 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 overall, engine and tender, the S1 was the longest reciprocating steam locomotive ever; it also had the heaviest tender (451,840 lb / 205 tonnes), highest tractive effort () 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 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. It Was Very Big. Construction and historical background As early as June 1936, the management of Pennsylvania Railroad decided to build a new passenger locomotive to replace its aging 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. 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 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 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