862:
increased wear and tear, particularly to the 100-mph-limited poppet valves. They were described as "free steaming," meaning they could generally maintain boiler pressure regardless of throttle setting. They were so powerful that violent wheel slip could occur over a wide speed range if the engineer did not handle the throttle carefully; loss of driver traction at high speeds, especially when the T1 was under heavy load while ascending grades, caused damage to the poppet valves. The
Franklin Type A valve gear applied to the T1s was designed for continuous speeds at 100 mph, and sprints up to 125 mph. In interviews with historian William L. Withuhn in the 1970s, Franklin engineers Julius Kirchhof and Ray Delano both claimed a Franklin technician charged with determining the cause of frequent poppet valve failures on the T1s saw them operated at speeds of up to 100-110
709:
854:
40:
700:"spring equalization": The stiffnesses of the springs supporting the locomotive over the axles were not adjusted to properly equalize the wheel-to-track forces. The drivers were equalized together but not equalized with the engine truck. In the production fleet the PRR equalized the engine truck with the front engine and the trailing truck with the rear engine, which helped to solve the wheelslip problem.
960:
820:
between the PRR's own
Altoona Works and Baldwin. On December 20, 1944, the PRR Board authorized the purchase of 50 Class T1 locomotives for $ 14,125,000 ($ 282,500 per unit, equal to $ 4,889,546 each today). Baldwin's chief designer, Ralph P. Johnson, was responsible for the mechanical aspects of the new T1 class. Designer
721:
824:
obtained US Patent D 136,260 for an early T1 conceptual design with a high-mounted cab located over the forward driving set. While that suited
Baldwin's objective of making the most distinctive steam locomotive possible, practical considerations led the T1 design to be revised to the conventional cab
802:
also increased the speed because they gave very accurately timed delivery of steam to the cylinders. However, there was a drawback of the metallurgy used; the poppet valve could not withstand the stress of sustained high-speed operation (meaning over 100 mph (160 km/h) on production T1s).
897:
began restoring a T1 using the original plans with subtle performance improvements where necessary. The T1 Trust's goal is to provide mainline excursion service. The T1 Trust's cost estimate to build T1 number 5550 is $ 10 million, with an expected completion date of 2030 (This total has since been
819:
The PRR ordered two
Baldwin prototypes (Nos. 6110 and 6111) at a cost of $ 600,000 on June 26, 1940. Both prototypes had numerous teething problems and were prone to wheelslip if not handled carefully by the engineer, but favorable test reports resulted in a production order for 50 T1s, split
699:
An article appearing in a 2008 issue of the
Pennsylvania Railroad Technical and Historical Society Magazine showed that inadequate training for engineers transitioning to the T1 may have led to excessive throttle applications, resulting in driver slippage. Another root cause of wheelslip was faulty
861:
Due to their complexity relative to other steam locomotive designs, the T1s were difficult to maintain. Designed to run reliably at speeds of up to 100 mph (160 km/h), the T1s were so powerful that they could easily exceed their designed load and speed limitations, which in turn caused
815:
until
October 1940; therefore, its turning radius prohibited it from operating over most of the PRR network. The 6-4-4-6 design reduced driving set traction to the point that it was especially prone to wheel slip; thus only one Class S1 was built. The PRR returned to Baldwin to develop a duplex
810:
No. 6100 of 1939. It managed to reach 100.97 miles per hour (162.50 km/h) on level track while pulling a 1,350-ton passenger train. Its performance encouraged the PRR to continue to develop duplex steam locomotives. The S1 was built unnecessarily large for her exhibition at the
757:
K4s locomotives became the norm on many trains. The railroad had many locomotives available, but paying two crews on two locomotives per train was expensive. Meanwhile, other railroads were leaping ahead, developing increasingly powerful passenger train locomotives. Rival
679:, 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
849:
dynamometer car DM-1 while on loan to C&O. In 1944 no. 6110, tested on the stationary test plant in
Altoona, developed 6,550 ihp (4,880 kW) in the cylinders at 85 mph (137 km/h). They also regularly racked up over 8,000 miles a month.
1401:
Chesapeake & Ohio Tests the PRR T1 - Chesapeake and Ohio
Historical Magazine, May 2005 by Stephenson, David R - The C&O test report contains information that is not widely known, and some of it contradicts generally accepted beliefs about the
908:
project. The first piece of the locomotive, the keystone-shaped number plate, was cast in April, 2014, followed by the first minor component, a driving spring link pin, in
October, 2014. Major components completed as of March, 2019 include two
797:
could be drastically reduced. Given that the movement of the main rod could not be fully balanced, the duplex design would reduce the "hammer blow" on the track. The lower reciprocating mass meant that higher speeds could be achieved. Use of
878:
all first-class prime trains in 1948, most T1s were downgraded to haul secondary trains. Some of them were withdrawn from passenger service in 1949; all were out of service by 1952. They were scrapped between 1951 and 1956.
695:
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.
785:, the PRR's longtime development partner, were eager to prove the viability of steam in the face of new competition from diesel-electric locomotives. They persuaded the railroad to adopt Baldwin's latest idea: the
780:
The PRR began to develop steam locomotives again in the mid-to-late 1930s, but with a difference. Where previous PRR locomotive policy had been conservative, new radical designs took hold. Designers from the
844:
The last production T1 (no. 5549) entered service on August 27, 1946. Engine no. 5539 developed 5,012 hp (3,737 kW), as tested between
September 11, 1946, and September 14, 1946, by
2588:
825:
position with a slight modification of the unique nose design included in Loewy's patent. Raymonds distinctive design of the T1 heavily influenced other engines, most notably the
1411:
928:
168:
753:
However, the deficiencies of the K4s became more evident during the 1930s. The locomotives performed well, but as train lengths increased they proved to be underpowered;
789:. This split the locomotive's driving wheels into two sets, each with its own pair of cylinders and rods. Until then, the only locomotives with two sets of drivers were
2578:
1461:
92:
1283:
2563:
1866:
1449:
742:
locomotives were produced in 1929, but they weren't considered enough of an improvement to be worthwhile. After that, the PRR's attention switched to
841:
of the T1 became the basis of the design. The 520 class construction pace was then increased to come out before the T1 to avoid patent claims.
2558:
1400:
913:
drivers, the prow, cab, third-course boiler and fire door. Front tube sheet construction was under way by a fabricator in St. Louis, Missouri.
905:
484:
19.75 in × 26 in (502 mm × 660 mm), 18.75 in × 26 in (476 mm × 660 mm) (some)
973:
936:
834:
826:
1266:
691:
both when starting and at speed, in addition to being complicated to maintain and expensive to run. The PRR decided in 1948 to place
712:
No. 6110, the "sister" prototype of class T1 prototype No. 6111. Its streamlined casing was designed by renowned industrial designer
1791:
2426:
2411:
2406:
2246:
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1319:
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2513:
2508:
2503:
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2462:
2457:
2447:
2421:
2241:
2191:
2141:
2111:
1701:
1696:
1691:
1511:
1037:
2573:
2452:
2370:
2365:
2341:
2321:
2316:
2292:
2266:
2221:
2201:
2196:
2186:
2151:
2146:
2106:
2082:
2062:
2057:
2052:
2047:
1986:
1976:
1841:
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1491:
1120:"In Defense of the 5500s", Volume 41, Number 1, Pennsylvania Railroad Technical and Historical Society Magazine, Spring, 2008
1091:
866:
mph to make up time with short trains of six or seven cars, determining the speed by timing when the train passed mileposts.
807:
1531:
2583:
1442:
812:
2553:
2548:
898:
reduced to a bit more than $ 7 million, as a used PRR long haul tender has been acquired in lieu of new construction).
2568:
2431:
2416:
2156:
1243:
846:
830:
2161:
1996:
1946:
1941:
1936:
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1926:
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1916:
1911:
1906:
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2027:
2022:
1991:
1981:
1971:
1966:
1896:
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1831:
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1821:
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1661:
1566:
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1551:
1546:
1541:
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1506:
1496:
923:
888:
649:
1154:"Pennsy T1 comeback? Ten questions and answers for the T1 Trust", Volume 75, Number 5, Trains Magazine, May 2015.
708:
1435:
979:
902:
782:
87:
1406:
1294:
766:
2593:
853:
790:
1458:
793:, but the duplex used one rigid frame. In a duplex design cylinders could be smaller, and the weight of
663:
572:
479:
469:
688:
747:
1802:
579:
546:
1131:
901:
The construction of 5550 is also following construction and financing methods pioneered by the
1373:
1262:
833:'s chief engineer Frank Hugh Harrison saw the T1 in an american magazine whilst designing the
786:
726:
692:
670:
759:
676:
39:
1424:- At 3 minutes and 15 seconds, an example of the T1's infamous wheel slip can be observed.
743:
536:
303:
734:
Before the T1, the last production express passenger engine the PRR had produced was the
1166:"Chronology of the Pennsylvania Railroad Company its Predecessors and Successors - 1940"
1165:
754:
230:
155:
2542:
1366:
1327:
965:
875:
821:
713:
684:
219:
209:
82:
72:
1427:
1368:
Pennsy Power: Steam and Electric Locomotives of the Pennsylvania Railroad, 1900-1957
799:
541:
64,653 lbf (287.6 kN) (85%), 58,271 lbf (259.2 kN) (85%) (some)
1099:
1416:
1041:
838:
750:; apparently, the railroad decided that it did not need more steam locomotives.
680:
178:
1421:
1348:
955:
489:
1189:
288:
240:
1422:
YouTube video displaying the operation of T1's on the Pennsylvania Railroad
1092:"Pennsylvania 4-4-4-4, 6-4-4-6, etc. "Duplex Drive" Locomotives of the USA"
1040:. The Pennsylvania Railroad T1 Steam Locomotive Trust. 2016. Archived from
794:
724:
A T1 prototype leaving Chicago's Union Station in February 1943 with the
2381:
2352:
2307:
2303:
735:
673:
160:
17:
2482:
2232:
2097:
2073:
1211:
910:
739:
959:
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2332:
2283:
2257:
2212:
2177:
2122:
2093:
2013:
1957:
1877:
1617:
1582:
1522:
1482:
852:
774:
770:
763:
720:
719:
707:
294:
375:
19,200 US gal (73,000 L; 16,000 imp gal)
1377:
357:
1431:
777:" type designs. The PRR's steam power began to look outdated.
1349:
Lemony Snicket's A Series of Unfortunate Events - Train Scene
1259:
American Steam Locomotives: Design and Development, 1880–1960
1210:
Rivanna Chapter, National Railway Historical Society (2005).
976:, an Australian locomotive with similar streamlining style.
1293:. Swedesboro, NJ: Whiteriver Productions. Archived from
997:
995:
738:
of 1914, produced until 1928. Two experimental enlarged
2496:
2440:
2399:
2379:
2350:
2330:
2301:
2281:
2255:
2230:
2210:
2175:
2120:
2091:
2071:
2011:
1955:
1875:
1800:
1615:
1580:
1520:
1480:
947:, Pullman is a super engine based on the T1 duplex.
644:
636:
628:
620:
612:
604:
596:
588:
578:
568:
563:
545:
535:
527:
519:
514:
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403:
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387:
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363:
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345:
337:
321:
313:
301:
287:
279:
271:
249:
239:
229:
218:
208:
177:
166:
153:
144:
139:
121:
109:
99:
78:
66:
58:
53:
32:
1412:An N Scale PRR T1 4-4-4-4 scratch building project
1365:
1372:(1st ed.). Standard Print & Publishing.
1282:Johnson, Jason; Noble, Bradford (December 2015).
806:The first PRR duplex was the single experimental
1417:A group that intends to build a full-size PRR T1
2589:Standard gauge locomotives of the United States
1284:"Building from the Rails, Up: The PRR T1 Trust"
929:Lemony Snicket's A Series of Unfortunate Events
93:Pennsylvania Railroad T1 Steam Locomotive Trust
1261:. Indiana University Press. pp. 361–386.
1443:
1244:"Pennsylvania Railroad 4-4-4-4 T1 Locomotive"
608:Western Pennsylvania, Ohio, Indiana, Illinois
8:
1132:"Spring Equalization for Steam Locomotives"
1032:
1030:
1028:
1026:
1024:
1022:
349:180 P 76 (Prototype), 180 P 84 (Production)
2278:
2008:
1477:
1470:
1450:
1436:
1428:
1190:"Streamlimed Locomotives of the Swing Era"
943:, which in turn a televised adaptation of
926:version of a T1 was seen in the 2004 film
560:
511:
136:
50:
1212:"This Month in Railroad History: August"
769:, while other roads developed passenger
283:6111: 15 ft 6 in (4.72 m)
1085:
1083:
1013:
1001:
991:
648:All 52 original scrapped, 1 new build (
2579:Steam locomotives of the United States
1387:Loco Profile 24: Pennsylvania Duplexii
592:52 original, plus 1 under construction
29:
27:Class of 52 4-4-4-4 duplex locomotives
1130:Kerr, Douglas A. (October 16, 2011).
893:In 2014, a non-profit group known as
7:
1257:Withuhn, William L. (1 March 2019).
1230:
1074:
1062:
941:Thomas The Tank Engine & Friends
937:Thomas & Friends: All Engines Go
464:1,430 sq ft (132.9 m)
439:5,639 sq ft (523.9 m)
431:4,209 sq ft (391.0 m)
245:107 ft 0 in (32.61 m)
974:South Australian Railways 520 class
827:South Australian Railways 520 class
816:design fit for series production.
687:. However, they were also prone to
275:11 ft 1 in (3.38 m)
25:
2564:Pennsylvania Railroad locomotives
2441:Articulated electric locomotives:
1407:Photos of PRR 4-4-4-4 locomotives
423:490 sq ft (45.5 m)
958:
38:
1090:Llanso, Steve; Duley, Richard.
837:. Frank was impressed, and the
407:300 lbf/in (2.07 MPa)
391:92 sq ft (8.5 m)
328:197,400 lb (89.54 t);
2400:Articulated steam locomotives:
1320:"Latest News (March 24, 2019)"
874:When the PRR Board decided to
531:6,500 ihp (4,800 kW)
341:944,700 lb (428.5 t)
333:442,500 lb (200.7 t)
317:502,200 lb (227.8 t)
309:279,910 lb (127.0 t)
1:
2559:Streamlined steam locomotives
367:85,200 lb (38.65 t)
1038:"FAQ Section - The T1 Trust"
428: • Tubes and flues
847:Chesapeake and Ohio Railway
831:Islington Railway Workshops
600:6110, 6111, 5500-5549, 5550
399:100 in (2,540 mm)
293:71,680 lb (32.51
105:BLW 72764–72788 (5525–5519)
2610:
1364:Staufer, Alvin F. (1962).
889:Pennsylvania Railroad 5550
886:
813:1939 New York World's Fair
436: • Total surface
235:42 in (1,067 mm)
225:80 in (2,032 mm)
1468:
1385:Reed, Brian (June 1972).
559:
510:
461: • Heating area
135:
49:
37:
980:LNER Peppercorn Class A1
903:LNER Peppercorn Class A1
783:Baldwin Locomotive Works
214:36 in (914 mm)
88:Baldwin Locomotive Works
33:Pennsylvania Railroad T1
1389:. Profile Publications.
791:articulated locomotives
388: • Grate area
267: in (37.43 m)
858:
746:and the production of
731:
717:
90:(5525–5549, 6110–6111)
2574:Passenger locomotives
1459:Pennsylvania Railroad
1164:Baer, Christopher T.
856:
723:
711:
664:Pennsylvania Railroad
573:Pennsylvania Railroad
2584:Scrapped locomotives
1291:Railfan and Railroad
748:electric locomotives
652:) under construction
420: • Firebox
2554:4-4-4-4 locomotives
2549:Baldwin locomotives
1096:SteamLocomotive.com
515:Performance figures
117:2014–present (5550)
115:1945–46 (5500–5549)
44:T1 5549 on display.
2569:Duplex locomotives
1474:
1330:on August 24, 2019
945:The Railway Series
924:computer-generated
859:
795:side and main rods
732:
718:
693:diesel locomotives
523:120 mph (193 km/h)
2536:
2535:
2531:
2530:
2527:
2526:
2275:
2274:
2005:
2004:
1300:on March 17, 2016
1044:on 24 August 2019
787:duplex locomotive
727:Manhattan Limited
677:steam locomotives
660:
659:
656:
655:
555:
554:
506:
505:
453: • Type
131:
130:
103:Altoona 4560–4584
16:(Redirected from
2601:
2279:
2009:
1478:
1471:
1452:
1445:
1438:
1429:
1390:
1381:
1371:
1351:
1346:
1340:
1339:
1337:
1335:
1326:. Archived from
1316:
1310:
1309:
1307:
1305:
1299:
1288:
1279:
1273:
1272:
1254:
1248:
1247:
1240:
1234:
1228:
1222:
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1207:
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1198:
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1161:
1155:
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1146:
1145:
1143:
1141:
1136:
1127:
1121:
1118:
1112:
1111:
1109:
1107:
1102:on 27 April 2017
1098:. Archived from
1087:
1078:
1072:
1066:
1060:
1054:
1053:
1051:
1049:
1034:
1017:
1011:
1005:
999:
968:
963:
962:
939:, a spin-off of
865:
773:" type and then
760:New York Central
561:
512:
412:Heating surface:
306:
266:
265:
261:
258:
203:
199:
197:
196:
192:
189:
137:
124:
113:1942 (6110–6111)
70:Ralph P. Johnson
51:
42:
30:
21:
2609:
2608:
2604:
2603:
2602:
2600:
2599:
2598:
2539:
2538:
2537:
2532:
2523:
2492:
2436:
2395:
2375:
2346:
2326:
2297:
2271:
2251:
2226:
2206:
2171:
2116:
2087:
2067:
2001:
1951:
1871:
1796:
1611:
1576:
1516:
1464:
1456:
1397:
1384:
1363:
1360:
1358:Further reading
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1286:
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1246:. 20 June 2020.
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885:
872:
863:
829:. In late 1942
775:4-8-4 "Northern
771:4-8-2 "Mountain
744:electrification
706:
589:Number in class
537:Tractive effort
494:Franklin poppet
445:
404:Boiler pressure
329:
304:Adhesive weight
302:
263:
259:
256:
254:
201:
194:
190:
187:
185:
184:4 ft
183:
146:
122:
116:
114:
104:
91:
86:
71:
54:Type and origin
45:
28:
23:
22:
15:
12:
11:
5:
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2101:
2089:
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2055:
2050:
2045:
2040:
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2019:
2017:
2006:
2003:
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1268:978-0253039330
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966:Trains portal
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906:60163 Tornado
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822:Raymond Loewy
817:
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800:poppet valves
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755:double-headed
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714:Raymond Loewy
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520:Maximum speed
518:
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502:Poppet valves
501:
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480:Cylinder size
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364:Fuel capacity
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270:
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231:Trailing dia.
228:
224:
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217:
213:
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207:
202:1,435 mm
182:
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176:
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170:
167: •
165:
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159:
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138:
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100:Serial number
98:
94:
89:
84:
83:Altoona Works
81:
77:
74:
73:Raymond Loewy
69:
65:
61:
57:
52:
48:
41:
36:
31:
19:
2390:
1386:
1367:
1344:
1332:. Retrieved
1328:the original
1324:The T1 Trust
1323:
1314:
1302:. Retrieved
1295:the original
1290:
1277:
1258:
1252:
1238:
1226:
1215:. Retrieved
1205:
1193:. Retrieved
1184:
1172:. Retrieved
1159:
1150:
1138:. Retrieved
1125:
1116:
1104:. Retrieved
1100:the original
1095:
1070:
1058:
1046:. Retrieved
1042:the original
1014:Staufer 1962
1009:
1002:Staufer 1962
944:
940:
927:
900:
895:The T1 Trust
894:
892:
873:
860:
857:PRR T-1 6110
843:
839:streamlining
818:
805:
779:
752:
733:
725:
698:
671:duplex-drive
667:
661:
528:Power output
444:Superheater:
338:Total weight
330:
325:
253:122 ft
210:Leading dia.
1462:locomotives
730:to New York
704:Development
681:streamlined
645:Disposition
346:Tender type
314:Loco weight
85:(5500–5524)
2543:Categories
1334:August 24,
1304:August 24,
1217:2006-08-25
1195:August 20,
1140:August 24,
986:References
499:Valve type
490:Valve gear
372:Water cap.
110:Build date
59:Power type
1231:Reed 1972
1174:24 August
1075:Reed 1972
1063:Reed 1972
876:dieselize
835:520 class
689:wheelslip
640:1953–1956
632:1952–1953
629:Withdrawn
613:First run
569:Operators
470:Cylinders
354:Fuel type
289:Axle load
241:Wheelbase
1867:de Glehn
1378:62-20878
1106:23 April
1048:23 April
952:See also
917:In media
883:No. 5550
668:class T1
650:PRR 5550
637:Scrapped
448:
415:
383:
380:Firebox:
198: in
149:
67:Designer
2382:4-4-4-4
2353:6-4-4-6
2308:4-4-6-4
2304:4-6-4-4
767:Hudsons
674:4-4-4-4
621:Retired
597:Numbers
331:Loaded:
262:⁄
193:⁄
161:4-4-4-4
79:Builder
2233:2-10-2
2098:2-10-4
2074:2-10-0
1572:B1 (e)
1532:B1 (s)
1376:
1265:
911:Boxpok
864:
762:built
666:(PRR)
605:Locale
564:Career
456:Type A
396:Boiler
326:Empty:
280:Height
250:Length
220:Driver
173:2′BB2′
95:(5550)
18:PRR T1
2357:6-8-6
2333:4-8-4
2284:4-6-4
2258:4-4-4
2213:4-8-2
2178:2-8-2
2123:4-6-2
2094:2-6-2
2014:2-8-0
1958:4-6-0
1878:2-6-0
1803:4-4-2
1618:4-4-0
1583:0-8-0
1523:0-6-0
1483:0-4-0
1298:(PDF)
1287:(PDF)
1169:(PDF)
1135:(PDF)
764:4-6-4
580:Class
272:Width
179:Gauge
156:Whyte
62:Steam
2432:HH2s
2427:HH1s
2417:HC1s
2412:CC2s
2407:CC1s
2355:and
2306:and
2167:K29s
2157:K21s
2096:and
1374:LCCN
1336:2019
1306:2019
1263:ISBN
1197:2016
1176:2019
1142:2019
1108:2017
1050:2017
870:Fate
662:The
624:1953
616:1942
551:4.33
474:Four
358:Coal
222:dia.
2519:E44
2514:E3b
2509:E2c
2504:E2b
2488:GG1
2483:FF2
2478:FF1
2473:DD2
2468:DD1
2463:BB3
2458:BB2
2453:BB1
2448:AA1
2422:HH1
2380:T (
2351:S (
2331:R (
2302:Q (
2282:P (
2256:O (
2247:N2s
2242:N1s
2231:N (
2211:M (
2192:L2s
2187:L1s
2176:L (
2162:K28
2147:K4s
2142:K3s
2121:K (
2112:J28
2092:J (
2072:I (
2063:H10
2012:H (
1997:G53
1956:G (
1947:F61
1942:F31
1937:F30
1932:F27
1927:F26
1922:F25
1917:F24
1912:F23
1907:F22
1902:F21
1876:F (
1862:E28
1857:E23
1852:E22
1847:E21
1801:E (
1787:D61
1782:D39
1777:D38
1772:D37
1767:D36
1762:D35
1757:D34
1752:D33
1747:D32
1742:D31
1737:D30
1732:D26
1727:D25
1722:D24
1717:D23
1712:D22
1707:D21
1702:D16
1697:D15
1692:D14
1687:D13
1682:D12
1677:D11
1672:D10
1616:D (
1607:C31
1602:C30
1597:C29
1581:C (
1521:B (
1512:A5s
1481:A (
1402:T1.
935:In
736:K4s
683:by
169:UIC
2545::
2391:T1
2384:):
2371:S2
2366:S1
2359:):
2342:R1
2335:):
2322:Q2
2317:Q1
2310:):
2293:P5
2286:):
2267:O1
2260:):
2235:):
2222:M1
2215:):
2202:L6
2197:L5
2180:):
2152:K5
2137:K2
2132:K1
2125:):
2107:J1
2100:):
2083:I1
2076:):
2058:H9
2053:H8
2048:H6
2043:H5
2038:H4
2033:H3
2028:H2
2023:H1
2016:):
1992:G6
1987:G5
1982:G4
1977:G3
1972:G2
1967:G1
1960:):
1897:F3
1892:F2
1887:F1
1880:):
1842:E7
1837:E6
1832:E5
1827:E4
1822:E3
1817:E2
1812:E1
1805:):
1667:D9
1662:D8
1657:D7
1652:D6
1647:D5
1642:D4
1637:D3
1632:D2
1627:D1
1620:):
1592:C1
1585:):
1567:B8
1562:B7
1557:B6
1552:B5
1547:B4
1542:B3
1537:B2
1525:):
1507:A4
1502:A3
1497:A2
1492:A1
1485:):
1322:.
1289:.
1094:.
1082:^
1021:^
994:^
922:A
808:S1
740:K5
584:T1
127:52
1451:e
1444:t
1437:v
1380:.
1338:.
1308:.
1271:.
1220:.
1199:.
1178:.
1144:.
1110:.
1052:.
932:.
716:.
297:)
295:t
264:4
260:3
257:+
255:9
204:)
200:(
195:2
191:1
188:+
186:8
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
