In Conclusion
Like many experimental locomotives, the K5 was only a qualified success. Both locomotives performed well enough to be kept in service, but they did not perform so outstandingly as to persuade the PRR to build more. They proved that building a larger Pacific than the K4s was not worthwhile; the reduced factor of adhesion limited the locomotives' ability to put their greater power to full use. A larger locomotive with eight driving wheels was needed.
This route was eventually taken, although in striking form with the T1 4-4-4-4 duplex locomotive, but the Great Depression and the huge cost of electrification meant that PRR steam locomotive development effectively ceased after the K5 and M1a. The electrical department became the thrust of PRR locomotive policy, and the displaced steam locomotives from electrified territory gave the PRR a surplus of locomotives, giving little incentive to develop more.
The cast steel locomotive bed and Worthington feedwater heater both proved themselves, and they became a feature of most PRR steam locomotives built after the K5, and indeed those on many other railroads.
Both locomotives were scrapped.
Read more about this topic: PRR K5
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