The Pennsylvania Railroad GG1 (original) (raw)

Surviving GG1s GG1 Numbering GG1 Deliveries GG1 Status GG1 Paint Schemes GG1 Specifications GG1 Glossary Will a GG1 ever run again? GG1 Pages on the Web GG1 Reference

The GG1 was designed by the Pennsylvania Railroad based on the need for a locomotive that could pull more than 12 to 14 passenger cars. The railroad thought it had designed the perfect electric passenger locomotive, the P-5a, but as the P-5a locomotives arrived, it became necessary to double head them on many trains in order to protect schedules. Two other factors were involved in the development of the GG1. The chassis and wheel arrangement were a result of experiments with a leased New Haven EP3a and the streamlined body and center crew cab were an outcome of concern for crew safety. A tragic grade crossing accident in which a box cab P-5a hit a truck killing the engineer, reinforced the need for better protection for the crew. After the accident, a hold was put on further manufacture of the box cab P-5a and the locomotive was redesigned to include a center crew cab. The GG1 was given a sculptured carbody with contoured hoods that were tapered to provide visibility for the enginemen. As a result, a very aesthetically pleasing design evolved. Raymond Loewy, the renowned industrial designer, reviewed the prototype and recommended welding the shell rather than using rivets. He then suggested adding the famous pin stripes, making the design an award winner.

The railroad built 139 units (#4800 through #4938) between the years 1934 and 1943. Many of them were built at the Juniata Locomotive Shop in Altoona, PA.

This streamlined locomotive, designed for bidirectional operation was mainly used for passenger trains, but a few were regeared for freight service. Lasting from 1934 to well into the 1980s it would be hard to find any other American locomotive design that operated for a longer period of time. The 79.5 foot long 230+ ton GG1 was built on an articulated frame which permitted its 2-C+C-2wheel arrangement to negotiate tight curves even in congested areas. Power was picked up from an overhead 11,000 Volt AC catenary wire by a pantograph and the voltage stepped-down through an on board transformer to feed the 12 single phase 25 cycle traction motors. Each of these motors developed 385 HP giving the GG1 a total of 4620 HP in continuous operation and allowed speeds up to 100 mph. The body of the locomotive also housed large blowers for motor and transformer cooling, a steam boiler for passenger car heat, electric controllers and sanding boxes.

Of the 139 units built, only 16 survive today. Some have been restored superficially and can be visited as shown below. It is not likely that any of these survivors will ever run again because of the prohibitive cost to rebuild or replace the electrical components.

Surviving GG1s

The Last Scrapped GG1s

After experimental number 4899 became GG1 number 4800 in 1934, each successive GG1 kept its originally assigned number throughout its entire life with the exception of some of the GG1s transferred to Amtrak. In 1971, 30 GG1s were transferred from the Penn Central to Amtrak. These locomotives were renumbered 4900 through 4929 and were operated by Amtrak for a while wearing the PC logo. Later, these 30 GG1s were repainted with the Helvetica style "Amtrak" and a new series of numbers: 900 through 929. In 1976 another ten GG1s came over from the Penn Central and the fleet of 40 was renumbered again. This time, numbers 4900 through 4939 were used. In the early 1980s a few GG1 were transferred to Amtrak from Conrail. They were repainted and continued to carry the same numbers that were originally assigned by the PRR. The following is a cross reference for the Amtrak 3 digit and 4 digit numbers and the original PRR number of the 40 GG1s transferred and renumbered in the 1970s.

Brunswick Green

Officially listed as PRR dark green locomotive shade and is sometimes defined as 8 parts black and 1 part green.

Carbody

Another name for the shell or skin of the GG1

Catenary

The supporting wires and structures to carry the overhead current conducting wire from which electric locomotives obtain power.

Cat Whiskers

The pin stripes on the GG1

Double Pantograph Order

On icy days or during sleet conditions both pantographs were ordered to be up. With both pantographs up the leading one would act as a scrapper to insure that the trailing one would make good contact with the overhead wire.

Frame

Foundation or chassis upon which a locomotive is built.

Front

The half of the GG1 that contained the steam boiler was designated the "front" or end #1 the other half was designated end #2. Most GG1's had an "F" on the carboby to indicate the front end. Messenger Wire - The graceful shaped wire that carries the trolley wire.

Motor

A descriptive term used on the PRR to mean electric locomotive.

Multiple Unit

Two or more locomotives coupled together under the control of one engineer. Controls on the individual locomotives are interconnected via electric cables (MU cables) or hoses so they act in concert with the single control.

Overhead

Catenary and contact wire of a suspended electrical distribution system.

Pantograph

A device mounted on the roof of an electric locomotive that is spring loaded to allow the pick-up shoe to maintain contact with the overhead trolley wire.

Quill Drive

Traction motors are mounted on a hollow tubes called a quills. The quills are concentric to the driving axles and connected to large gears which in turn are connected to the driving wheels. The gears are turned by pinions mounted on the motor shafts. The GG1 used two traction motors per axle with each motor having a shaft and pinion on each end.

Sand Box

A receptacle on a locomotive for storing sand that is pneumatically delivered through piping to the rails directly in front of the driving wheels. The sand provides increased grip for the wheels to prevent slipping.

Steam Boiler

Steam producing unit consisting of a fire box surrounded by a water space to produce steam for heating passenger cars.

Toluidine Red

Red color used on PRR keystones.

Traction Motor

The electric motor geared to the axles and used to convert the transformer output to mechanical force in the form of tractive effort.

Tractive Effort

The measurement of the force exerted by a locomotive at the point where the wheel tread meets the rail.

Trolley Wire

The current conducting wire that the shoe on the pantagraph rubs to transmit power to the locomotive.

Tuscan Red

The brownish red color of many PRR freight and passenger cars. The color that 10 GG1's were painted in the early 1950's.

Wheel Arrangement

The GG1 wheel arrangement would be indicated as 4-6-6-4 in steam locomotive terms. On the PRR, the 4-6-0 was designated as Class G. A GG1 is two 4-6-0's back-to-back, thus the "GG" and the one indicates the first design. Electric locomotives are classified by their motored and unmotored axels. The GG1 is indicated as a 2-C+C-2. The + sign indicates an articulated arrangement, the "C" means three powered axles and "2" means two unpowered axles.

A GG1 will probably never run again. Steam locomotives can be restored through extraordinary efforts, if needed, to repair or remanufacture mechanical parts. Once a steam locomotive has been restored, all one needs is coal (or oil) and water, to have the ability to run if track is available.

The GG1 survivors have had their transformers removed, many of the traction motors have shorted out and all of the other current carrying parts have deteriorated to the point of uselessness. The one exception may be 4935 in Strasburg, PA which may be capable of actually running if a transformer and a proper catenary were available. The GG1 was a 25 cycle (HZ) machine for which the PRR maintained their own substation to provide the 25 cycle current.

Locomotives today are capable of operating on 25 HZ or 60 HZ and most railroads are using 60 HZ so they can buy power directly from the power companies and avoid the expense of maintaining their own substations.

There is also a possible problem with contamination from PCB's, which to this point no one talks about. The GG1 transformer was cooled with a fluid known generically as Askarel (a non-flammable synthetic liquid dielectric). This liquid contains PCB's, and any evidence of PCB's would be a show stopper.

Many of the GG1s had developed cracks in their frames which means major repair or replacement would be needed. In addition the drivers, the trucks, and the carbody would have to refurbished. After that, all new electrical components and controls would have to be furnished. This could possibly cost around 1.5to1.5 to 1.5to2.0 million.

I seriously doubt that anyone would spend the money to get a GG1 to run. Some have spent large sums to refurbish steam locomotive but only where there has been available track to allow excursion to provide payback.

With all new electrical equipment and modern controls, this new GG1 could run on the Northeast Corridor or any other electrified railroad but, it would not be an authentic GG1, it would simply be a modern electric locomotive with the carbody of a GG1. Unfortunately changes in technology have finally, after 60 years, forced the retirement of the most durable locomotive of all time.

• The Remarkable GG1 by Karl R. Zimmermann (Quadrant Press Review)
• Pennsy Electric Years" by William D. Volkmer (Morning Sun Books)
• Pennsy Power, Steam and Electric Locomotives of the Pennsylvania Railroad 1900-1957 by Alvin F. Staufer (The Standard Printing & Publishing Co.)
• Under Pennsy Wires by Paul Carleton (D. Carleton Railbooks)
• When the Steam Railroads Electrified by William D. Middleton (IKalmback Books)
• Electric Traction of the Pennsylvania Railroad 1895 - 1968 by Michael Bezilla (The Pennsylvania State University)
• Vintage Rails by Pentrex, Inc., Fall 1995
• The Best Waffle-Side Boxcars and Waffle Recipes: What Are Waffle-Side Boxcars | Best Waffle Recipe

Much thanks to Richard Duley who has helped to provide a great deal of the information found on this page.

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