Daughters of Altoona

GG1 - Paint Schemes

2010-08-01T11:01:00.025-04:00

These paint schemes represent the major variations of the locomotive's appearance over the course of it's operational life. Colors are approximate. Greens are lighter than the acutual colors to contrast from the black units. Numbers on pictured units are not necessarily approprate.

Early Prototype Scheme

1934 PRR:

Dark Green, block pinstriping, small number keystone

1934:

#4899/#4800 only. (unit changed numbers in this scheme)

Developed by the PRR, this scheme predates the Loewy design. A similar design was used on the R1 experimental.

Late Prototype Scheme

1935 PRR:

Dark Green, Wide 5 gold pinstripes and gold sans-serif Futura lettering, small number keystone

#4800 only, through at least 1937.
First to be based on the Loewy design, but would later be refined on production units.

Loewy Scheme

1935 PRR:

Dark Green, 5 gold pinstripes and gold sans-serif Futura lettering, small number keystone

All units at production except #4800, #4800 sometime after 1937.
The scheme as Loewy envisioned it.

Feathered Scheme

1937 PRR:

Dark Green, 5 gold pinstripes feathered together and gold sans-serif Futura lettering, small number keystone

#4829 is only confirmed unit.
This may have been and experimental variation to try to avoid the problems of painting over the intake vents on the locomotive's sides.

Modified Loewy Scheme

1941 PRR:

Dark Green, 5 gold pinstripes and gold serif Clarendon lettering, small PRR keystone

Most units.
Most fans consider this an improvement on Loewy's conception. Why Pennsy decided to change is unclear. Most other locomotive types did wear serif lettering.

Modified Loewy Scheme in Red

1952 PRR:

Tuscan Red, 5 gold pinstripes and gold serif Clarendon lettering, small PRR keystone

1952:

#4908 - #4913

1953:

#4876, #4856, #4857 and #4929

These few units were painted to match special red coach consists.

Broadband Scheme

1955 PRR:

Dark Green, thick yellow stripe and larger yellow serif Roman lettering, large PRR keystone

#4885 followed by most units, including some single stripe tuscan and all single stipe silver.
This was the defacto GG1 scheme for the late 50's and early 60's.

Broadband Scheme in Red

1955 PRR:

Tuscan Red, thick yellow stripe and larger yellow serif Roman lettering, large PRR keystone

1955:

#4907 and #4916

As before, a few units were repainted to match special red coach consists.

Broadband Scheme – Congressional

1955 PRR:

Silver, thick red stripe and larger black serif Roman lettering, large PRR keystone

1955:

#4866, #4872 and #4880

A few units were repainted to match the coaches on the Congresional train. This and the green and tuscan broadband schemes used plates to cover over part of the radiatior on the side above the numbers. Three years later some units began to recieve new intakes behind the classification lights and most of those had their old intakes welded over.

Modified Loewy Scheme Holdover

1968 PC:

Dark Green, 5 gold pinstripes and gold serif Clarendon lettering, small white PC herald

#4801 is only confirmed unit.

PC, without money, usually just blanked out the previous owner and painted PC herald on instead. This only surviving five striper was painted over in PC black.

Broadband Scheme Holdover

1968 PC:

Dark Green, thick yellow stripe and larger yellow serif Roman lettering, small white PC herald

#4840, #4883, #927 (PRR#4934) and presumably #4844 and #929 (PRR#3938) retained this scheme at least into their PC days.

Another PC holdover. A few of these units may have also received white numbering as well.

Broadband Scheme Holdover in Red

1968 PC:

Tuscan Red, thick yellow stripe and larger yellow serif Roman lettering, small white PC herald

It is doubtful that any Tuscan reds made it into the PC era.
Another PC holdover.

American Railroads Centenial Scheme

1969 PC:

Blue, low yellow stripe yellow serif lettering, no herald

#4902 only.

This one of a kind scheme celebrates the centenial of the driving of the golden spike in 1869.

Midnight Scheme

ca. 1970 PC:

Black, white block or serif lettering and large PC herald

Most units, except those left in dark green.

PC's defacto scheme was about as coloful and appealing as the company itself.

Broadband Scheme Holdover

1976 Conrail:

Dark Green, single yellow stripe with CR instead of the keystone

#4844 is the only unit known to have retained this scheme under Conrail.

Conrail's turn to paint over someone else's herald.

Midnight Scheme Holdover

1976 Conrail:

Black, white block lettering

Most units as inherited from PC.
Another Conrail paintover.

Bicentenial Scheme

1976 Conrail:

Red sides, blue hoods and Bicentenial markings

#4800 only.
Another one of kind scheme, this time for the US Bicentenial in 1976.

Conrail Blue Scheme

ca. 1978 Conrail:

blue, white curved block text, large CR herald

#4800 only known unit.
Conrail's defacto scheme, applied to very few locos.

Broadband Scheme Holdover

1971 Amtrak:

Dark Green, thick yellow stripe white block lettering

#929 at least retained thie PRR scheme into its Amtrak days.
Amtrak's turn to paint over a herald.

Midnight Scheme Holdover

1971 Amtrak:

Black, white block lettering

Most Amtrak units retained thier PC black.

Another Amtrak paintover.

Savings Bond Scheme

?? Amtrak:

Black, white block lettering, no Amtrak lettering

Most units retained thier PC black.
Yet another one of a kind. Amtrak gets to be a governmental billboard.

Amtrak 1 stripe Scheme

ca. 1975 Amtrak:

Silver with red hoods, thick blue stripe, black block lettering

#902, #905 (#4905), #906 (#4906), #909 (#4909), #924 (#4924), #926 (#4926) and #927 (#4927).
Amtrak's defacto scheme.

Broadband Scheme Holdover

1981 NJT:

Dark Green, thick yellow stripe

#4880 and #4883 at least retained this PRR scheme into thier NJT days.
NJT had no defacto scheme for the GG1s, but ran them longer than Amtrak or Conrail. They blanked the prior owner and only added some text under the number.

Midnight Scheme Holdover

1981 NJT:

Black, white block lettering

#4875, #4879, #4881, #4882 and presumably the rest of the NJT units wore PC black.
Another NJT repaint.

Special thanks for sources and drawings to:

http://www.spikes.com/GG1/

GG1 - Glossary – Technical curiosities

2010-07-31T11:27:00.021-04:00

some special expressions in cases of GG1s and PRR in alphabet order:

Why is she called the GG1?

The Pennsylvania Railroad had a standard system for identifying locomotives by wheel arrangement. For example a 4-6-2 was a K, a 2-10-0 was an I, a 2-8-2 was a L. subsequent models would get a number such as K2, K3, K4. Of importance here, is a 4-6-0 was a G. When articulated locomotives were introduced, either electric or steam, it was classified as two locmotives back to back. The GG1 is a 2-C+C-2 in Diesel terms, but a 4-6-0+0-6-4 in steams terms, so it was two G lomotovies back to back, hence GG. First revision makes it the GG1 (there was no GG2, but all electrics got a trailing number, although all steamers did not.)

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

A GG1 with "Congressional Express"

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

GG1's frames and bogies in maintanance shop in Wilmington, DE

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.

The pantograph is a diamond - shapped device mounted on the roof of the GG1 (and other electric locomotives) to permit current from the overhead 11,000 Volt AC cantenary contact wire to be collected to feed the traction motors.

The height of the overhead conductor ranges from a minimum of 16' - 10" to a maximum of 25' - 0" and the pantograph is hinged and spring loaded to permit it to colapse and expand to compansate for the variations in height and to allow its pick-up shoe to maintain good contact with the conductor.

diagram of PRR-panthograph

The diamond - shapped framework consists of four movable sections of tubular steel members hinged together and secured to two length of angle iron. The framework consists of four movable sections, two upper and two lower. The two upper sections are hinged together at the top and hinged to the lower sections which in turn are fastened through hinges to the length of angle iron. Each section is assembled from high carbon steel tubing and cast fittings to form a rectangle with diagonal cross bracing through an "X" shapped center fitting The entire assembly is mounted on four insulators. The insulators are made up of two porcelain petticoats placed one on top of the other and cemented to a vetical pin fastened to a wide steel plate that is bolted to the roof. The angle iron bases are bolted to a steel cap placed on top of the insulators.

The contact shoe is made up of flat steel 4" wide and 1/2" thick and it is mounted just above the top hinges. Downward curving horns are fitted at each side of the shoe to prevent snagging of the contact wire at crossovers.

a GG1-phantoghraph on PRR#4935 in Strasburg, PA

The pantograph can be lowered by air pressure and when it is lowered it is held down by a latch which catches a crossmember of the upper framework. The latch can be unlocked by air pressure and when the latch is released the pantograph is raised by the springs.

The GG1 was equipped with two pantograph, but only one needed to be raised to operate the locomotive, because they were jumpered together and connected to the on board transformer through a common current path. The usual practice was to operate with the forward pantograph in the locked down position and with the rear one raised. This practice was adopted because if the raised rear pantograph was struck or came apart the one in front could be used, but if the one in front was raised and it fell apart it could render the rear one inoperable.

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 saft and pinion on each end. motor sets, cardan and driving axle

The Quill Shaft Assembly was a critical component in the GG-1's traction-motor/drive wheel system, in that its function was to transmit power from the motors to the drive wheels.

The GG-1 Class locomotive had 12 traction motors, which powered the engine's six drive axles. These motors were rated at 385 HP each, thus providing 770 HP per axle for an engine total of 4620 HP. The traction motors, assembled in pairs, were single-ended, with each having a drive pinion mounted on one end of an armature shaft. Each pair of motors was connected to the driving wheels through the quill shaft assembly. This assembly was supported in a pair of journal bearings located beneath the two motors. In turn, these bearings were mounted in a housing that was integral to the motor-drive assembly.

The quill shaft was essentially a hollow tube that surrounded the drive axle. Mounted on one end of the quill shaft was a large bull gear which meshed with, and was driven by the pinions on the traction motors. Also mounted on each end of the quill shaft was a "spider-drive" assembly, on each of which were mounted six "drive-cup" assemblies. It was through the contact of these "drive-cups" with the radial spokes of the drive wheels, that power from the traction motors was finally delivered to the drive wheels. This arrangement of delivering the traction power of the motors to the drive wheel through the "drive-cups" allowed the driving wheels and axle to move in reaction to track conditions without affecting the meshing of the drive pinions and the bull gear.

driving axle

a motor-set, which is sitting on one driving axle

This is the quill drive assembly which includes the bull gear and the spring and cup assemblies which engage the diving wheels and absorbed the motor thrust and torque. The quill drive assembly is mounted under the traction motors and rides in the quill bearing in the traction motor assembly.

Quill drive assembly engaged with the driving wheels. The wheel axle turns independently inside the hollow quill shaft. The driving wheels and axle can move in reaction to track conditions without affecting the meshing of the pinions and gears.
The twin traction motor assembly showing the pinion gears on each of the motor shafts. These pinions engage with the bull gear. Also notice the bearing at the bottom of the assembly in which the quill shaft rotates.

Notice in the photo of the Frame and Driving Wheels below that the placement of the driving wheel assembly was not symmetrical. The first two sets had the pinions and bull gear located on the right side and the other four sets of pinions and bull gears were located on the left side. This asymmetrical arrangement was necessary due to the placement of other equipment in the locomotive.

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 pantograph 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 wasa 2-C+C-2. 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 The + sign indicates an articulated arrangement, the "C" means three powered axles and "2" means two unpowered axles.

Sources:

http://www.steamlocomotive.com/

http://www.spikesys.com/GG1/

Pictrures from (and links):

http://www.steamlocomotive.com

http://www.spikesys.com/GG1/

GG1 – Specifications – Technical information

2009-04-13T06:44:00.019-04:00

General

Railroads: Pennsylvania, Pen Central, Conrail, Amtrak, New Jersey Department of Transportation, later New Jersey Transit
Builder: GE/PRR, with Baldwin and Westinghouse collaboration; serial: Altoona Works
Price: $250’000 each for first production order
Numbers: PRR and successors: #4800 - #4938, Amtrak: #901 - #939 (later #4901 - #4939), NJT: #4872 - #4884
Production Run: 1934-1943; 139 units
Locomotives Displaced: P5a (to freight service)
Locomotives Displaced by: E44, E60
Service Lifetime: 48 years (full class)

Line Voltage: 11,000 Volts, 25 Cycles (HZ) AC
Operation: Bidirectional

Diagram of engine #4800

Dimensions

Length: 79' 6" = 24232 mm
Width: 10' 6" = 3200 mm
Height: 15' 0" = 4572 mm (with pantograph locked down)
Wheelbase: 69' 0" = 21030 mm
Driver Wheelbase: 37' 4" = 11382 mm
Rigid Wheelbase: 13' 8" (2) = 4165 mm (2)

Weights

Locomotive #4800

Total: 475’000 lbs = 215,5 t (M) = 237,5 t (US)
Per Axle: 50’500 lbs = 22,9 t (M) = 25,25 t (US)
Adhesive Weight: 303’000 lb = 137,4 t (M) = 151,5 t (US)
Per End Truck: 86’000 lbs (per bogie) = 39 t (M) = 43 t (US)

Locomotives #4801 - #4857

Total: 460’000 lbs = 208,7 t (M) = 230 t (US)
Per Axle: 50’000 lbs = 22,7 t (M) = 25 t (US)
Adhesive Weight: 300’000 lb = 136,1 t (M) = 150 t (US)
Per End Truck: 80’000 lbs (per bogie) = 36,3 t (M) = 40 t (US)

Locomotives #4858 - #4868 & #4889 - #4938

Total: 477’000 lbs = 216,4 t (M) = 238,5 t (US)
Per Axle: 50’500 lbs = 22,9 t (M) = 25,25 t (US)
Adhesive Weight: 303’000 lb = 137,4 t (M) = 151,5 t (US)
Per End Truck: 87,000 lbs (per bogie) = 39,5 t (M) = 43,5 t (US)

Locomotives #4869 - #4888

Total: 468’400 lbs = 212,5 t (M) = 234,2 t (US)
Per Axle: 50’000 lbs = 22,7 t (M) = 25 t (US)
Adhesive Weight: 300’000 lb = 136,1 t (M) = 25 t (US)
Per End Truck: 84,200 lbs (per bogie) = 38,2 t (M) = 42,1 t (US)

Diagram of engines #4801 - #4857 (GG1b)

Mechanicals

Wheel Arrangement: 2-Co’+Co’-2 (4-6-6-4)
Driver diameter: 57" = 1448 mm
Truck Wheel diameter: 36" = 914 mm
Traction transmission: quill-drive, 2 motors per quill

Gearing

Passenger: 24:77
Freight: 24:79

Diagram of engines #4858 - 4868, 4889 - 4938

Ratings
Total HP: 4’620 HP (continuous)
Drawbar HP: 8’600 HP (short term)

at 49 mph: 9’500 HP
at 100 mph: 8’000 HP

Tractive Effort: 72’800 lbs (average) = 324 kN

Passenger gear: 70’700 lbs = 315 kN
Freight gear: 75’000 lbs = 334 kN

Maximum Speed: 110 mph (in testing) = 177 km/h

Passenger gear: 100 mph (enabled in service) = 161 km/h
Freight gear: 90 mph (enabled in service) = 144 km/h

Acceleration 0 to 100 mph: 65 seconds with passenger gearing

Diagram of engines #4869 - 4888

Electricals

Transformer: 4800 KVA

Weighed: 30’300 lbs = 13,7 t (M) = 15,15 t (US)

Control (electro-pneumatic): Tap Changer (tap switcher)

Control Notches: 22

Traction Motors: GEA-627-A1 (6 poles)

Ratings: 400 Volts (AC); 385 HP
Arrangement: 12 in 6 pairs

Batteries: 32V, 300 amp/hour

Auxiliaries
Blowers: 2 x 55 HP
Compressor: 150 cf/min (displacement at 100 rpm) = 4’250 l/min
Boiler: 4’500 lbs (2040 kg) of steam per hour at 200 psi (13,8 bar)
Weighed: 14’200 lbs = 6,44 t (M) = 7,1 t (US)
Boiler Water: 2’761 gallons (10’450 l); (except #4800 had a boiler capacity of 2’245 gallons (8’500 l))
Boiler Oil: 424 gallons = 1’605 l

Sources:
http://www.spikesys.com/GG1/
http://www.steamlocomotive.com/
http://www.rr-fallenflags.org/

GG1 – Last scrapped engines

2008-11-12T15:30:00.012-05:00

This is short show about those 3 engines who scrapped last

PRR#4872 / NJT#4872

NJT#4872 in Cranford, NJ on 03/06/1986 with her similar destiny sisters (behind NJT#4884)

Builder: Altoona
Construction number: 4340
Date of construction: Jan. 1939.
Date of retirement: 198?
Date of scrapping: 1990.
Historical notes:
Outlook:
Last paint scheme: NJT-black
Last owner: New Jersey Transit
Last location: unknown

PRR#4873 / NJT#4873

NJT#4873 in Ridgefield park (Whippany), NJ on 01/01/1994 in that short moment, when they almost exhibited her...

Builder: Altoona
Construction number: 4342
Date of construction: Jan. 1939.
Date of retirement: 198?
Date of scrapping: 1992. (sold for scrap)
Historical notes:
Outlook:
Last paint scheme: Black, white Penn Central logo
Last owner: New Jersey Transit
Last location: Whippany Railroad Museum, Whippany, NJ

Links:
http://www.whippanyrailwaymuseum.net/

PRR#4883 / NJT#4883

NJT#4883 in Cranford, NJ on 03/06/1986 the other end of first picture

Builder: Altoona
Construction number: 4352
Date of construction: Feb. 1939.
Date of retirement: 198?
Date of scrapping: 1986.
Historical notes:
Outlook:
Last paint scheme: Dark Green, thick yellow stripe
Last owner: New Jersey Transit
Last location: Naporano, New York, NY

Sources:
http://www.spikesys.com/GG1/
http://www.steamlocomotive.com/GG1/

GG1 - Survivors - non exhibited engines (part 2)

2008-09-24T14:46:00.007-04:00

This is a roster of known surviving GG1s and their dispositions.

PRR#4909 / AMTK#4932

AMTK#4932 after her retirement in Elizabethport, NJ on 05/04/1985

AMTK#4932 (PRR#4909) attendant on AMTK#4934 after relocation in Cooperstown Jct, NY on 09/18/2006

Builder: Altoona
Construction number: 4378
Date of construction: Dec. 1941.
Date of retirement:
Historical notes:

Regularly led "The Senator" and the "Congressional Limited" in its Tuscan-red livery.

Outlook:

#4909 was one of the two GG1s displayed for a long time at the Leatherstocking RY Museum (Steamtown). In July, 2003 #4909 had been acquired by the Henry Ford Museum. In August 2004, #4909 was finally moved to the Henry Form Museum. However, she is still at Cooperstown Junction, NY. We don't know what it is about #4909 that generates so much false information. The acquisition by the Henry Ford Museum appears to be valid however. There is a news article about it here. We don't know how long that article will be available. Perhaps the rumors about this locomotive will now stop.

Current paint scheme: Amtrak Black
Owner: Henry Ford Museum
Location: Cooperstown Junction, NY (outside)

Links:
http://www.lrhs.com/
http://www.nps.gov/stea/
http://www.hfmgv.org/museum/index.aspx

PRR#4917 / AMTK#4934

AMTK#4934 (PRR#4917) attendant on AMTK#4932 after relocation in Cooperstown Jct, NY on 09/18/2006

Builder: Altoona
Construction number: 4387
Date of construction: June 1942.
Date of retirement:
Historical notes:

One of 75 GG1s built with Westinghouse components, the other 64 GG1s used GE devices and motors.

Outlook:

#4917 appears to be deteriorating more with each photo that is sent to me. In October of 2007 #4917 was being acquired by the GG1 Historic Locomotive Preservation Society of Miami, FL. In the spring of 2008 she was to be moved to its new home in Miami and begin to receive cosmetic restoration work as part of a new TV show.

Current paint scheme: Amtrak Black
Owner: Leatherstocking Railway Museum
Location: Moved from Cooperstown Junction, NY (outside)

Links:
http://www.lrhs.com/

Sources:
http://www.spikesys.com/
http://www.steamlocomotive.com/
http://www.hebners.net/

GG1 - Survivors - non exhibited engines (part 1)

2008-09-23T15:33:00.007-04:00

This is a roster of known surviving GG1s and their dispositions.

PRR#4876 / NJT#4876

PRR#4876 in Bltimore, MD on 07/27/2008 before dispatch

Builder: Altoona
Construction number: 4345
Date of construction: Jan. 1939.
Date of retirement:
Historical notes:

She crashed in Union Station, Washington, DC on Jan. 14. 1953.

Outlook:

She is unfortunate that a GG1, with as much unique history as this one, was stored for so many years (1985 - 2007) in a nearby yard without protection from either vandals or the weather. In 2007 it was moved into the restoration shop compound area with some of the other large locomotives.

Current paint scheme: Brunswick Green
Owner: B&O Museum, Baltimore, MD
Location: On yard in Baltimore, near B&O Museum (outside)

Links:
http://www.borail.org/

PRR#4877 / NJT#4877

PRR#4877 (me) in Hoboken, NJ in a yard near the New Jersey Transit Passenger Station on 01/01/2003

PRR#4877 (me) in Lebanon, NJ on the station under reconstruction on 04/30/2008

Builder: Altoona
Construction number: 4346
Date of construction: Jan. 1939.
Date of retirement: Oct. 31. 1983.
Historical notes:

Repainted PRR Tuscan-red w/pin stripes in 1981 by NJT while in service.

Outlook:

For many years this GG1 was stored in a yard near the New Jersey Transit Passenger Station/Hoboken Passenger Station in NJ unprotected from vandals or the weather.
In July, 2003 #4877 was moved from Hoboken to a small NJ Transit yard in the northern end of Morristown where restoration efforts could begin. There are plans to restore her to her original Brunswick Green 5 stripe and to make it possible to relocate her to various areas around the state of New Jersey for display.
#4877 is now in Lebanon, NJ right of exit 20 on Route 78. There are a number of other gems there, including a 20th Century limited car in really nice shape.

Current paint scheme: Tuscan-red, 5 Stripes
Owner: United Railroad Historical Society of New Jersey
Location: Lebanon train station, Lebanon, NJ (outside)

Links:
http://www.urhs.org/

PRR#4879 / NJT#4879

NJT#4879 with her sisters after retirement in Raritan, NJ on 12/13/1988

NJT#4879 in Booton, NJ after her dispatch on 08/20/2008

Builder: Altoona
Construction number: 4348
Date of construction: Feb. 1939.
Date of retirement: Oct. 31. 1983.
Historical notes:

The last GG1 to pull a revenue passenger train in New Jersey on Oct. 28. 1983.

Outlook:

#4879 is currently stored on a private siding exposed to the weather. #4879 relocated to Morristown in May 2002. There are plans to restore her to the Brunswick Green single stripe/large keystone scheme. After restoration, #4879 is to be permanently displayed in the future NJ Transportation Heritage Center in Phillipsburg, NJ.
Relocated to Boonton, NJ in July 2008.

Current paint scheme: NJT Black
Owner: United Railroad Historical Society of New Jersey
Location: URHS of NJ (stored on private property), Ridgefield Park, NJ (outside)

Links:
http://www.urhs.org/

Sources:
http://www.spikesys.com/
http://www.steamlocomotive.com/

GG1 - Survivors - exhibited engines (part 4)

2008-09-22T14:30:00.007-04:00

This is a roster of known surviving GG1s and their dispositions.

PRR#4927 / AMTK#4939

PRR#4927 / AMTK#4939 under overhauling (wikipedia)

PRR#4927 / AMTK#4939 overhauled in the museum on 08/02/2008

Builder: Altoona
Construction number: 4397
Date of construction: Sept. 1942.
Date of retirement:
Historical notes:

Became an anomaly when Amtrak numbered her #4939 in 1976. For 42 years there had not been a GG1 with a number higher than 4938.

Outlook:

#4927 has been stored indoors (Barn No. 9) for the past 5 years. In August of 1999 she received a new Brunswick Green/5 stripes paint job.

Current paint scheme: Brunswick Green, 5 stripes
Owner: Illinois Railway Museum, Union, IL
Location: Illinois Railway Museum, Union, IL (inside)

Links:
http://www.irm.org/

PRR#4933 / AMTK#4926

PRR#4933 / AMTK#4926 in Solvay, NY on 08/27/2007

Builder: Altoona
Construction number: 4428
Date of construction: March 1943.
Date of retirement:
Historical notes:

One of seven Amtrak GG1s painted platinum mist with a red hood and a blue stripe.
She was the last GG1 to go to the Army-Navy game in 1975.

Outlook:

In 2008 the chapter vice president said that there are plans to repaint #4933 into the Platinum Mist scheme.

Current paint scheme: Tuscan red with 5 pin stripes
Owner: Central NY Chapter NRHS
Location: Central NY Chapter NRHS, New York State Fairgrounds, Syracuse, NY (outside)

Links:
http://cnynrhs.org/

PRR#4935 / AMTK#4935

Maybe the most popular image about PRR#4935, from 05/15/2004

PRR#4935 on new place in the hall of museum (07/09/2008)

Builder: Altoona
Construction number: 4434
Date of construction: March 1943.
Date of retirement:
Historical notes:

She was repainted PRR Brunswick green w/ pin stripes while in service on Amtrak in 1977.
The repainting of "Blackjack" was paid for by the "Friends of the GG1".
Arguably the best restored and best displayed GG1.

Outlook:

#4935 is in the best shape of all the surviving GG1s. She is indoor in a climate controlled building.

Current paint scheme: Brunswick Green, 5 stripes
Owner: Railroad Museum of Pennsylvania, Strasburg PA
Location: Railroad Museum of Pennsylvania, Strasburg PA (inside)

Links:
http://www.rrmuseumpa.org/

Sources:
http://www.spikesys.com/
http://www.steamlocomotive.com/
http://www.hebners.net/

GG1 - Survivors - exhibited engines (part 3)

2008-09-21T16:14:00.009-04:00

This is a roster of known surviving GG1s and their dispositions.

PRR#4913 / AMTK#4913

PRR#4913 in Altoona, PA, in the years 1990s (Photo: VG Aylward)

PRR#4913 in the yard of museum on 08/24/2008

Builder: Altoona
Construction number: 4382
Date of construction: Jan. 1942.
Date of retirement:
Historical notes:

One of six GG1s repainted Tuscan-red in 1952 for use with the stainless steel cars used on "The Senator" and on the "Congressional Limited".

Outlook:
Current paint scheme: Tuscan Red, 5 Stripes
Owner: Railroader’s Memorial Museum, Altoona, PA
Location: Railroader’s Memorial Museum, Altoona, PA (outside)

Links:
http://www.railroadcity.com/

PRR#4918 / AMTK#4916

AMTK#4916 (PRR#4918) had arrived into the museum

AMTK#4916 (PRR#4918) under roof in Kirkwood, MO on 07/23/2007

Builder: Altoona
Construction number: 4388
Date of construction: June 1942.
Date of retirement:
Historical notes:

Weighed 238 tons and cost about $250,000.00 when built in 1942 ($2,723,189.00 in 1998 dollars)
She was once stored at the Smithsonian Institute, Washington, DC

Outlook:
Current paint scheme: Amtrak Black
Owner: Museum of Transportation, Saint Louis, MO
Location: Museum of Transportation, Saint Louis, MO (under roof)

Links:
http://transportmuseumassociation.org/

PRR#4919 / AMTK#4917

PRR#4919 in the yard of museum on 07/18/2008

Builder: Altoona
Construction number: 4389
Date of construction: July 1942.
Date of retirement: February 01. 1981.
Historical notes:

The #4919 was originally numbered #4917 when built in the Juniata Shops of the Altoona Works, in Altoona, Pennsylvania. She was a wartime "baby" delivered in June of 1942 along with five others. A general renumbering of these locomotives in June 1973 gave it No. 4934, and she later was renumbered 4919.
She ran almost 5,500,000 miles before it was retired.

Outlook:
Current paint scheme: Brunswick Green, 5 stripes
Owner: Virginia Museum of Transportation, Roanoke, VA
Location: Virginia Museum of Transportation, Roanoke, VA (outside)

Links:
http://www.vmt.org/

Sources:

http://www.spikesys.com/
http://www.steamlocomotive.com/
http://www.hebners.net/

GG1 - Survivors - exhibited engines (part 2)

2008-09-09T16:45:00.006-04:00

This is a roster of known surviving GG1s and their dispositions.

PRR#4882

PC#4882 in museum of Elkhart, IN on 08/01/2004 (c) Scott Koehler

A fictional hard race in the yard of museum on 09/16/2007

Builder: Altoona
Construction number: 4351
Date of construction: Feb. 1939.
Date of retirement: Oct. 31. 1983.
Historical notes:

The last operating GG1. Took the last gasp in October, 1983 when it pulled two other NJT GG1s (#4877 and #4879) into the yard after "Farewell to the GG1s Day" (Oct. 28. 1983).

Outlook:

In October, 1998, #4882 was painted into her PC livery. The paint job is temporary. Longer range plans are to paint it in its original PRR livery.

Current paint scheme: Penn Central Black with PC Logo
Owner: National New York Central Museum, Elkhart, IN
Location: National NYC Railroad Museum, Elkhart, IN (outside)

Links:
http://www.nycrrmuseum.org/

PRR#4890

PRR#4890 in the yard of B&O Museum in october of 1992 (Baltimore, MD)

PRR#4890 in hall of National Railroad Museum, Green Bay, WI on 08/19/2008

Builder: Altoona
Construction number: 4359
Date of construction: March 1940.
Date of retirement:
Historical notes:

She was displayed at B&O Museum until 1995.
One of about 35 GG1s that were modified with large air intakes in the hood, which spoiled the aesthetics of this Loewy masterpiece.

Outlook:

#4890 received a new paint job in 2000. It is scheduled to be part of the new indoor display hall: Lenfestey Center, a 26,000 square foot climate controlled facility. It is displayed next to UP Big Boy X4017 and the General Eisenhower WWII Command Train.

Current paint scheme: Tuscan-red, 5 Yellow Stripes
Owner: National Railroad Museum, Green Bay, WI
Location: National Railroad Museum, Green Bay, WI (inside)

Links:
http://www.nationalrrmuseum.org/

PRR#4903 / AMTK#4906

PRR#4903 in the yard of museum on 05/31/2003

Builder: Altoona
Construction number: 4372
Date of construction: May 1940.
Date of retirement:
Historical notes:

With GG1 PC#4901, pulled the funeral train of Sen. Robert Kennedy from New York to Washington on June 8. 1968.

Outlook:

She was acquired in a trade (for a NYC Mohawk) with National NYC Museum of Elkhart, Indiana, arriving April 29th, 1984.

Current paint scheme: Brunswick Green, yellow stripe
Owner: Museum of the American Railroad, Dallas, TX
Location: Museum of the American Railroad, Dallas, TX (outside)

Links:
http://www.dallasrailwaymuseum.com/

Sources:
http://www.spikesys.com/
http://www.steamlocomotive.com/
http://www.hebners.net/

GG1 - Survivors - exhibited engines (part 1)

2008-09-09T15:30:00.012-04:00

This is a roster of known surviving GG1s and their dispositions.

PRR#4800

PRR#4800 in Museum of Strasburg, PA on 01/01/1999

PRR#4800 in Museum of Strasburg, PA on 11/21/2007

Builder: General Electric, Baldwin
Construction number: 11646
Date of construction: Aug. 1934.
Date of retirement: 1979.??
Historical notes:

#4800 is the only GG1 with a riveted body.
She was the prototype for the GG1.
She was the Bi-Centennial GG1 Engine in 1976.
Old "Rivets" wore Conrail "dress blue" (Railroading in the North East Collection).

Outlook:

#4800 was owned by the Lancaster Chapter of the NRHS and at one time was on loan to the RR Museum of PA. The chapter donated it to the RR Museum of PA in 2000. For a couple years, #4800 was out in the weather and was showing signs of deterioration. In 2002 she was moved into the expanded car barn. In 2004 she received a new paint job and underwent some cosmetic restoration.

Current paint scheme: Brunswick Green, 5 stripes
Owner: Lancaster Chapter NRHS
Location: RR Museum of PA, Strasburg, PA (outside)

Links:
http://www.rrmuseumpa.org/
http://www.northeast.railfan.net/
http://www.nrhs.com/chapters/lancaster.htm
http://www.northeast.railfan.net/

PRR#4859

Arriving home of PRR#4859 in 1986

PRR#4859 on AMTRAK-Station of Harrisburg, PA on 07/31/2006

Builder: Altoona
Construction number: 4326
Date of construction: Dec. 1937.
Date of retirement: Dec.? 1979.
Historical notes:

She pulled the first electric train into Harrisburg Jan. 15. 1938. and latter was designated official electric locomotive of PA.

Outlook:

#4859 belongs to the RR Museum of PA and is currently under roof at the Harrisburg, PA Amtrak Station. Amtrak wants her out of their station soon. There is talk about a temporary display at Union Station in Washington, DC. One day #4859 will have to return to the museum in Strasburg, PA and when it does there will be limited space and one of the three GG1s may have to go.

Current paint scheme: Brunswick Green, 5 stripes
Owner: Railroad Museum of Pennsylvania, Strasburg PA
Location: Transportation Center, Harrisburg, PA (under roof)

Links:
http://tcrpc-pa.org/SRTP/SRTP_Chapter_02/harrisburg_transportation_center.htm

Sources:
http://www.spikesys.com/

http://www.steamlocomotive.com/

References

2008-08-20T07:06:00.006-04:00

Career of a Champion: The Story of 'Old Rivets' 4800
Frederic Abendschein and Dan Cupper ©1984
Lancaster Chapter of the NRHS
342 W. Fritz Avenue
Quarryville, PA 17566
Notes: 3 Color and 75 Black/ White Pictures; 56 Pages; Paperback

Electric Traction of the Pennsylvania Railroad 1895 – 1968
Michael Bezilla
(The Pennsylvania State University)

Pennsy Electric Years
William D. Volkmer
(Morning Sun Books)

Pennsy Power II.
Alvin F. Staufer and Bert Pennypacker Stauffer
Litho Plate Co.; 218 E. Washington St.; Medina, OH; ©1968

Pennsy Power, Steam and Electric Locomotives of the Pennsylvania Railroad 1900-1957
Alvin F. Staufer
(The Standard Printing & Publishing Co.)

The Great Book of Trains
Hollingsworth, Brian and Arthur F. Cook
Portland House, New York, NY. (1987)

The Pennsylvania Railroad Under Wire
Middleton, William D.
Kalmbach Publishing, Waukesha WI. (2002)

The Remarkable GG1
Karl R. Zimmermann
(Quadrant Press Review)

Under Pennsy Wires
Paul Carleton
(D. Carleton Railbooks)

Vintage Rails
Pentrex, Inc.
Fall 1995

When the Steam Railroads Electrified
William D. Middleton
(IKalmback Books)

Sources:

http://www.spikesys.com/GG1/

http://www.steamlocomotive.com/

Introduction

2008-08-15T15:41:00.027-04:00

What's so special about the GG1?
Longevity and that legendary dependability …

The first GG1 went into service in 1935 and the last was taken out of service in 1983. The GG1 outlasted the railroad that built it and its successor road. This may be in part due to the fact that the GG1 was not handed a spot in the Pennsylvania Railroad (PRR) inventory, it earned it. It was inspired by the nearby New Haven boxcab electric EP-3a that served that road so well. PRR was in the market for a new electric but the R1 was offered in addition to the GG1. The R1 and GG1 inherited their general styling from the smaller modified P5a. The GG1 received the special attention of industrial designer Raymond Loewy, who, with minor changes in the sheet metal and major changes with the livery, made the GG1 the visual classic it is. Despite the other omnipresent items designed by Loewy, he stated he was always especially fond of the job he did on the GG1. The R1 had a smaller single frame 2-D-2 wheel arrangement, compared to the GG1's multiframed 2-C+C-2. The PRR put both locos through their paces and the GG1 came out on top with slightly better tracking characteristics.

The GG1 was designed by the PRR 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 P5a, but as the P5a 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 EP-3a 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 P5a 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 P5a 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.

#4800 (originally #4899) was the prototype for the line and was the only one to have a riveted body. At the behest of Loewy, all later ones were welded. Another asset of the GG1 was strength. A GG1 frame looks more like a bridge than a locomotive. The #4876 lost its brakes and pulled the Federal Express right into Washington Terminal, crashed into the concourse and fell into the basement. It was cut up into small sections so it could be removed from the basement, shipped back to Altoona for reassembly. It was returned to service and still survives today!

This streamlined locomotive, designed for bidirectional operation was mainly used for passenger trains, but a few were re-geared for freight service. Lasting from 1934 to well into the 1980s it would hard to find any other American locomotive design that operated for a longer period of time. The 79.5 foot long 218+ ton GG1 was built on an articulated frame which permitted its 2-C+C-2 wheel 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. Starting sometime after 1955, many units were equipped with large ungainly air intakes.

The GG1s served the Penn Central (PC) after the merger and routinely ventured onto New Haven track. After PC's brief life, most GG1s went to Conrail (CR) where they served until 1979. 40 units were transferred to Amtrak (AMTK), and 13 to New Jersey Transit (NJT) where they served until 1981 and 1983 respectively. Despite their sturdy construction, the millions of miles racked up by these units eventually caused frame cracks too extensive to justify repair, given that parts were getting hard to find. The last nail in the coffin was to be the expected catenary frequency change from 25 to 60 Hz. The later rectifier locomotives could use either, but not the all-AC GG1.

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.

Of the 16 units still in existance, 3 are under cover and 8 have been restored to Pennsy-paint. at least 4 of the units are rapidly deteriorating for lack of upkeep, especially #4876. Most, if not all, GG1’s transformers were drained of the PCB laden coolant oil when they left service. Some may have been refilled with sand or concrete, others removed. Which units may be operable is a mystery.

In as far as the 25Hz power system, despite many reports, the intended frequency change planned in the 1980's never occurred and the GG1's homeland remains 25Hz to this day. It is also reported that there is a 25Hz system somewhere in the gulf coast area.

More information is sought on which units have retained their transformers and what the condition of the transformers is. Also, more detailed information is sought on the status of units #4876, #4877, #4879, #4882, #4917 and #4933.

Sources:

http://www.spikesys.com/GG1/

http://www.steamlocomotive.com/