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Pennsylvania Railroad class GG1

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ThePennsylvania Railroad Class GG1is a class ofstreamlinedelectric locomotivesbuilt for thePennsylvania Railroad(PRR), in the northeastern United States. The class was known for its strikingart decoshell, its ability to pull trains at up to 100 mph, and its long operating career of almost 50 years.

PRR Class GG1
Pennsylvania Railroad GG1 #4868 pulls The Congressional
4868 haulingThe Congressional
Type and origin
Power typeElectric
DesignerGeneral Electric,Donald Dohner &Raymond Loewy
BuilderGeneral Electric(15)
Altoona Works(124)
Build date1934 – 1943
Total produced139
Specifications
Configuration:
​
•Whyte4-6-0+0-6-4OE
•AAR2-C+C-2
•UIC(2′Co)(Co2′)
Gauge4 ft8+1⁄2in(1,435 mm)
Leading dia.36 in (914 mm)
Driverdia.57 in (1,448 mm)
WheelbaseRigid:13 ft 8 in (4.17 m)
Overall:69 ft 0 in (21.03 m)
Length79 ft 6 in (24.23 m) over coupler pulling faces
Width10 ft 4 in (3.15 m)
Height15 ft 0 in (4.57 m) over locked-downpantographs
Adhesive weight303,000 lb (137,000 kilograms)
Loco weight475,000 lb (215,000 kilograms)
Fuel capacity3,000 lb (1,360 kg) or 424 US gal (1,610 L; 353 imp gal) oil, for train heating
Water cap.23,000 lb (10,400 kg) or 2,760 US gal (10,450 L; 2,300 imp gal) for train heating
Electric system/s11-13.5 kV25 HzACfromoverhead catenary
Current pickup(s)Dualpantographs
Traction motors12 × GEA-627-A1 385 hp (287 kW)
TransmissionAlternating currentfed via a 22 position transformertap changerto paired traction motors geared to aQuill drive
Train heatingOne oil-fired 4,500 lb/hrsteam generator
Performance figures
Maximum speedPassenger:100 mph (160 km/h)
Freight:90 mph (145 km/h)
Power outputContinuous:4,620hp(3,450kW)
Short duration:8,500hp(6,300kW) @ 65 mph (105 km/h)
Tractive effort65,500lbf(291kN)
Career
OperatorsPennsylvania Railroad
Penn Central
Conrail
Amtrak
New Jersey Transit
LocaleNortheast Corridor
First runJanuary 28, 1935
Last runOctober 29, 1983
DispositionSixteen preserved, remainder scrapped (one formerly in preservation)

Between 1934 and 1943,General Electricand the PRR'sAltoona Worksbuilt 139 GG1s. The GG1 entered service with the PRR in 1935 and later ran on successor railroadsPenn Central,Conrail,andAmtrak.The last GG1 was retired byNew Jersey Transitin 1983.

Most have been scrapped, but sixteen are preserved in museums.[1][2]

Technical information

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Body and mechanical

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The GG1 was 79 feet 6 inches (24.23 m) long and weighed 475,000 pounds (215,000 kg).[3]Theframeof the locomotive was in two halves joined with aball joint,allowing the locomotive to negotiate sharper curves.[4]The body rested on the frame and was clad inweldedsteel plates. The control cabs were near the center of the locomotive on each side of the main oil-cooled transformer and oil-fired train-heating boiler. This arrangement, first used on the PRR's ModifiedP5class, provided for greater crew safety in a collision and provided for bi-directional operation of the locomotive.[5]UsingWhyte notationforsteam locomotives,each frame is a4-6-0locomotive, which in thePennsylvania Railroad classification systemis a "G". The GG1 has two such frames back to back, 4-6-0+0-6-4. The relatedAAR wheel arrangementclassification is 2-C+C-2. This means one frame mounted upon a set of two axles unpowered (the "2" ) and three axles powered (the "C" ) hinged with the ball and socket to another frame of the same design (the +). The unpowered "2" axles are at either end of the locomotive. The GG1 was equipped with a Leslie A200 horn.

Electrical and propulsion

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Apantographon each end of the locomotive body was used to collect the 11,000V,25Hzalternating current(AC) from theoverhead catenary wires.In operation, the leading pantograph was usually kept lowered and the trailing one raised to collect current, since if the rear pantograph failed it would not strike the forward pantograph. Atransformerbetween the two cabs stepped-down the 11,000 V to the voltages needed for thetraction motorsand other equipment.[5]Twelve 385-horsepower (287 kW) GEA-627-A1 traction motors (AC commutator motors, not AC induction motors[6]) drove the GG1's 57-inch (1,448 mm) diameterdriving wheelson six axles using aquill drive.The power required was such that double traction motors were used, with two motors driving each axle. The traction motors were six-pole field, 400 volts, 25 Hz rated each at 385 hp (287 kW). The motors were frame-mounted using quill drives to the sprung driving wheels, providing a flexible suspension system across a relatively-long locomotive frame, which allowed full wheel weight to rest on the rail for good traction regardless of track condition. A series-wound commutator motor's speed is increased by increasing the applied voltage to the motor, thus increasing the current through the motor's armature, which is necessary for increasing its torque and thus increasing motor speed.[7][8]The engineer's cab had a 21-position controller for applying voltage to the motors. Four unpoweredleading/trailingwheels were mounted on each end of the locomotive.

Steam generation for heating

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In the 1930s, railroad passenger cars were heated with steam from the locomotive. The GG1 had an oil-firedsteam generatorto feed its train's "steam line."[9]

History

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Beginning in the late 1910s, the PRR received theFF1,but decided that it was too slow for passenger trains; it was relegated to heavy freight service. In the mid-1920s, it received the L5 electric, which had a third-rail power supply at the time. When the Pennsylvania built the O1 and the P5, it chose the P5 over the O1 for its ability and power on the rails. After a grade-crossing accident with the P5a, the cab was moved to the center and was designatedP5a(Modified). The P5a’s rigid frame did not track well at high speeds, and began developing cracks. PRR still searched for the ultimate electric. Soon enough, the Pennsylvania was in luck and found two contacts as early as 1932. The mechanical design of the GG1 was based largely on the EP3, which the PRR had borrowed from theNew York, New Haven & Hartford Railroadto compare it to the P5a.[10]In 1933, the PRR decided to replace its P5a locomotives; it asked General Electric andWestinghouseto design prototype locomotives with a lighteraxle loadand more power than the P5a, a top speed of at least 100 miles per hour (160 km/h), a streamlined body design, and a single (central) control cab.[11]

GG1 locomotivec. 1940

Both companies delivered their prototypes to PRR in August 1934.[12]Westinghouse'sR1was essentially "little more than an elongated and more powerful version of the P5a" with an AAR wheel arrangement of 2-D-2.[12]General Electric delivered its GG1. Both locomotives were tested for ten weeks in regular service between New York and Philadelphia and on a test track inClaymont,Delaware.[13]PRR chose the GG1 because the R1's rigid wheelbase prevented it from negotiating sharp curves and somerailroad switches.On November 10, 1934, the railroad ordered 57 locomotives:[13]14 assembled byGeneral ElectricinErie,18 by the PRR's ownAltoona Works,and 20 more in Altoona with electrical components from Westinghouse inEast Pittsburghandchassisfrom theBaldwin Locomotive WorksinEddystone.[14]An additional 81 locomotives were built at Altoona between 1937 and 1943.[15]

On January 28 1935, to mark the completion of electrification of the line fromWashington, D.C.,toNew York City,PRR ran a special train hauled byPennsylvania Railroad 4800before it opened the line for revenue service on February 10.[16]It made a round-trip from D.C. toPhiladelphia;it completed the return leg in a record 1 hour and 50 minutes.[16]

In 1945, a Pennsylvania GG1 hauled the funeral train ofPresidentFranklin D. RooseveltfromWashington Union StationtoNew York Pennsylvania Station.[17]

In the mid-1950s, with declining demand for passenger train service, GG1s 4801–4857 were re-geared for a maximum speed of 90 miles per hour (140 km/h) and placed in freight service.[18]They initially retained their train-heating steam generator, and were recalled to passenger service for holiday-season mail trains[18]and 'Passenger Extras' such as those run for the annualArmy–Navy football gamein Philadelphia.[19]

Pennsylvania Railroad GG-1 4899 at Newark, NJ in September 1964
A Penn Central GG1 withThe Afternoon CongressionalatWashington Union Stationon January 18, 1969

Timetable speed limit for the GG1 was 75-80 mph until October 1967, when some were allowed 100 mph for a couple of years. WhenMetrolinercars were being overhauled in the late 1970s, GG1s were again allowed 100 mph for a short time when haulingAmfleetcars on trains scheduled to run 226.6 miles from New York to Washington in 3 hours and 20 to 25 minutes.[citation needed]

On June 8, 1968, two Penn Central GG1s hauledRobert F. Kennedy'sfuneral trainfrom New York Penn Station to Washington, D.C.[20]

Shell design

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The first designer for the GG1 project was industrial designer Donald Roscoe Dohner, who produced initial scale-styling models, although the completed prototype looked somewhat different.[21][22]At some point, PRR hired famed industrial designerRaymond Loewyto "enhance the GG1's aesthetics."[13][21] The final design is retrospectively 'Art Deco' as we know it today.

Although it was thought until 2009 that Loewy was solely responsible for the GG1's styling, Dohner is now understood to have contributed as well. (Dohner's GG1 designs influenced the modified P5as, which debuted before the GG1 — not, as was thought, the other way around.[22]) Loewy did claim that he recommended the use of a smooth, welded body instead of therivetedone used in the prototype.[23]Loewy also added five goldpinstripesand aBrunswick greenpaint scheme.[23]

In 1952, the paint scheme was changed toTuscan red;three years later, the pinstripes were simplified to a single stripe and large redkeystoneswere added.[24]

Incidents

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OnSeptember 6, 1943,theCongressional Limitedcrashed atFrankford Junction,in theKensingtonsection ofPhiladelphia,Pennsylvania. The train was pulled by GG1 4930. The accident was caused by ajournal boxfire (ahot box) on the front of the seventh of the train's 16 cars. The journal box seized and an axle snapped, catching the underside of the truck and catapulting the car upwards. It struck asignal gantry,which peeled off its roof along the line of windows "like a can of sardines". Car #8 wrapped itself around the gantry upright in a figure U. The next six cars were scattered at odd angles over the tracks, and the last two cars remained undamaged. In total, 79 passengers died, all from cars #7 and #8, and 117 were injured, some seriously.[25][26]

On January 15, 1953, train 173, the overnightFederalfrom Boston, was approaching Washington behind GG14876.The train passed a signal 2.1 miles (3.4 km) north ofWashington Union Stationbetween 60 and 70 miles per hour (97 and 113 km/h), and the engineer decreased the throttle and started applying the brakes.[27]When the engineer realized that the train was not slowing down, and applying theemergency brakehad no effect, he sounded the engine's horn. Asignalman,hearing the horn and noting the speed of the 4876, phoned ahead to the station master's office.[28]4876 negotiated severalswitchesat speeds well over the safe limits and entered the station at around 35 to 40 miles per hour (56 to 64 km/h).[29]The train demolished the bumping post, continued through the station master's office and into theconcourse,[29]where it fell through the floor into the station's basement. Thanks to the evacuation of the concourse, no one died, either in the station or aboard the train. A temporary floor was erected over the engine, and the hole it created, for the inauguration ofPresidentDwight D. Eisenhower.[28]4876 was eventually dismantled, removed from the basement and reassembled with a new frame and superstructure in Altoona. The reconstructed 4876 survives at the B&O Railroad Museum in Baltimore.

The accidentwas determined to have been caused by a closed "angle cock", a valve on the front and rear of all locomotives and rail cars used in the train's airbrake system, on the rear of the third car in the train.[30]The handle of the angle cock had been improperly placed and had contacted the bottom of the car. Once it was closed, the air brake pipe on all the cars behind the closed valve remained at full pressure, keeping the brakes released on those cars while the brakes on the locomotive and first three cars were applied in emergency.[31]

The only major electro-mechanicalbreakdownof the GG1 was caused by a February 1958 blizzard that swept across the northeastern United States[32]and put nearly half of the GG1s out of commission. Exceptionally fine snow, caused by the extreme low temperatures, passed through the traction motors' air filters and into the electrical components.[33]When the snow melted, itshort-circuitedthe components.[33]On about 40 units, the air intakes were later moved to a position under the pantographs.

Disposition

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Penn Central GG1 with theSouthern Crescentin 1976.
NJ Transit4877 atSouth Amboy, New Jerseyin 1981

In 1968, the PRR, with its 119 surviving GG1s, merged with theNew York Central Railroadto form Penn Central.Penn Central went bankruptin 1970 and its freight operations were later assumed by government-controlled Conrail, which used 68 GG1s in freight service until the end of electric freight traction in 1980.

After its creation in 1971,Amtrakpurchased 30 GG1s for $50,000 each[34]and leased another 21, of which 11 were for use onNew York and Long Branchcommuter trains.[35]Amtrak initially renumbered the purchased GG1s as Nos. 900 to 929; later the railroad added a prefixed "4". This replicated some of the numbers of the leased units, which were renumbered 4930 to 4939, except 4935, which kept its old PRR/PC number.

Amtrak unsuccessfully attempted to replace the GG1s in 1975 with the General ElectricE60.[36]An E60 derailed during testing at 102-mile-per-hour (164 km/h), forcing an investigation (the E60 used the same trucks as theP30CHdiesel then in service with Amtrak) that delayed acceptance. The hoped-for 120 miles per hour (193 km/h) service speed was never achieved (timetable limit was 90 mph, then 80, then 90).

A replacement was finally found after Amtrak imported and tested two lightweight European locomotives: X995, anRc4abuilt byASEAofSweden,and X996, a French design. The railroad picked the ASEA design, initially nicknamed the "Swedish swifty"[37]or the "Mighty Mouse"[38]and later often referred to as the "Swedish Meatball".Electro-Motive Diesel,then a part ofGeneral Motors,was licensed to build a derivative called theAEM-7.[37]As AEM-7s arrived, Amtrak finally ended GG1 service on April 26, 1980.[39]

The last GG1s in use were some of the 13 assigned to New Jersey Transit (#4872–4884) for itsNorth Jersey Coast Linebetween New York andSouth Amboy(the former New York and Long Branch) that ran until October 29, 1983, thus retiring the locomotive after 49 years of service.[40]

Preservation

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Fifteen production locomotives and the prototype were preserved in museums. None are operational; their main transformers were removed because of thePCBsin the insulating oil.[citation needed]

PRR 4890, on display at theNational Railroad MuseuminGreen Bay, Wisconsin.
Amtrak 4939 undergoing preparation for repainting as PRR 4927 and later on display at theIllinois Railway Museum.
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During the mid-1930s, many railroadsstreamlinedlocomotives and passenger cars to convey a fashionable sense of speed.[41]While theUnion Pacifichad theM-10000and theChicago, Burlington & Quincy RailroadtheZephyr,the PRR had the GG1.[41]The GG1 has "shown up over the years in more advertisements and movie clips than any other locomotive."[42]It was also featured in art calendars provided by PRR, which were used to "promote its reputation in the public eye."[43]

PRR-painted GG1s appear in the filmsBroadway Limitedin 1941,The Clockin 1945,Blast of Silencein 1961, the 1962 version ofThe Manchurian Candidate,andAvalonin 1990.[44][45][46][47][48]Two GG1s appear in the 1973 filmThe Seven-Ups—a black Penn Central locomotive and a silver, red and blue Amtrak locomotive.[49]A Penn Central GG1 also appears in another 1973 filmThe Last Detail.[50]PRR GG1 4821 appears briefly in the 1952 filmThe Greatest Show on Earth,hauling theRingling Bros. Barnum & Bailey Circusinto Philadelphia's Greenwich Yard, as the movie's director Cecil B. DeMille narrates the scene of its arrival. Near the end of the 1951 filmBright Victory,GG1 #4849 is shown pulling into the station.

A GG1 and theCongressionalwere featured on apostage stampas part of theUnited States Postal Service'sAll Aboard! 20th Century American Trainsset in 1999.[51]

The PC gamesRailroad Tycoon II,Railroad Tycoon 3,Train Fever,Transport FeverandTransport Fever 2allow players to purchase and operate GG1 locomotive engines on their train routes. The GG1 is also available with the default Trainz Simulator Games in recent years, and is available as add-ons for Railworks, Train Simulator by Dovetail Games and Microsoft Train Simulator. A GG1 in a fictional Soviet color scheme appears as an environmental prop in the 2023 first-person-shooterAtomic Heart.

Model GG1s have been produced in G, O, S, HO, N and Z scales by Rivarossi, Bachmann, Tyco, Lionel, MTH, USA Trains, Kato, Astor, Fine Art Models, Märklin and other manufacturers.

References

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  1. ^"PRR's GG1s - Where are they now?".
  2. ^For photos of the GG-1s in action, see Carleton, Paul. "Under Pennsy Wires" (1977: D. Carleton Railbooks).
  3. ^Abendschein 1983,p. 5
  4. ^Abendschein 1983,pp. 2–3
  5. ^abAbendschein 1983,p. 3
  6. ^"In 1935, the PRR introduced the GG1 2-C+C-2 type. The PRR relied on the single-phase commutator motor...";ELECTRIC RAILWAYS 1880-1990,Michael Duffy, Institution of Engineering and Technology, London, England. 2003, p253. "
  7. ^Middleton, Wm: Appendix, The Interurban Era
  8. ^The wound armature motor's high starting torque; need for a low-high voltage system to control armature current for speed control; Section 2, p31, Applications Manual for NEMA Motors, Siemans AG, Munich, Germany.
  9. ^See sidebar data.
  10. ^Bezilla 1980,pp. 141–142
  11. ^Bezilla 1980,p. 141
  12. ^abBezilla 1980,p. 143
  13. ^abcBezilla 1980,p. 145
  14. ^"$15,000,000 order"
  15. ^The Pennsylvania GG1The Railway Magazineissue 1393 April 2017 pages 40-47
  16. ^abBezilla 1980,p. 154
  17. ^FDR's Funeral Train by Robert Klara
  18. ^abVolkmer 1991,p. 24
  19. ^Volkmer 1991,p. 105
  20. ^ab"Museum of the American Railroad - Pennsylvania Railroad GG1 4903".Archived fromthe originalon 2010-04-16.Retrieved2010-07-17.
  21. ^abWayt 2009,pp. 30–35
  22. ^abWayt 2010,pp. 86–87
  23. ^abBezilla 1980,p. 146
  24. ^Schafer & Soloman 2009,p. 128
  25. ^"Philadelphia, PA Congressional Limited Train Wrecks, Sep 1943".29 December 2007. Archived fromthe originalon 2012-03-26.
  26. ^ICC Investigation No.2726
  27. ^"Accident at Union Station", p. 6.
  28. ^abLoftus 1953,p. 16
  29. ^ab"Accident at Union Station", p. 5.
  30. ^"Accident at Union Station", p. 13.
  31. ^"Accident at Union Station, p. 14.
  32. ^Bezilla 1980,p. 164
  33. ^abBenjamin 1958,p. 25
  34. ^Bradley 1985,p. 66
  35. ^Bradley 1985,p. 70
  36. ^Burks 1975,p. 18
  37. ^abBurks 1980
  38. ^Bradley 1985,p. 136
  39. ^Middleton 2001,p. 413
  40. ^Soloman 2003,p. 56
  41. ^abSchafer & Soloman 2009,p. 127
  42. ^Ball 1986,p. 34
  43. ^Cupper 1992,pp. 56–57
  44. ^Broadway Limited,60:07, 60:09
  45. ^The Clock,01:14.
  46. ^Blast of Silence,01:30.
  47. ^The Manchurian Candidate,41:56.
  48. ^Avalon,66:37.
  49. ^The Seven-Ups,93:33, 96:36.
  50. ^The Last Detail,40:32.
  51. ^"All Aboard!"

Sources

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Further reading

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  • "GG1: Special section on American's most famous electric locomotive".Classic Trains.10(2).Kalmbach.Summer 2009.
  • Plitz, Howard J. (May 1983). "The GG1s' last stand".Rail Enthusiast.EMAP National Publications. pp.28–29.ISSN0262-561X.OCLC49957965.
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