In article ,
(Brian Kelly) writes:

"Phil Kane" wrote in message
.net...
On 15 Feb 2004 13:55:43 -0800, Brian Kelly wrote:

Whew. You hit some more buttons with this one. I like the T1 better
than the S1. But the K4 is the ultimate classic PRR power.

The ultimate class is the GG-1. Someday one will run again.....

They were magnificent beasts, no question about that and they're
probably the most memorable of the PRR power roster.

230 tons, 79-1/2 feet long, 4620 continuous horsepower, over 8000 hp short
term. In revenue service for almost 50 years.

Unfortuantely
they "didn't get around" all that much because of the limited amount
of PRR electrified mileage.

2677 track miles, give or take. Washington Union Station to New York Penn
Station, also Philadelphia to Harrisburg, several freight lines and numerous
commuter lines around Philly.

Oddly enough, it was the New Haven which pioneered AC electrification, and
eventually the GG-1s went all the way to New Haven under NH wires.

I was raised and still live in the heart of GG-1 country, I got GG-1
stories . . ! The best visual I ever had of one was when I was a young
kid. We have a neighborhood electrified PRR commuter and freight
branch line on which, back then, they normally ran those early 1900s
junker MU car commuter rattletraps.

MP-54 cars.

But every time TWU 234 struck and
the city transit company shut down the commuter mobs had to switch
from the stranded suburban trolleys to the PRR to get to their
downtown jobs. That's when the Pennsy rolled up it's sleeves and put
real trains on the West Chester line. Watching an inbound GG-1 pulling
a long string of 80 foot smoothside coaches glide into Clifton-Aldan
station was like a religious experience . .

On 100 pound rail, no less...

I remember walking between 30th Street station in Philly and classes at Penn,
and passing under the elevated freight line west of the station while GG-1
pulled trains went overhead. One could look up and see the underside of the
train as it went overhead...

Much later in life I did a good bit of business with the electric car
shops in Wilmington DE which is where the Pennsy based it's GG-1 fleet
and where Amtrak still headquarters it's electrics. More GG-1 tales: I
don't know where it is now but during that timeframe the shops
completely tore down an reassembled a museum-quality GG-1. Ya could
use the paint as a mirror . .

That was 1977, GG-1 4935, repainted in the classic Brunswick Green livery. I
think it is now in Strasburg. Raymond Loewy, (born in Paris in 1893), was on
hand for the intial run of the restored 4935 (May 15, 1977).

4877 was repainted Tuscan red and wound up with NJT (New Jersey Transit). 4859
was also redone and last time I saw it was under the shed in Harrisburg
station.

There are others in museums but those are the best known.

I saw the GG-1 they cut in half and
converted into a brush-burner, the GG-1/2.

Actually a G-1 - the term "GG" comes from the wheel arrangement, two G
arrangements back to back. "G" meaning two leading/trailing axles and three
powered axles.

And the GG-1 they turned
into a monster snow blower.

4846 was cut in half, you may be thinking of one and the same unit.

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

http://www.rrmuseumpa.org/about/roster/gg1.htm

One of 'em might run again somewhere some day. It's been my ongoing
understanding that the overhead power system had been switched from 25
Hz 11Kv to 60Hz

In the 1970s there was a lot of talk about converting the original 11 kV 25 Hz
catenary system to 25 kV 60 Hz. Conversion of the older units with their AC
traction motors would have been impractical.

However, research showed that the NHRR folks who had chosen 11 kV 25 Hz back
around the turn of the 19th century knew what they were doing. Changing to 25
kV 60 Hz would have meant increasing clearances at every overpass and tunnel,
changing every single insulator in the catenary structure, replacement of every
existing substation and installation of at least as many new ones. Plus
complete replacement of the signal and electrification system components
connected to the track. Simply cost too much and the ROI wasn't there.

By the time all this was figured out, the decision to phase out the older
equipment had proceeded too far to economically stop. Although capable of 100+
MPH, newer equipment such as the AEM-7 family of rectifier locos could do over
125 MPH, and the new Acela trainsets over 150 MPH, so the die was cast.

Another headache was that the newer passenger cars were HEP (Head End Power)
equipped, rather than powered by the steam line, and to pull the new cars the
GG-1s had to have a specially built power car for the passenger consist. Hardly
a flexible arrangement. The newer locos had HEP capability built in.

When electrification was extended from New Haven to Boston a few years ago, it
was done at 25 kV 60 Hz, since it was all new work anyway. No tunnels and few
overpasses. The trains now in use can handle either type of power.

but that's apparently not the case, the changeover
never happened so operating a GG-1 should still be possible. *IF* they
can replace the original PCB-laced transformer oil to an oil which is
not as toxic.

Actually all of the ones that went to museums had their main transformers
removed for the obvious reason. The biggest problem would be getting a custom
made replacement transformer. Let's see, 4620 x 746 equals about 3500 kVA at 25
Hz - that's a bit larger than the weenie little things used in radio, even
"professional" radio.

It is quite possible that a GG-1 that has been kept indoors could get a new
transformer and run again. The main problem is that it's doubtful that any of
the electrified railroads left would want a one-of-a-kind unit.

ahh, to hear the "duck call" air horn go by at over 100 mph once again...

btw, the PRR was a pioneer in the use of radio for railroad communications,
too.

73 de Jim, N2EY