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GG1 4876 Wreck Keystone article

CF CSX FANOGR Forum Member

The keystone just published an article on the wreck of the Federal into Union station with 4876. The rumor was that is was cut up into 3 large pieces, then shipped back to Altoona and rebuilt. Barriger Library found a Diesel Electric wrecked or damaged report at the big east train show in Mass. The GG1 photo's are in it. all cut into many pieces laid out in Altoona yard. Turns out the GG1 had to be cut up and removed through the garage ramp, since the floor was repaired over it.

 

You have to look at these photos of the loco, which you can not tell what it was, and wonder why did they bother to rebuild it? The thing looks like a plane crash more that a train wreck. Then read all the reports and cost analyst reported then wonder, we can do this.   The guys who did this really thought it out well to carefully cut that engine up saving the valubles for parts and or to rebuild it. They gave up on the frame and car body to save everything else, which would be suspect if saved. Then the shops just had to build the frame and car body. electrical wiring and air brakes were a total loss also. 

 

What do you think would you rebuild it or scrap it? Were the GG1's that valuable for service? This thing was noted as 50% depreciated. must have had enough workers still around that remember building it the first time.

 

I added a link to an article with some of the familiar photo's http://www.thejoekorner.com/rrfolklore/fedexp.shtm

 

Jamie

   

Last edited by CSX FAN
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J jaygeeOGR Forum Member

These frame sections would be considerably easier than a full size steamer frame. Could it be done today?  There are forge shops being querried for the PRR T1 frame job, and while it's unclear today exactly how this will be done; there is a lot of confidence that it can be.  There are also options today that didn't really exist in 1950.  Frames for a GG1 could be welded up from plate.  Same idea might be applicable to an articulated steamer today....just in case somebody wants to scratch build an N&W Y6b !  (hint-hint)

Number 90Number 90OGR Forum Member SUPPORTING MEMBERDIGITAL SUBSCRIBER

I wasn't there when the decision was made to rebuild the locomotive, but the process seems clear to me.  Look at it two ways:

  1. From a Mechanical Department view, the locomotive had value.  Although 50% depreciated it still had been expected to serve for a good number of years into the future.  It was a very successful design, and could have been expected to run reliably and economically after repair.  No in-kind replacement locomotive was available.  There was sufficient backshop capacity to rebuild the locomotive, and a large, experienced work force of shop employees were capable of doing the job.  This was also in 1953, when railroad backstops routinely repaired badly wrecked locomotives.
  2. The wreck was embarrassing to PRR.  Although the Engineer did everything he could possibly have done, and additionally sounded the horn all the way to the bumping post as a warning to bystanders and station employees, the root cause was the failure to find the angle cock deficiency and correct it during the last train inspection, which was conducted by PRR.  It was headline news of the kind railroads dread.  Therefore, rebuilding the locomotive would be an outward sign of the determination of the Pennsylvania Railroad to rise from this wreck as a better, safer passenger carrier.  Internally, it reinforced to the PRR employees that the Pennsy was able to overcome any obstacle and could rightly hold its corporate standing as a great railroad.

It was surely decided on the value -- not on the cost.

 

Last edited by Number 90
GG1 4877GG1 4877OGR Forum Member SUPPORTING MEMBERDIGITAL SUBSCRIBER
@Number 90 posted:
  1. From a Mechanical Department view, the locomotive had value.  Although 50% depreciated it still had been expected to serve for a good number of years into the future. 

Tom,

Funny you should mention this.  GG1 4876 was one of the last 13 GG1s on a roster as it was in the block that went to NJDOT and was retired in October of 1983.  It was operational 30 years past the accident and outlasted the PRR by 16 years. You can't argue with that kind of value.

NJT considered it a candidate to be repainted into Tuscan Red in 1982 but since 4876 had some filter modifications they chose unmodified 4877 instead to receive what is now referred to as a heritage scheme.

Today 4876 is sitting outside rusting away at the B&O museum near the engine shop and mostly out of public view.  The museum has no current plans for it with all the other highly historical items yet fully preserved in their collection.  I understand that there are lot of surviving GG1s, but this one has such an interesting story behind it.

R rheilOGR Forum Member

My grandfather and I lived in north Baltimore at the time this happened and went to DC to see the wreck. When we got there the wreck was enclosed in paneling and was not visible to the public.

On the way home we went up route 1 alongside the B&O when a northbound passenger train went by us. As the train passed it was probably going 79 MPH. It was pulled by a P-7 pacific.

H HSD68OGR Forum Member

I worked at the Museum for 14 years and was going to make a few comment about the 4876 and the museum but I will keep a civil  tongue.  Just be happy the 4876 is still with us.  It was a shell when we got it and it has been picked to the bone ever since.  The Museum property runs along the end of a lot of streets that are not train storage friendly.  It was welded shut and they still got into it.

A new home, a donor engine, and a lot of cash could make her look like the day she went into the basement.  It should be on display at Union Station.

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