Born and raised in Chicago I don't ever remember seeing them or even pictures of the here?
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Are you serious?- Jim
You don't know what you don't know. Thanks for your help.
Because they were electric and required canetery over head wiring , they are limited to areas that had such equipment. This is limited to the northeast corridor , Washington to Boston and from Philadelphia to Harrisburg . I am not sure if they were able to travel west from Harrisburg Pa . There are no bad questions ! Jim
They were at the Chicago railroad fair in 1948-1949. On the bay search chicago railroad fair and you will see pictures
I'm no Pennsy fan or expert, but I believe Summerdale Junction is correct. Harrisburg was the west end of the wire, so no GG-1's in Chicago. They may have visited, but they had to be pulled there.
Jeff,
The iconic electric GG1only ran as far west on the Pennsylvania RR as Harrisburg PA. I believe that in the days when the Pennsy was flush in capital that it considered going further west, possibly to Pittsburg, but the newer diesels changed that possibility. I'm sorry that you never had the pleasure of seeing them in operation. They were impressive indeed! They congregated in numbers at 30th St Station in Philly and I passed by there often. I took my family along for one if the "Last Runs" on the Main Line, Port Road, and Corridor years ago. A friend of mine ran them on Conrail freights into Enola yard (across the river from Harrisburg PA).
Today we just have them on videos...but with fond memories.
Earl
Jeff T posted:Born and raised in Chicago I don't ever remember seeing them or even pictures of the here?
*edited for accuracy. meant Washington not Baltimore*.... The GG1's were electric locomotives powered by 25 cycle 11,000 volt AC overhead power wire (catenary). Thus by design they were limited to railroads that had trolley wire (catenary) that had the same voltage and frequency
They were used on the PRR from New York City south to Washington DC and West to Harrisburg.
There were other overhead wire electric railroads - for example, some used DC power (the Milwaukee Road/Lackawanna/Chicago South Shore South Bend)... and some used third rail (New York Central).
There were other railroads such as the New Haven and the Virginian that used 25 cycle 11,000 volt AC electricity to power the trains. Theoretically, they could have ran the GG1 also but the PRR in it's heyday had enough work to keep the G's busy on their own trains.
Oh, and modern AC electric railroads in the USA like AMTRAK, SEPTA and New Jersey Transit use 60 cycle AC, the same frequency as used in common 220/110 house current.
Do not forget the second Great Northern electrication. It was 11000 volts, 25 cycle. I believe they had the largest electric locomotives in the US. Some of their locomotives went to the PRR after the GN discontinued electric operation, around 1956. The B and M electrification in Western Mass. I think was also 11000 volts, 25 cycle.
Many of the G's were built in Altoona so they did make a least the trip east in non-electrified territory - pulled by steam, of course. I have an old photo some place; taken in my hometown of Lewistown, PA; of a number of G's being towed east toward Harrisburg.
And with regard to David's comment about some of the Great Northern electrics going to PRR; the Pennsylvania used them as snappers in the Philadelphia area. I've read the traction motors were geared so low that the motors couldn't be operated at speeds above 30 MPH, hence their suitability in snapper service.
Curt
GG1 territory went a bit farther, south to Union Station in Washington, DC. at the time of their use, catenary ran north to Stamford, CT where the occasional GG1 would be replaced by New Haven diesel power on to Boston.
in addition, the Trenton 'cutoff' was strung with catenary and G's pulled freight on that line as well.
it wasn't until well after the G's were retired that catenary was extended up to Boston.
One of our RR group ran GG1s on his layout sans catenary. He explained that his RR liked the look of the GG1s they bought several and "dieselised" them. What a joker he was!
Larry
They were used on the PRR from New York City south to Baltimore
As Chris notes, they went to Washington. The catenary actually continued down to Potomac Yard, at the north end of Alexandria, Virginia, but only freight electrics went that far. Thewre was also catenary on the branch that ran along the east bank of the Susquehanna.
I question whether GG-1's went north of NYC. That was NYNH&H territory, and I believe they may have used different power (voltage/hertz).
The catenary didn't stop at Stamford; it went up to New Haven, until Amtrak extended it to Boston.
As pointed out in freight service GG1's ran to Potomac Yard - sometimes triple headed. From Alexandria traffic moved south via either RF&P or Southern Railway tracks. The C&O also exchanged freight with PRR in Pot yard via trackage rights over the Southern and RF&P. In the steam to diesel transition period Alexandria, VA must have been a great place to railfan.
Ed Rappe
LLKJR posted:One of uur RR group ran GG1s on his layout sans catenary. He explained that his RR liked the look of the GG1s they bought several and "dieselised" them. What a joker he was!
Larry
Not that's a Clever Little Boy!
Ed, RF&P limited access to the yard, and being elevated above the adjoining streets, it was difficult to observe. I did get to go through it once, when the Four Mile Run flood control project was being planned. What I remember is all the switchers had flashing lights atop the cabs, which the boss said was so that they could keep track on their location and to make sure they weren't goofing off.
Thanks to all for the education, I certainly appreciate it!! It also helps explain why east coast modelers have such an affinity for the GG1 as well!
Summerdale Junction posted:Because they were electric and required canetery over head wiring , they are limited to areas that had such equipment. This is limited to the northeast corridor , Washington to Boston and from Philadelphia to Harrisburg . I am not sure if they were able to travel west from Harrisburg Pa . There are no bad questions ! Jim
This is correct, although the PRR did electrify a short stretch of track running from Harrisburg (Wormelysburg) to Enola. That's north for us in the real world, but railroad west (if you know what I mean). I cross those tracks every Sunday going to / from church.
With the electrification of the northeast, the Pennsy took their (now) excess K4s and L1s locomotives and moved them to other parts of the railroad, primarily Lines West.
George
Jeff T posted:Thanks to all for the education, I certainly appreciate it!! It also helps explain why east coast modelers have such an affinity for the GG1 as well!
Yes, this thread was a good education! Thanks to all who replied.
Tony
There is still catenary as far west as Lancaster/Harrisburg, PA. I'm not sure were the power change occurs on the Amtrak Pennsylvanian, though the diesels used, fit under the catenary.
BobbyD posted:LLKJR posted:One of uur RR group ran GG1s on his layout sans catenary. He explained that his RR liked the look of the GG1s they bought several and "dieselised" them. What a joker he was!
Larry
Not that's a Clever Little Boy!
Every railroad should have at least one GG1 in its roster
Gentlemen,
Although it was planned for the GG1's to run as far west as Pittsburgh, Pa it never happened, the new Diesel RR Engines got the call, they were powerful and ran cheaper. I road the Military GG1 Express, pulled by the one stripe Brunswick Green GG1, from Harrisburg to Ft Dix NJ, one of the fastest rides on earth at that time, it flew down the rails, relocating US Army Drafted Personnel, from Pa to the Training installation at Ft Dix NJ, it made no stops, and sitting inside watching, everything going past outside was a blur. Probably the fastest ride on a Train I ever took. Those GG1 Engines could really fly, especially when pulling military troup passenger cars.
PCRR/Dave
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I agree. I don't have catenary wire but I run my GG1, that is what imagination is for !!
Mike CT posted:There is still catenary as far west as Lancaster/Harrisburg, PA. I'm not sure were the power change occurs on the Amtrak Pennsylvanian, though the diesels used, fit under the catenary.
The power change occurs in Philadelphia as there are not sufficient maintenance facilities in Harrisburg anymore.
I believe the G's crossed the Hellgate following the Penn Central merger.
Jon 
Thanks to all who posted here... I forgot to post this, but here's some of the best GG1 video footage on the net.
GG1 cab rides in the 50's or early 60's from the Philly area all the way to Union Station in DC.
A stunning example of the PRR transportation plant. Mighty fine stuff.
RJR - In 1968 time frame my favorite place to view GG! freights headed for Pot yard was at the south end of the Potomac river bridge. Never a hassle. For North-South diesel passenger traffic the grass hillside at the Alexandria station was hard to beat.
Ed Rappe PRRT&HS 421
My favorite spot for watching GG1s was North of Trenton, where GG1s would roll through Princeton Junction at 80-100 mph. I was born too late to watch Pennsy GG1s, so I had to settle for PC GG1s. Although sometimes their top speed was 15 mph.
Since I didn't get to see the Pennsy ones, I had to settle for modeling them instead:
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KOOLJOCK1 is correct. Following the Penn Central merger, New York Penn Station to New Haven became part of the regular operating territory of the GG1.
GG1s were also operated on North Jersey Coast Line trains between New York City and South Amboy, leaving and entering the NY-Washington main line at UNION interlocking in Rahway. At the time, catenary ended at South Amboy so a locomotive change took place and operation south (railroad direction west) between there and Bay Head Junction was behind steam/diesel. The GG1s laid over at the South Amboy engine terminal between runs although, depending upon where the crew was based, some would deadhead right back to New York.
GG1's also saw service on the Amboy Secondary between MIDWAY interlocking at Monmouth Junction and South Amboy. Other than local freights, most locomotive hauled traffic over this line was coal headed to South Amboy and train frequency was sporadic so it didn't get a lot of attention. Other PRR electric types were used on the coal trains as well. In later years, heavy local freights departing west from Old Bridge would sometimes be helped to Jamesburg by a GG1 called from South Amboy. The Amboy Secondary was also used for detours resulting from major problems between MIDWAY and UNION. During the Amtrak era, a number of GG1 powered passenger trains were diverted due to accidents.
One further exception related to the operating territory of the GG1 should be noted. On October 29, 1983, NJ Transit hosted a big farewell party for its GG1s. The main celebration was held at Matawan station, and GG1 powered specials departed from there throughout the day. This was now possible as electrification had previously been extended from South Amboy. That was it for GG1 operation as NJ Transit's were the last remaining examples still in service and they were officially retired and stricken from the roster following the day's festivities.
Bob
Keystone Ed, Yes I know the spot. FYI, at that point the PRR Rosslyn Branch peeled off and went to a team yard in Rosslyn, with a siding at the Pentagon for coal deliveries. A little further south, another branch peeled off and ran on the east side of Route 1 to serve small industries---is now Crystal City. Passenger trains left the catenary north of Potomac Yard and ran on a 2-track main right along Route 1 south of what is now Crystal City.
I recall back in the sixties that the PRR ran GG1s from Baltimore to Harrisburg. I would take the train from DC's Union Station to Lewistown. The train would split in Baltimore with part going to Philadelphia and north and part going to Harrisburg and west.
Jan
Since the original question was "Born and raised in Chicago I don't ever remember seeing them or even pictures of the here?"
I am providing prove that it was in Chicago
| 4826 | 4826 | - | - | - | 4826 | 1935 | Altoona | scrapped | attended the 1949 Chicago Railroad Fair |
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Jeff T posted:Born and raised in Chicago I don't ever remember seeing them or even pictures of the here?
Well, if you were born well after 1949, then you would not have seen the GG1 that was displayed at the fantastic Chicago Railroad Fair. Note, I said "displayed", as there was no overhead 11,000 volt, 25 cycle electrification capable of powering it.
juniata guy posted:...... And with regard to David's comment about some of the Great Northern electrics going to PRR; the Pennsylvania used them as snappers in the Philadelphia area. I've read the traction motors were geared so low that the motors couldn't be operated at speeds above 30 MPH, hence their suitability in snapper service.
What are "snappers?"
I googled it and all I get is lawnmowers. lol Thanks
LLKJR posted:One of uur RR group ran GG1s on his layout sans catenary. He explained that his RR liked the look of the GG1s they bought several and "dieselised" them. What a joker he was!
I would do something like that .... GG1s are cool. I have to get one.
Pine Creek Railroad posted:Gentlemen,
...... I road the Military GG1 Express, pulled by the one stripe Brunswick Green GG1, from Harrisburg to Ft Dix NJ, one of the fastest rides on earth at that time, it flew down the rails, relocating US Army Drafted Personnel, from Pa to the Training installation at Ft Dix NJ, .....
To Ft Dix? Did they go there?
I guess you transferred to buses in Trenton?
Matt
Hot Water posted:Jeff T posted:Born and raised in Chicago I don't ever remember seeing them or even pictures of the here?
Well, if you were born well after 1949, then you would not have seen the GG1 that was displayed at the fantastic Chicago Railroad Fair. Note, I said "displayed", as there was no overhead 11,000 volt, 25 cycle electrification capable of powering it.
Born 1956, so I missed it!!
If you were posted to Ft Dix, the train only seemed to fly. 
What are "snappers?"
That is what the good folks on the PRR called a "Pusher". The Brits called them "Bankers". Go figure.
Matt01 posted:juniata guy posted:...... And with regard to David's comment about some of the Great Northern electrics going to PRR; the Pennsylvania used them as snappers in the Philadelphia area. I've read the traction motors were geared so low that the motors couldn't be operated at speeds above 30 MPH, hence their suitability in snapper service.
What are "snappers?"
That is the Pennsylvania Railroad term for a helper.
Pine Creek Railroad posted:
Gentlemen,
...... I road the Military GG1 Express, pulled by the one stripe Brunswick Green GG1, from Harrisburg to Ft Dix NJ, one of the fastest rides on earth at that time, it flew down the rails, relocating US Army Drafted Personnel, from Pa to the Training installation at Ft Dix NJ, .....
To Ft Dix? Did they go there?
No, the PRR electrified main line didn't go through Fort Dix, New Jersey. I served my Basic Training at Fort Dix, in late 1964.
I guess you transferred to buses in Trenton?
Probably.
Matt
I saw one in person in Dallas Texas, but it was in the Train Museum at the Cotton Bowl Fairgrounds. I never saw it operate, but it was very large. They also had some Union Pacific Diesel engine that was as large or larger than the GG-1. A very impressive collection of trains/engines in such a small space.
