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The Prototype PRR GG1, No. 4935
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Build plate from GG1 No. 4800
Nickname: "Old Rivets" The first GG1 built, delivered in 1934 |
The Class GG1 locomotives were developed by the PRR in the 1930s in response to the need for fast, powerful and reliable locomotives that could perform high speed passenger service on the PRR's expanding electrified lines. These electrified lines from New York to Washington DC, and as far west as Harrisburg, PA, were referred to as the "Northeast Corridor".
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On a windy spring afternoon, I stood next to Class GG1 No. 4800, Old Rivets, and listened to Ryan Kunkle speak about its history. In the first clip Ryan talks about the GG1 origins, including early prototypes. In the second clip, see just how fast a GG1 really was! |
The PWA was a component of Roosevelt's famous New Deal, and was intended as a "prime the pump" type of temporary program. The idea being that money should be invested into large scale public works, and this would create a demand for workers and new jobs. The PRR's Northeast Corridor electrification was one of 34,000 projects nationwide that benefited from the PWA.
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New Haven: EP3a
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PRR: P5a
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PRR: P5a Modified
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PRR: P5a Modified, Advertisement
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PRR: R1
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By the mid 1930s, with PWA funding in place and more electrified lines being built, the PRR now wanted a locomotive that could take advantage of these new lines. One option was to upgrade an existing design, that of the P5 electric locomotive. The P5 was a rigid wheelbase 2-C-2 (4-6-4) box cab locomotive designed by Westinghouse and built by the Baldwin Locomotive Works. Two prototype P5s were in service as early as 1931. The P5s (including the two prototypes, the P5a, the P5a modified and one P5b) eventually numbered over 90 in the fleet, had their problems however, they suffered from poor tracking qualities and were prone to developing axle cracks. Due to these issues, the P5s were restricted to speeds of 70 mph. Not exactly the high speed service the PRR envisioned.
The PRR began looking for alternatives. They borrowed an EP3a, 2-C+C-2 (4-6-6-4) box cab electric from the New Haven Railroad Co. for testing on their Claymont, Delaware test track. Prior to testing, this EP3a was regeared for speeds of 120 mph. The PRR also considered a new design based on their own P5, the rigid wheelbase locomotive. In 1933, the PRR put in orders for two prototype locos, one based on the New Haven's EP3a and one based on the P5.
The prototype based on the New Haven design was given the number 4899, and designated Class GG1 due to its wheel arrangement which was the same as two Class G (4-6-0) steam locomotives placed back to back. The prototype based on the rigid wheelbase P5 was numbered 4800 and designated Class R1.
The PRR then tested both the GG1 and the R1 for ten weeks at their Claymont, Delaware facilities with the GG1 emerging as the clear winner. After the decision was made to go to into production with the GG1, the numbers of the two locomotives were switched. The very first GG1 was now given the No. 4800 designation, and the R1 was renumbered No. 4899. Being a prototype, only one R1 locomotive was ever built.
Streamlining In The United States
Streamlined locomotives in United States can likely trace their roots back to 1905 when W.R. McKeen Jr. designed a gasoline powered Union Pacific railcar, though at the time little was made of this new design style. Streamlined objects by definition, tend to be efficient designs that offer minimal resistance to the flow of air or fluid. In an electric locomotive the potential benefits of streamlining such as improved engine air flow and reduced heat loss would not have been as important as they would be in a steam locomotive. Reduced wind resistance on the other hand would have been a real factor at high speeds, and given that the GG1 was designed for high speed service, this aspect of streamlining likely played a part in its design.
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Black Jack & Old Rivets
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No. 4935, Black Jack
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No. 4800, Old Rivets
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Perhaps the most visible, if not immediately apparent, reason for streamlining locomotives in the 1930s would have been for the publicity. With the US right in the middle of the Great Depression, there was a sense of hope and faith in the future that streamlining represented. Streamlining offered an optimistic glimpse at a country moving forward.
Raymond Lowey And The Streamline Transformation
Renowned industrial designer Raymond Lowey was retained by the PRR during this time but contrary to popular belief, he did not design the body of the GG1. His contributions to the GG1 were sublime nonetheless. Focusing as he frequently did on simplicity rather than on, in his words "looking gadgety", Lowey began the GG1 transformation. Working on a full size GG1 mock up, Lowey went about refining the new PRR locomotive. Two of his best known contributions to the GG1 were the removal of the body rivets in favor of smooth, welded body panels and of course the instantly recognizable "cat whiskers" gold stripes that accentuate the Class GG1 body.
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No. 4935, Engineer's View
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No. 4935, Engineer's Seat
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No. 4935, Cab Walkway
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The basic shape of the GG1 was actually preceded, if only narrowly in 1934, by the P5a modified locomotive. This P5a modified was mechanically similar to the existing P5a box cab locomotive with the addition of the familiar center "steeple cab" design, contoured body and nose similar to that found on the GG1. The cab in the P5a modified was moved to the center of the locomotive to protect the operators after an engineer was killed in a grade crossing accident in an unmodified box cab P5a. The P5a modified locomotive, though similar in appearance to the GG1, was a 2-D-2 (4-6-4) wheel configuration and a full 17 feet shorter than the GG1.
The Longevity Of the Class GG1
To really appreciate, as well as to put into context, the lifespan of the Class GG1 in active mainline service, let's look at what was happening in US history during the Class GG1 lifespan. The first GG1 design was adopted in 1934 and the original paint was still fresh on No. 4800 when the careers of Depression-era gangsters Bonnie and Clyde came to an abrupt end in a rural Louisiana ambush. In contrast, by the time Class GG1 No. 4800 lowered its pantographs for the last time in 1983, the space shuttle Challenger had flown its maiden voyage, and Microsoft was introducing the Windows operating system to the world. From old time gangsters in black and white photos to a brand new computer operating system we use today, the GG1 can lay claim to an interesting time in history.
The Railroad Museum of Pennsylvania
I've touched on some of the highlights of the GG1 in this article, but this just scratches the surface of this magnificent locomotive and its rich history. The Railroad Museum of Pennsylvania in Strasburg, PA is a tremendous resource for PRR Class GG1 information, and it houses a wonderful collection of other locomotives and rolling stock as well. If you get the opportunity to visit, I'm sure you'll enjoy yourself. Once you see the real GG1 No. 4935 in person, you'll have a much deeper appreciation for your Marklin Z scale GG1.
I'd like to thank Ryan C. Kunkle, Supervisor of Visitor Services at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania for allowing me free access to the GG1 as well as additional museum material.
Thanks also to Wes Barris of SteamLocomotive.com, steamlocomotive.com for use of his archive materials.
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Monday, March 8, 2010 Build Your Own Zthek SW-1 Switcher  Lost Brass Frets... Found Here! Lajos Thek of Zthek has reported 2 etched brass sheets of his popular SW-1 switcher have been discovered at his etching company's warehouse. This means that for as long as they last, there will be 28, SW-1 brass frets available for sale. These frets come without the small milled detail parts but at just $35 per brass fret this is a great chance to build your own SW-1. Contact Lajos via email here: Lajos You can also reach him through his website: www.zthek.com Coffee Break Archives |
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