#Pennsy

[railwayhistorical]

Orders on the Hoop

A westbound Conrail freight train is approaching Effingham, Illinois. The train is due to receive orders by way of paper “flimsies,” two of which can be seen in the order hoop.

This line was formerly Penn Central and Pennsylvania Railroad prior to that, as the distinctive signal indicates. The locomotive on point is a unique variation of the SDP45 built for the Erie Lackawanna, which was folded into Conrail on April 1st 1976.

One image by Richard Koenig; taken in February of 1979.

[trainsgenderfoxgirl2816]

Any of you heard of the Frankford Junction wrecks?

Yes wrecks plural their were two, Frankford Junction being an interlocking in Philadelphia where the Keystone corridor branches off the Northeast corridor and their have been two major wrecks there one in 1943 and again in 2015

[collinthenychudson]

Day 15: Pennsylvania Railroad GG1

Information from Wikipedia:

The PRR GG1 was a class of electric locomotives built for the Pennsylvania Railroad (PRR), in the northeastern United States. Between 1934 and 1943 General Electric and the PRR's Altoona Works built 139 GG1s.

The GG1 entered service with the PRR in 1935 and later ran on successor railroads Penn Central, Conrail and Amtrak. The last GG1 was retired by New Jersey Transit in 1983. Most have been scrapped, but sixteen are in museums. The GG1 was 79 feet 6 inches (24.23 m) long and weighed 475,000 pounds (215,000 kg). The frame of the locomotive was in two halves joined with a ball joint, allowing the locomotive to negotiate sharper curves. The body rested on the frame and was clad in welded steel 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 Modified P5 class, provided for greater crew safety in a collision and provided for bi-directional operation of the locomotive. Using Whyte notation for steam locomotives, each frame is a 4-6-0 locomotive, which in the Pennsylvania Railroad classification system is a "G". The GG1 has two such frames back to back, 4-6-0+0-6-4. The related AAR wheel arrangement classification 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.

A pantograph on each end of the locomotive body was used to collect the 11,000 V, 25 Hz alternating current (AC) from the overhead 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. A transformer between the two cabs stepped-down the 11,000 V to the voltages needed for the traction motors and other equipment. Twelve 385-horsepower (287 kW) GEA-627-A1 traction motors (AC commutator motors, not AC induction motors) drove the GG1's 57-inch (1,448 mm) diameter driving wheels on six axles using a quill 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. The engineer's cab had a 21-position controller for applying voltage to the motors. Four unpowered leading/trailing wheels were mounted on each end of the locomotive.

In the 1930s, railroad passenger cars were heated with steam from the locomotive. The GG1 had an oil-fired steam generator to feed its train's "steam line."

Beginning in the late 1910s, the PRR received the FF1, 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 P5, the cab was moved to the center and was designated P5a. PRR still searched for the ultimate electric, since the P5 did not track well at high speeds and was wondering if the P5a could be improved even further. 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 the New York, New Haven & Hartford Railroad to compare it to the P5a. In 1933, the PRR decided to replace its P5a locomotives; it asked General Electric and Westinghouse to design prototype locomotives with a lighter axle load and 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. Both companies delivered their prototypes to PRR in August 1934. Westinghouse's R1 was essentially "little more than an elongated and more powerful version of the P5a" with an AAR wheel arrangement of 2-D-2. 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 in Claymont, Delaware. PRR chose the GG1 because the R1's rigid wheelbase prevented it from negotiating sharp curves and some railroad switches. On November 10, 1934, the railroad ordered 57 locomotives: 14 assembled by General Electric in Erie, 18 by the PRR's own Altoona Works, and 20 more in Altoona with electrical components from Westinghouse in East Pittsburgh and chassis from the Baldwin Locomotive Works in Eddystone. An additional 81 locomotives were built at Altoona between 1937 and 1943. On January 28 1935, to mark the completion of electrification of the line from Washington, D.C., to New York City, PRR ran a special train hauled by Pennsylvania Railroad 4800 before it opened the line for revenue service on February 10. It made a round-trip from D.C. to Philadelphia; it completed the return leg in a record 1 hour and 50 minutes. In 1945, a Pennsylvania GG1 hauled the funeral train of President Franklin D. Roosevelt from Washington Union Station to New York Pennsylvania Station. 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. They initially retained their train-heating steam generator, and were recalled to passenger service for holiday-season mail trains and 'Passenger Extras' such as those run for the annual Army–Navy football game in Philadelphia. Timetable speed limit for the GG1 was 75-80 mph until October 1967, when some were allowed 100 mph for a couple of years. When Metroliner cars were being overhauled in the late 1970s, GG1s were again allowed 100 mph for a short time when hauling Amfleet cars on trains scheduled to run 226.6 miles from New York to Washington in 3 hours and 20 to 25 minutes. On June 8, 1968, two Penn Central GG1s hauled Robert F. Kennedy's funeral train from New York Penn Station to Washington, D.C. 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. At some point, PRR hired famed industrial designer Raymond Loewy to "enhance the GG1's aesthetics." 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.) Loewy did claim that he recommended the use of a smooth, welded body instead of the riveted one used in the prototype. Loewy also added five gold pinstripes and a Brunswick green paint scheme. In 1952, the paint scheme was changed to Tuscan red; three years later, the pinstripes were simplified to a single stripe and large red keystones were added. On September 6 1943, the Congressional Limited crashed at Frankford Junction, in the Kensington neighborhood of Philadelphia, Pennsylvania, in the United States. The train was pulled by GG1 4930. The accident was caused by a journal box fire (a hot 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 a signal 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. On January 15 1953, train 173, the overnight Federal from Boston, was approaching Washington behind GG1 4876. The train passed a signal 2.1 miles (3.4 km) north of Union Station between 60 and 70 miles per hour (97 and 113 km/h), and the engineer decreased the throttle and started applying the brakes. When the engineer realized that the train was not slowing down, and applying the emergency brake had no effect, he sounded the engine's horn. A signalman, hearing the horn and noting the speed of the 4876, phoned ahead to the station master's office. 4876 negotiated several switches at speeds well over the safe limits and entered the station at around 35 to 40 miles per hour (56 to 64 km/h). The train demolished the bumping post, continued through the station master's office and into the concourse, 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 of President Dwight D. Eisenhower. 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 accident was 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. 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. The only major electro-mechanical breakdown of the GG1 was caused by a February 1958 blizzard that swept across the northeastern United States 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. When the snow melted, it short-circuited the components. On about 40 units, the air intakes were later moved to a position under the pantographs.

In 1968, the PRR, with its 119 surviving GG1s, merged with the New York Central Railroad to form Penn Central. Penn Central went bankrupt in 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, Amtrak purchased 30 GG1s for $50,000 each and leased another 21, of which 11 were for use on New York and Long Branch commuter trains. 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 Electric E60. An E60 derailed during testing at 102-mile-per-hour (164 km/h), forcing an investigation (the E60 used the same trucks as the P30CH diesel 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, an Rc4a built by ASEA of Sweden, and X996, a French design. The railroad picked the ASEA design, initially nicknamed the "Swedish swifty" or the "Mighty Mouse" and later often referred to as the "Swedish Meatball". Electro-Motive Diesel, then a part of General Motors, was licensed to build a derivative called the AEM-7. As AEM-7s arrived, Amtrak finally ended GG1 service on April 26, 1980.

The last GG1s in use were some of the 13 assigned to New Jersey Transit (#4872–4884) for its North Jersey Coast Line between New York and South Amboy (the former New York and Long Branch) that ran until October 29, 1983, thus retiring the locomotive after 49 years of service. Fifteen production locomotives and the prototype were preserved in museums. None are operational; their main transformers were removed because of the PCBs in the insulating oil.

PRR/PC/CR 4800 — Railroad Museum of Pennsylvania, Strasburg, Pennsylvania (nicknamed "Old Rivets" due to it being the only GG1 to have been built with a riveted body)

PRR/PC/CR 4859 — Transportation Center, Harrisburg, Pennsylvania (designated Pennsylvania State electric locomotive in 1987) PRR/PC/CR/NJT 4876 — B&O Railroad Museum, Baltimore, Maryland (Reconstructed with new frame and superstructure as well as reusable components from the original 4876 following the 1953 Washington Union Station wreck)

PRR/PC/CR/NJT 4877 — United Railroad Historical Society of New Jersey, Boonton, New Jersey (nicknamed "Big Red") PRR/PC/CR/NJT 4879 — United Railroad Historical Society of New Jersey, Boonton, New Jersey

PRR/PC/CR/NJT 4882 — National New York Central Railroad Museum, Elkhart, Indiana (currently painted in Penn Central colors)

PRR/Amtrak 4890 — National Railroad Museum, Green Bay, Wisconsin

PRR 4903/Amtrak (4)906 — Museum of the American Railroad, Frisco, Texas (hauled Robert F. Kennedy's funeral train with GG1 4901 from New York to Washington on June 8, 1968).

PRR 4909/Amtrak 4932 — Leatherstocking Railway Museum, Cooperstown Junction, New York

PRR 4913/Amtrak (4)913 — Railroaders Memorial Museum, Altoona, Pennsylvania

PRR 4917/Amtrak 4934 — Leatherstocking Railway Museum, Cooperstown Junction, New York

PRR 4918/Amtrak (4)916 — National Museum of Transportation, St Louis, Missouri

PRR 4919/Amtrak (4)917 — Virginia Museum of Transportation, Roanoke, Virginia

PRR 4927/Amtrak 4939 — Illinois Railway Museum, Union, Illinois

PRR 4933/Amtrak (4)926 — Central New York Chapter of the National Railroad Historical Society, Syracuse, New York. It has been cosmetically restored and is on display at the NYS Fairgrounds Historic Train Exhibit.

PRR 4935 / Amtrak 4935 — Railroad Museum of Pennsylvania, Strasburg, Pennsylvania (nicknamed "Blackjack")

During the mid-1930s, many railroads streamlined locomotives and passenger cars to convey a fashionable sense of speed. While the Union Pacific had the M-10000 and the Chicago, Burlington & Quincy Railroad the Zephyr, the PRR had the GG1. The GG1 has "shown up over the years in more advertisements and movie clips than any other locomotive." It was also featured in art calendars provided by PRR, which were used to "promote its reputation in the public eye." PRR-painted GG1s appear in the films Broadway Limited in 1941, The Clock in 1945, Blast of Silence in 1961, the 1962 version of The Manchurian Candidate, and Avalon in 1990. Two GG1s appear in the 1973 film The Seven-Ups—a black Penn Central locomotive and a silver, red and blue Amtrak locomotive. A Penn Central GG1 also appears in another 1973 film The Last Detail. PRR GG1 4821 appears briefly in the 1952 film The Greatest Show on Earth, hauling the Ringling Bros. Barnum & Bailey Circus into Philadelphia's Greenwich Yard, as the movie's director Cecil B. DeMille narrates the scene of its arrival. Near the end of the 1951 film Bright Victory, GG1 #4849 is shown pulling into the station. A GG1 and the Congressional were featured on a postage stamp as part of the United States Postal Service's All Aboard! 20th Century American Trains set in 1999.

The PC games Railroad Tycoon II, Railroad Tycoon 3, Sid Meier's Railroads!, Train Fever, Transport Fever and Transport Fever 2 allow 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.

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, Marklin and other manufacturers.

models and route by: Protrainz, Auran, and Download Station

[dalwhinnytmp]

Another stellar(is that a pun?) sunset yesterday!!! #Dalwhinny #sunset #sun #redsky #night #lastnight #beautiful #incredible #awesome #sunrise #redskyatnight #centralpennsylvania #centralpa #PA #Pennsylvania #pennsy https://www.instagram.com/p/CjX6ZLAuoKs/?igshid=NGJjMDIxMWI=

[riiov]

STAIN

[gothicprep]

i was walking to the metro this morning and saw two things simultaneously: a dead tree being fed into a wood chipper, and two guys fist fighting.

you know the beef runs deep if it inspires people to throw hands at 7:30 in the morning.

[iguessyouregonnamissthepantyraid]

i'm glad that tom brady's transfer and subsequent retirement made the patriots like 3000% less annoying and i no longer quite feel the obligation to hate boston as a philadelphian and a football fan. that being said i am incredibly jealous that they get dibs on the dropkick murphys for all regionally themed events. playing the opening riff for shipping up to boston while your delegates announce who they're supporting for president-elect at the DNC honestly fucks so severely

[the-frog-at-the-bog]

[naptownbicycleclub]

[20th-century-railroading]

CR 22833, Elizabeth, NJ

Looks like a cab hop is possibly from the auto plant yard at Linden back to Meadows Yard. Both the GE U28C and the N5B cab are on home rails, having been built for the "Pennsy".

11-19-1977

[railwayhistorical]

Chasing the TC Turn, 2 of 4

Continuing a series of posts chasing the the Traverse City Turn of the Great Lakes Central: here the train is seen along East Bay, south of Acme, in its namesake town (TC), and lastly in Kingsley, Michigan.

A couple of things to note: once in TC, the train moved over to a branch line of the Grand Rapids & Indiana, later Pennsy. The last image, from Kingsley, is at a building I'm interested in, but have not been able to track down any information on as of yet.

Three images by Richard Koenig; taken July 25th 2023.

[simply-ivanka]

Thomas Matthew Crooks pictured: Everything we know

[collinthenychudson]

Day 12: Pennsylvania Railroad DD1

Info from Wikipedia:

The Pennsylvania Railroad DD1 was a class of boxcab electric locomotives built by the Pennsylvania Railroad. The locomotives were developed as part of the railroad's New York Tunnel Extension, which built the original Pennsylvania Station in New York City and linked it to New Jersey via the North River Tunnels. The Pennsylvania built a total of 66 locomotives in its Altoona Works; they operated in semi-permanently coupled pairs. Westinghouse supplied the electrical equipment.

The first locomotives entered service in 1910, with the opening of Pennsylvania Station. They operated between Manhattan Transfer and Pennsylvania Station, and from there to the coach yards at Sunnyside Yard in Queens, New York. With the arrival of the Class L5 locomotives in 1924, some DD1s moved to the Pennsylvania-owned Long Island Rail Road (LIRR), which had substantial electrified commuter rail operations. The conversion of the New York–Philadelphia main line to alternating current in the 1930s saw the remainder of the DD1s scrapped or transferred to the LIRR. One pair, Nos. 3936 and 3937, is preserved at the Railroad Museum of Pennsylvania and is listed on the National Register of Historic Places.

Each semi-permanently coupled pair had a length of 64 feet 11 inches (19.8 m) and weighed 313,000 pounds (142,000 kg). D1-class locomotives were nearly always operated as a pair—never individually and rarely as two pairs in a double-heading configuration. The PRR classed their 4-4-0 locomotives as class D, and the DD1 was essentially two 4-4-0 locomotives coupled back to back, resulting in the new class, DD. Each pair was assigned a single "Electrified Zone Number" (EZN); the EZN simplified train dispatching for each pair of DD1s while their original individual serial numbers were used for the mechanical records of the locomotives.

Each locomotive had its own Westinghouse 315-A, direct current, commutating pole, electric motors within a monocoque cab. The motors had a continuous power rating of 1,580 horsepower (1,180 kW) at 58 miles per hour (93 km/h), and could produce up to 2,130 horsepower (1,590 kW) at 38 miles per hour (61 km/h) for no more than an hour. Their top speed was 85 miles per hour (137 km/h), but PRR/LIRR timetables had a speed limit of 65 miles per hour (105 km/h). The motors were connected to the two 72-inch (1,829 mm) drivers via a jackshaft and coupling rods. The design of the DD1 served as a transition between steam locomotives and modern electric locomotives. Despite their ungainly appearance, DD1s ran "quietly and smoothly...with no appreciable rod clanking", and had a very low maintenance cost. DD1 locomotives operated off 650 volt direct current from a third rail. 

The first DD1-class of locomotives were introduced into regular passenger service on November 27, 1910 to operate in the North River Tunnels under the Hudson River. As steam locomotives were prohibited from entering the tunnels, the electric DD1 shuttled passengers from the Pennsylvania Railroad's Manhattan Transfer station in New Jersey and Pennsylvania Station in New York City.

A total of 66 locomotives were constructed by the Pennsylvania Railroad's Juniata Shops in Altoona starting in 1909; 3936 and 3937 were put into service in 1911. As the new L5s were being introduced in 1924, most DD1s were transferred to the Long Island Rail Road. Both 3936 and 3937 were shifted from mainline passenger duty, and hauled the empty passenger trains from Pennsylvania Station to Sunnyside Yard. The Long Island Rail Road scrapped most of its DD1s from 1949 to 1951, and only two pairs remained in 1962. By 1978, Nos. 3936 and 3937 comprised the last existing DD1 and were donated to the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania by the Pennsylvania's successor Penn Central, as part of a collection with twelve other historically-significant locomotives. Both locomotives were jointly listed on the National Register of Historic Places on December 17, 1979.

models and Route by: K&L Trainz, Auran Download Station

[dalwhinnytmp]

Incredible sunset last night! #Dalwhinny #sunset #sun #redsky #night #lastnight #beautiful #incredible #awesome #sunrise #redskyatnight #centralpennsylvania #centralpa #PA #Pennsylvania #pennsy https://www.instagram.com/p/CjLGbCzuLyD/?igshid=NGJjMDIxMWI=

[aryburn-trains]

It’s a warm summer evening in August of 1958. Pittsburgh to Beaver Falls commuter Train 427 dropped its last passengers at Beaver Falls Station at 6:15 p.m. and then headed 4.6 miles north to Homewood Junction to turn on the wye located there. Alco RS-3 (Pennsy Class AS-16ms) 8856 has backed her train from the leg between the westbound main to Chicago and the Lake Branch. Beyond the last coach is Koppel, and eventually, Erie. After the trainman replaces the switch lock, the train will head forward, cross the four-track main line to reach the eastbound main and then return to Beaver Falls, where it will tie up for the night in the coach yard.