GG-1 & Overhead power

[tatans]

I asked this question on another thread within this forum with no response. Anyone running a GG-1, does the pantograph really work on all GG-1s or is power through the tracks? if powered by a catenary system is the whole layuot covered with an overhead power source? This would seem to be an enormous task, any information on overhead powered systems will be appreciated, this is just a general question, thanks

[Anonymous]

The power is in the overhead. 11,000 volts was used back them. I think that 22,000 votls are now use today

[Anonymous]

I was considering running a GG-1 for a while, but decided to do steam and diesel. All of the GG-1s I saw were track powered and the modeler would put fake overhead power cables. While there may be overhead powered GG-1s, it would be quite a task to make it work efficiently. Tolerances in HO scale would be pretty large compared to the prototype and might destroy the look.

[Anonymous]

All the model the GG1s that I have are both. I did not know that he was talking about the model.

[ndbprr]

I have 28 G's (I model Philadelphia and could use more believe it or not). yes the HO versions come with a wire that attaches to the pantograph mounting screw so that you could use the catenary if you were so inclined. At one time it did allow independent control of G's from the track power by using one rail and the overhead. With DCC the need to do that has virtually been eliminated and complicates the entire wiring and control process. the railroad I am currently building will not have powered catenary. However all four mains through Philly will have dummy catenary. trolley enthusiasts do use overhead for power. On cars with double poles hooking one pole into its cradle completes one side of the circuit to the rails and the other pole goes to the wire giving automatic reversing. There is a way also that four different circuits can be operated using trolleys but I forget how it is done. Stringing wire is no different from any other task. The first ten feet take as long as the next hundred while you develop the skills needed. After that its goes quite quickly. It does interfere when derailments occur but again I quickly learned how to navigate the maze and rerail what was off the track. I bought a roll of phos bronze wire at a local wire company. It is about 8-10 thousandths in diameter. I bought it about 15 years ago and the company had a $20.00 minimum order. I think I have enough wire to reach 10-15 miles of actual track. I know I will never have to buy any for the rest of my life! Once you establi***he height of the wire the pantograph had no trouble maintaining contact. I was concerned that it might wear out the shoes on the pantograph but the wire varies back and forth sufficiently that was not a problem. What was a problem that I had to correct was getting the wire centered on the track where the pantographs tracked on curves. I used G's to set it up but other engines (E44's, P5A's, MP-54's) track differently based on pantograph location. the Faively contact shoes on the E44 and the Metroliners are much narrower and while not prototypical I soldered a piece of phos Bronze wire to the top of the shoe with the ends turned down to widen the contact. That was using 30" radius curves on the main. I am hopeful that the 48" min radius on the new layout will help solve some of those problems. Just another challenge of modeling the PRR and its successors.

[Anonymous]

Would love to see some pics of your overhead!!!!

[tatans]

Thanks ndbprr, your explanations were great, and thanks for sticking to the subject, GG-1s are like some space vehicle from another planet and another era to us old steam engine guys, I remember seeing a Lionel model as a child and thought someone had actually made this up. I'm sure there are other people who have never seen a GG-1 and must look at them in amazement. they would be one of my favourite engines. thanks.

[Anonymous]

Growing up on the old Pennsylvania Railroad mainline in NJ (now Amtrak and New Jersey Transit), I always saw the GG1's going down the tracks. Sometimes they would be really flying by, on the four track main.

The GG1 is a favorite locomotive for many people in these parts. I have a nice one in O scale that I just show in my office. There are 2 or 3 of them in museums in Pennsylvania that I know of.

Jim

[Jetrock]

GG1's operated a bit far east for my tastes but I definitely like electric locomotives! It's not uncommon for juice jacks to wire a SPDT switch of some sort into their freight motors so they can switch between two-rail and overhead running.

[Anonymous]

[Jetrock]

Speechless?

[Anonymous]

QUOTE: Originally posted by tatans

Thanks ndbprr, your explanations were great, and thanks for sticking to the subject, GG-1s are like some space vehicle from another planet and another era to us old steam engine guys, I remember seeing a Lionel model as a child and thought someone had actually made this up. I'm sure there are other people who have never seen a GG-1 and must look at them in amazement. they would be one of my favourite engines. thanks.

I was under the impression that the PRR electrified DC to NY during the late 20s early 30s. This would put the GG-1's older than the PRR T-1.

[IRONROOSTER]

The first GG1 (and the only one to have a riveted body) was built in 1934. The PRR ran other electrics prior to that. I think they date back to the early 1900's. They first electrified the tunnels into New York. Later they electrified to D.C. but I'm not sure when.

I like the GG1 and run one In S scale, but I don't care for catenary so I don't have any. It's not pure but I like it.
Enjoy
Paul

[NHRRJET]

The PRR initially electrified its NY Terminal project with 3rd rail from Sunnyside Yard, thru NY Station to Manhattan Transfer where side rod DD1's were exchanged for K4 Pacifics. After the catenary went up the PRR was in search for a good motor; they thought they had it in the P5a. This engine proved to be a disappointment. The PRR then borrowed a NYNH&H EP-3 motor built by GE in 1931, regeared it for 100 mph and tested it at Claymont,DE on a special test track. The EP-3 with its 2-C+C-2 wheel arrangement proved superior to anything the PRR had. The successful testing of the NYNH&H EP-3 would lead to the developement of the GG1, and the construction of the 4800.

[railman]

QUOTE: Originally posted by rudyryan

QUOTE: Originally posted by JetrockSpeechless?

Apparently so![:D]