The Pennsylvania RR (PRR) began to electrify its busiest main lines in the Northeast during the 1930s. General Electric and the Baldwin Locomotive Works built a riveted-body prototype GG1 (no. 4899, later renumbered to 4800). The success of “Old Rivets” won GE and BLW the initial construction contract for locomotives 4801-4814.
The GG1s that followed were impressive, measuring 79′-6″ long, riding on an articulated 2-C+C-2 chassis, and weighing 447,000 pounds. Each GG1 was driven by six sets of twin motors (one pair for each powered axle) that delivered 4,620 hp with short-time peaks up to 8,000 hp. Their maximum speed was 100 mph with passenger gearing, although some were later regeared to 90 mph for dual service.
The remaining GG1s (4815-4938) were built at PRR’s Altoona Shop between 1937 and 1943; the last GG1 was retired in 1983.
All of the production GG1s featured the smooth-contoured, welded bodies and elegant pinstriped paint scheme developed for them by industrial designer Raymond Loewy.
Our sample came nicely decorated in the GG1’s most-common paint job: a modified Loewy scheme introduced in 1941 with five gold pinstripes, Clarendon lettering, and a small PRR keystone. Trix also offers a 1937 experimental Brunswick Green scheme that had five gold pinstripes feathered together with sans-serif Futura lettering and a small number keystone.
The Trix model matches the GG1 prototype drawing that was published in the October 1994 Model Railroader. However, two different styles of pilots were used on the GG1s. The model of no. 4935 should have the later-style pilots with a rounded center section extending under a drop coupler. The earlier GG1s (4801-4857) had normal couplers mounted in the flatter, gently curved pilots used on these models, so the model of no. 4829 is correct.
A working pantograph at each end collects current from an overhead wire. The pantographs are held in heir raised position by pairs of springs, and they’ll reach a National Model Railroad Association standard overhead wire height of 23 feet above the rails. Small latches lock the pantographs down. A jumper on the internal printed-circuit (PC) board selects either two-rail or overhead electrical pickup.
Cab interiors are provided at each end, and they have interior lights that may be turned on or off with DCC function no. 2.
Mechanism. This model’s chassis is built around a heavy metal floor with a large recess in the middle that holds the motor. The articulated running gear uses a pair of identical six-wheel power trucks with extended frames supported by the four-wheel idler trucks. A die-cast gearbox is built into both six-wheel trucks with pivots that fit up into the floor casting. This arrangement allows the power trucks to swing from side to side while the idler trucks can swivel.
A powerful can motor with a flywheel is mounted in a centered recess so the drive shaft is just above the floor. Universal shafts transfer the motor’s rotation to a gear tower on each power truck. Gears within each truck drive the lead and trailing axles, which include four traction tires. The center drivers aren’t powered.
Kadee magnetic knuckle couplers are mounted at the proper height in both pilots.
While electric locomotives are generally quiet runners, they do produce a number of interesting sounds that are nicely reproduced by this GG1. Most are activated by the function controls, but some loud, present-day train radio conversation is out of keeping with the period of the model.
The usual directional headlights operate on DC, but additional DCC functions are available so you can turn the headlights on and off, switch intensity, and control the cab interior lights.
A full range of NMRA configuration variables (CVs) is available for fine-tuning if desired.
Performance. I tested the GG1 on both DC and on our MR&T club layout’s DCC system. The model started and ran smoothly at a scale 5 mph or slightly less. Its performance was smooth and quiet, reaching a top speed of 100 mph on DC and 117 mph on DCC. Both are in the range of fast passenger trains on the PRR electrified lines. The 4.16-ounce pulling power is equivalent to 58 free-rolling freight cars or a prototype-size 19-car passenger train on straight, level track.
Trix has done a fine job of capturing the sleek lines and smooth performance of the prototype. When the model’s good looks and powerful mechanism are combined with sound effects, it’s easy to imagine you’re a GG1 engineer racing toward New York with the Pennsy’s Congressional.
Price: $549.00 each
Pennsylvania GG1 no. 4935 with five-stripe standard paint scheme or PRR GG1 no. 4829 with experimental feathered stripe scheme
Manufacturer
Trix Trains
P.O. Box 510559
New Berlin, WI 53151-0559
www.trixtrains.com
Description
Metal and plastic ready-to-run heavy electric locomotive
Features
Articulated chassis
Cab interiors with lights
Die-cast metal body and frame
Directional headlights
Drawbar pull: 4.16 ounces (58 freight or 19 passenger cars)
Four powered axles (two per truck)
High-efficiency motor with flywheel
Kadee Magne-Matic couplers
Metal RP-25 wheelsets (in gauge)
Minimum-radius: 18″
NMRA standard dual-mode Digital Command Control (DCC) decoder with sound
Operating pantograph
Separately applied wire grab irons and cab safety bars
16-wheel electrical pickup
Weight: 2 pounds, 3 ounces
