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GG1s On Lackawanna Steel
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larry_levine
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GG1s On Lackawanna Steel
 
« on: Aug 31st, 2014, 8:19pm »
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Having been reading a book in regard to Steam and Diesel In New Jersey. In one photo it shows the Newark Broad Street Station and refers to the overhead catenary wires stating it was used to power the GG1's that passed through the station. Do know GG1s were Pennsy Motive power but wonder if they ever did run also Lackawanna steel. Anyone have the answer?
 
Thank you, Larry From Bayonne (CNJ Fan)


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HwyHaulier
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Posts: 3439
Re: GG1s On Lackawanna Steel
 
« Reply #1 on: Sep 1st, 2014, 9:58am »
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Larry - All -  
 
IMHO, highly doubtful?
 
See the DL&W maps of the time. What stretch of track comes to mind whereby DL&W would have had the PRR Power on its own line?  
Besides, what about the wire? Engineering specs about it, was voltage and all the rest of it compatible with PRR?
 
..............................HTH....................Vern.....................


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Ticket Agent serving...Pacific Stage Lines...Washington State System...Mt. Hood Stages...Pickwick Stages...Transcontinental & Western Air Lines.... Admitted Gold Bug..... Observant Orthodox Mossback..... H.M.R.A.O. Curmudgeons......
Flemington Flyer
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Re: GG1s On Lackawanna Steel
 
« Reply #2 on: Sep 4th, 2014, 3:59pm »
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Wait, what?
 
I guess the basics are in order...........
 
The orginal DL&W system was 3000 volt DC
 
The PRR system was/is 12.5kV/25Hz
 
The new NJT system is 25kV/60Hz
 
The ALP-44's were originally bought to handle the phase difference.
 
GG-1's were meant to handle heavy tonnage, at speed. The Lackawanna is a very curvy, hill and dale route, with many closely spaced station stops, and was not a fast (ie: at speed) mover of tonnage (freight AND passenger) like the PRR was. Such a locomotive on the DL&W would have been useless. If the DL&W HAD been able to electrify the route from Hoboken to Scranton or Binghamton (yes, it was thought about at one point), the most likely scenario would have been to utilize large DC boxcab units, in the style of the Great Northern, Milwaukee Road, or Virginian, and operate via the Boonton Branch, for freight use exculsively. The "grand plan" was to avoid steam pusher service in the Pocono Mountains, not the ability to haul fast freight or passenger trains.
 
GG-1's can CLEARLY be moved over DL&W trackage, since there is one parked in Boonton, NJ at the URHS "facility", though I suppose it was most likely treated as a high and wide move, not to mention it was moved dead in tow.
 
The only place the DL&W and PRR electrified territory came withing feet of each other was at Kearny Jct., the location of today's Kearny connection. Until that was opened for service in 1996, no interchange of electric power was done here, for the above reasons.


« Last Edit: Sep 4th, 2014, 4:05pm by Flemington Flyer » Logged

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HwyHaulier
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Re: GG1s On Lackawanna Steel
 
« Reply #3 on: Sep 5th, 2014, 9:17am »
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Dr. Sheldon Cooper - All -  
 
Thank You! Doctor, for your insightful analysis and diagnosis...
 
In the instant query here,  your writer could only imagine a possible use of PRR Electrics, and only in an incidental  
set of movements in NY/NJ Metro. Had some bad feeling the volts, amps and phase on the wires was not possible...
 
DL&W Electrics in the Poconos? BAH! The Railroad may have looked at it, but as we can see, it came to nothing.  
(DL&W Management was very, very good!)...
 
IRCC, the PRR GG-1 Power came in two variations. Fast, and very fast, and on largely level stretch of track. Slogging  
it out up the grades to Scranton a clearly different application. DL&W and ERIE figured there was no money it?
 
............................Vern......................


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NEFAN
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Re: GG1s On Lackawanna Steel
  NJT_GG1_4877_Hoboken_NJ_100381.jpg - 71063 Bytes
« Reply #4 on: Nov 21st, 2015, 7:44pm »
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Yes - GG1 on Lackawanna Steel! - Hoboken Terminal Festival 1981  

http://Forums.Railfan.net/Images/Lackawanna/NJT_GG1_4877_Hoboken_NJ_100381.jpg
Click Image to Resize

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