Well the next episode talking about the GG1 and P5a is here. Id like to hear your feedback and im pretty sure i missed a few things since its a short video and theres so many things to learn about the GG1. ua-cam.com/video/PZuOuocP1MU/v-deo.htmlsi=4XUeEsKNXm4JgTbn
When I was a block operator trainee for the Long Island Rail Road, our instructor told us the Book Of Rules was sacred. The rules were written in blood.
Honestly i worked on electric trains and once i was walking on the path next to switch that took trains out of the yard and onto the mainline. I was just walking back to the station and right next to me was a train moving at 15mph and i didn't even notice. They are so quiet especially if you're not paying attention. Many of my trainers would have stories of people being hit by trains in the yard when they weren't paying attention. Its so easy to be caught out by them. You had to remember the rules and you had to assume others weren't because it was what kept you safe
14:03 Do you know where and when that photo was taken? I'm guessing it's from Bain News Service but it didn't turn up in a quick search on Commons and there's like 90,000 photos from them (too many to go through one by one).
I remembered somebody had mentioned it was the newark side of dock bridge dated 1940 New Jersey State Archives Searchable Database, New Jersey Writers' Project Photograph Collection, ca. 1935 - 1942
@@Reaper1770 Found it, thanks. It is that bridge (thought I recognized it); WPA photo ca. 1940; the loco's a P5a. It's on both NJSA and on Commons ("956 C" and "FWPNW026Newark956"). There are a number from the same day on the NJSA (Subject: "Trains, Stations, Railroads and Rail Lines", Municipality: "Newark").
The key feature of the "bi-polar" motors was that the axle was also the armature. The motor also only had two elector-magnet "poles" and was big and heavy, but the direct drive is what makes them very different from what came soon after with geared suspended motors.
Good point, i did not know that. I've incorrectly assumed that they had been geared, Thank you for adding that. I am adding a feature in the next episode about the quill drive since the mounting of motors to the frame is what gives the GG1 its ability to navigate tracks well. I'm still uncertain about if i should add an explantion for what a tap changer is.
For sure. Ill put them on my list to do. So far ive got a few things on my list to do. Next week is the New Haven episode and the one after that is to break the schedule up a bit is a video about great passenger trains ie broadway limited. But i think i maybe be able to slot in some suburban electrics before christmas
Already planning on it. I'm just trying to plan out a few things for leading up to christmas. I may combine into a big episode about MU cars since theres a few people asking to cover the MU cars of Reading aswell. I'll hopefully release a bit of a roadmap later on since i do want to maybe start doing some german and swiss electrics to help justify my model train habit haha
These are excellent videos, really enjoying them. Just a little something: the 1904/7 motors were originally classified as the T motor, becoming the S motor after the addition of the extra axles. I presume you're familiar with the rather volumous 1974 Kalmbach publication "when the steam railroads electrified"? If you haven't, it's a rather seminal work with exceptional details regarding not only the rolling stock side, also the infrastructure, with comprehensive information.
Yes i am familar with the work actually. Its what ive been using for research in this series, ive been tempted to use photos from it but i've been cautious to tread on anyones toes. I did think of adding the Classification difference and now looking back i should have clarified it , i was worried of causing confusion. Very happy to hear that you're enjoying it. Its been really enjoyable to go over the history since in my opinion it get ignored for large steam engines when theres alot to cover. I tempted to cover the tri mode switchers in the future
@Reaper1770 Thought you might have been using that book as reference, a lot of your narration sounded very familiar in areas... I will add though: you've done a sterling job at condensing an awful lot of information and yet not lose anything in context. Like the audio book version, but with pictures
There is a second edition of that book with a cover photo of Acela going over the Hells Gate bridge.Bridge. I can also recommend the other books by that same author.
Yeah i should have corrected myself there. I've always heard people call it grand central station in my follow up videos i'll make sure i call it terminal instead of station.
Absolutely… But to be «that guy» (for fun, it’s just a comment…🤪), a _station_ in rail reg is «anything» that’s _not_ a block section in a series of those (or otherwise permitted for dispatched movements, aka «open line», numerous caveats…). A «station» entails actively _controlled_ entry and/or exit (by any means, tech, written order, staff…). Wether a single piece of connected track, or a… huge terminal.
[Continued] bit of ancestry of the iconic engine! BTW,I went to high school in Pennsylvania,and had many a mile behind those G's,also did some mileage with both the NYC,and New Haven versions! Got some decent photos of the G's,as PRR,PC,and Conrail,plus NJT,so quite a bit of long history! Thank you 😇 😊!
Your commentary is excellent,and the use of,"When the Steam Railroads Electrified",is a feather in your cap! One point,however,when covering the GG-1,the father of that engine was the P motor,of the NYC,and the mother was the EP-3,as they both used the 2-C+C-2,motor trucks,which was a GE trademark! I hope this clarifies an interesting ance
Really? Its always interesting to see how GE improved on designs. Im always trying to find out if PRR ever made a replacement for the GG1 in passenger service, i know they had the E33 for freight service.
Will add that the PRR's failure to develop a replacement of the GG1, and its very late switch from steam as ell as failing to connect to Chicago with overhead lines is one part f why they fell.
Yeah you're right there about the limits of third rail, i do wonder why they never commited to more electric locomotives considering they had a sizeable passenger numbers. With electrics you do save alot of money of maintaince and infrastructure cost.
@ I think it really comes down to DC electrification requiring a lot more physical infrastructure investment. With something like the prr’s alternating current system or even the Reading or New Haven, they could space their substations out quite far apart whereas with a DC system, they have to be at fairly regular intervals which takes up land and also needs the necessary connections to the grid. Another benefit of overhead line systems is that often you can have the utility lines running on the same catenary towers. And depending on the specific system, you basically just need transformers to correct the voltage whereas with DC you need a rectifier and a transformer.
There are some sections of third rail that operate up to 100 mph, such as part of London to Bournemouth on Network Rail in the UK. That system is top contact with 750V DC.
I know that they have outright said that they want to replace the third rail on the suburban lines with overhead lines both for a mix of safety and overall from their view a technological dead end.
Well the next episode talking about the GG1 and P5a is here. Id like to hear your feedback and im pretty sure i missed a few things since its a short video and theres so many things to learn about the GG1.
ua-cam.com/video/PZuOuocP1MU/v-deo.htmlsi=4XUeEsKNXm4JgTbn
When I was a block operator trainee for the Long Island Rail Road, our instructor told us the Book Of Rules was sacred. The rules were written in blood.
Honestly i worked on electric trains and once i was walking on the path next to switch that took trains out of the yard and onto the mainline. I was just walking back to the station and right next to me was a train moving at 15mph and i didn't even notice. They are so quiet especially if you're not paying attention. Many of my trainers would have stories of people being hit by trains in the yard when they weren't paying attention. Its so easy to be caught out by them. You had to remember the rules and you had to assume others weren't because it was what kept you safe
I can't agree more. The rules truly are written in blood... Don't be the reason a new one is written in yours.
Good to see more videos on American electrics! Excellent job.
Looking forward to your video on the GG-1!
Im excited to. Its will be a longer episode just because well theres alot more information out there about the later PRR electrics
14:03 Do you know where and when that photo was taken?
I'm guessing it's from Bain News Service but it didn't turn up in a quick search on Commons and there's like 90,000 photos from them (too many to go through one by one).
I remembered somebody had mentioned it was the newark side of dock bridge dated 1940
New Jersey State Archives Searchable Database, New Jersey Writers' Project Photograph Collection, ca. 1935 - 1942
@@Reaper1770 Found it, thanks. It is that bridge (thought I recognized it); WPA photo ca. 1940; the loco's a P5a. It's on both NJSA and on Commons ("956 C" and "FWPNW026Newark956"). There are a number from the same day on the NJSA (Subject: "Trains, Stations, Railroads and Rail Lines", Municipality: "Newark").
The key feature of the "bi-polar" motors was that the axle was also the armature. The motor also only had two elector-magnet "poles" and was big and heavy, but the direct drive is what makes them very different from what came soon after with geared suspended motors.
Good point, i did not know that. I've incorrectly assumed that they had been geared, Thank you for adding that. I am adding a feature in the next episode about the quill drive since the mounting of motors to the frame is what gives the GG1 its ability to navigate tracks well. I'm still uncertain about if i should add an explantion for what a tap changer is.
@@Reaper1770 Yes, please cover the tap changer.
Nice video and love the history. Could you add the Reading and Lackawanna Railroads for suburban electrics
For sure. Ill put them on my list to do. So far ive got a few things on my list to do. Next week is the New Haven episode and the one after that is to break the schedule up a bit is a video about great passenger trains ie broadway limited. But i think i maybe be able to slot in some suburban electrics before christmas
Please so a series on the MU cars of the NY Central and New Haven as well.
Already planning on it. I'm just trying to plan out a few things for leading up to christmas. I may combine into a big episode about MU cars since theres a few people asking to cover the MU cars of Reading aswell. I'll hopefully release a bit of a roadmap later on since i do want to maybe start doing some german and swiss electrics to help justify my model train habit haha
These are excellent videos, really enjoying them.
Just a little something: the 1904/7 motors were originally classified as the T motor, becoming the S motor after the addition of the extra axles.
I presume you're familiar with the rather volumous 1974 Kalmbach publication "when the steam railroads electrified"?
If you haven't, it's a rather seminal work with exceptional details regarding not only the rolling stock side, also the infrastructure, with comprehensive information.
Yes i am familar with the work actually. Its what ive been using for research in this series, ive been tempted to use photos from it but i've been cautious to tread on anyones toes. I did think of adding the Classification difference and now looking back i should have clarified it , i was worried of causing confusion. Very happy to hear that you're enjoying it. Its been really enjoyable to go over the history since in my opinion it get ignored for large steam engines when theres alot to cover. I tempted to cover the tri mode switchers in the future
@Reaper1770 Thought you might have been using that book as reference, a lot of your narration sounded very familiar in areas...
I will add though: you've done a sterling job at condensing an awful lot of information and yet not lose anything in context.
Like the audio book version, but with pictures
There is a second edition of that book with a cover photo of Acela going over the Hells Gate bridge.Bridge. I can also recommend the other books by that same author.
I can't believe i've missed that image. I hope you enjoyed todays video about the new york central
Grand Central Terminal not "Station"...hence GCT
Yeah i should have corrected myself there. I've always heard people call it grand central station in my follow up videos i'll make sure i call it terminal instead of station.
Absolutely… But to be «that guy» (for fun, it’s just a comment…🤪), a _station_ in rail reg is «anything» that’s _not_ a block section in a series of those (or otherwise permitted for dispatched movements, aka «open line», numerous caveats…).
A «station» entails actively _controlled_ entry and/or exit (by any means, tech, written order, staff…). Wether a single piece of connected track, or a… huge terminal.
[Continued] bit of ancestry of the iconic engine! BTW,I went to high school in Pennsylvania,and had many a mile behind those G's,also did some mileage with both the NYC,and New Haven versions! Got some decent photos of the G's,as PRR,PC,and Conrail,plus NJT,so quite a bit of long history! Thank you 😇 😊!
Would love to see some of the pictures of the Gs. I think they are just the rockstars of the East coast.
Your commentary is excellent,and the use of,"When the Steam Railroads Electrified",is a feather in your cap! One point,however,when covering the GG-1,the father of that engine was the P motor,of the NYC,and the mother was the EP-3,as they both used the 2-C+C-2,motor trucks,which was a GE trademark! I hope this clarifies an interesting ance
Really? Its always interesting to see how GE improved on designs. Im always trying to find out if PRR ever made a replacement for the GG1 in passenger service, i know they had the E33 for freight service.
Will add that the PRR's failure to develop a replacement of the GG1, and its very late switch from steam as ell as failing to connect to Chicago with overhead lines is one part f why they fell.
I think if they went the wires went to pittsbugh, i think they would have developed the DD2 much further.
75 mph on 3rd raul is pretty good. You really can't go more than about 80 mph on these systems.
Yeah you're right there about the limits of third rail, i do wonder why they never commited to more electric locomotives considering they had a sizeable passenger numbers. With electrics you do save alot of money of maintaince and infrastructure cost.
@ I think it really comes down to DC electrification requiring a lot more physical infrastructure investment. With something like the prr’s alternating current system or even the Reading or New Haven, they could space their substations out quite far apart whereas with a DC system, they have to be at fairly regular intervals which takes up land and also needs the necessary connections to the grid. Another benefit of overhead line systems is that often you can have the utility lines running on the same catenary towers. And depending on the specific system, you basically just need transformers to correct the voltage whereas with DC you need a rectifier and a transformer.
There are some sections of third rail that operate up to 100 mph, such as part of London to Bournemouth on Network Rail in the UK. That system is top contact with 750V DC.
@@johnkeepin7527 Must be quite the fireworks show in icy/rain!
I know that they have outright said that they want to replace the third rail on the suburban lines with overhead lines both for a mix of safety and overall from their view a technological dead end.