The exact date is lost, but one warm summer afternoon in 1980 I headed over to Washington Union Station from my office at the American Railroads building for an overnight ride to Chicago. A meeting of the Research Committee was scheduled for the 9:00 a.m. the next day and my attendance was mandatory. I was a little worried about taking the train knowing that it could well be late, but the Assistant Vice President of the department was a former Pennsy man and he assured me that it would be okay. Even so, the rest of the staff flew.
My train was Amtrak’s version of the famous Broadway Limited. The original Pennsylvania Railroad Broadway Limited ran from New York City to Chicago via Philadelphia. In 1980 however, there were two trains that combined at Philadelphia’s 30th Street Station. The Washington section passengers rode forwards while the New York riders rode backwards across New Jersey.
The engineer gave me a brief introduction to this classic relic of the Pennsylvania Railroad.
As soon as I walked out onto the platform to board the train, I realized I had no Kodachrome. In retrospect, the black and white film was fine. The train was made up of a few hand-me-down cars from the railroads that were anxious to cease offering any semblance of passenger transportation service. Amtrak termed them as “Heritage” cars. I had a roomette in a Budd-built sleeping car and once I stowed my bag, I walked up front to inspect the head end. To my surprise and delight, the recently restored and repainted GG-1 4935 was preparing to couple up to the train. As I walked closer, I noticed the engineer leaning out the cab window and he was wearing a coat and tie. I caught his eye and asked if I might climb up to see the cab, as I had never been in one of these pre-war beasts. He was happy to let me come up and I found myself in a dark, hot, cramped cave-like space. It reminded me of the cab of a steam locomotive but without a firebox. The engineer gave me a brief introduction to this classic relic of the Pennsylvania Railroad. Gauges, levers, knobs, switches, cab signal indicators, and not a lot of room to move around. I was surprised by the multi-notched throttle lever.
I knew it was getting close to departure time and quickly asked if I might ride up front for part of the trip. It was all right with him, but he wanted me to check with the conductor to be sure.
It was okay with him. My berth was secure and with a whistle blast, we were off. I sat behind the fireman but could not see the engineer as my view across the cab was blocked by part of a wall. The side windows were open for some fresh air. Rattling through the maze of switches coming out of the Washington Terminal, we were quickly moving along at track speed. Conversation was pretty limited by the noise of the blowers and the wind. Somewhere east of the Baltimore-Washington International Airport, we suddenly stopped. A problem with a brake connection, and we sat for a short time while it was repaired. There was time to lean out the cab window for a look at the track and back at the train.
Rolling again, we approached Baltimore and passed by a westbound Conrail freight pulled by a couple of E-33 electrics, formerly owned by the Virginian, N&W, and New Haven railroads, and the rear end of another punctuated by an ex-PRR cabin car, which brought to mind more of that company’s great traditions. All too soon we were through the tunnel and into the Baltimore station. The engineer said I should head back to my car as there were supervisors around who might frown on having an extra rider.
So ended an exciting ride in an amazing locomotive. The rest of the trip was enjoyable with a few more photographic opportunities from my car at the end of the train. A meal in the diner, a drink in the lounge car, conversation with other passengers, a reasonably good night’s sleep in the old roomette where everything worked, and to top it off, shined shoes in the morning as we approached the Windy City. Walking past the brace of classic E-9’s at the bumper post, I made my way into Chicago Union Station and caught a taxi for an on-time arrival at the AAR’s Chicago Technical Center. I concluded again that this was a far more relaxing and adventurous way to travel. I made the trip to Chicago by rail a few more times over different routes with great pleasure, and was disappointed only once, but that’s another story.
Peter Conlon – Photograph and text Copyright 2020
Great story, nice pictures also. Any other engineers reading this I’m sure can relate to that view you photograph. We never gave it a thought really as we did it every day, you bring back many good memories from a job I loved like most of us. Our view from the cab would make a good title to a story!
Thanks very much for your comments, John. Glad you liked the story. Rides up front were always enjoyable. I have a couple more in mind to write up. Pete
As a former PRR / PC passenger conductor, the story brought back some great memories. There was so little room in those GG1 cabs, despite their enormous size, and when moving there was no chance for conversation except for shouting to each other. They rode beautifully, better than any coach or Pullman car, but they did not have comfortable seats. They had some padding but that was about it. Certainly not like the modern locomotive adjustable seats of today. They were one step above the “seat box” on the steam locomotives that preceded them. I usually only got to ride in the cabs of GG1’s on freight and solid mail trains. I’ve been retired for a long time now, but wish I could go back and do it all over again. It was a great job back then.
Thanks very much for your comments, Richard. Glad that you enjoyed the story. You’re right about the seats. Though it was many years ago, I still recall the hard jump seat I sat on during that short trip.
I can only guess what it was like to ride a GG-1. I was the rear End brakeman on a Selkirk to Kearney freight back in late ‘70’s, when we were routed through Kearney yard. The caboose (an ex-Pennsey ) stopped across from a few GG-1’s on the ready track in Kearney yard. While waiting for pick up to take Cdr and me to yard office, I climbed up into cab of a GG-1 to see what inside looked like….WOW! Huge on outside, but, how cramped it was inside! I’m 6’3”” (back then!) , I was hunched over big time in cab, was amazed that engr and fireman could not look across and see each sitting down account wall between them!
There was talk during Oil Crisis in ‘74 about stringing wire on B & A and using G’s as power! Wow! Would have liked to have worked on those trains!
Great to hear of your experiences, Jim. We are fortunate to have been able to live some of our dreams. I just scanned my slides of the B&A and your comment has me thinking of another little story. Thanks. Pete
I was an Engineer & Fireman on PRR, PC and Conrail and made thousands of trips on these GG-1 s. Great locomotives, 24 RL brake valves and graduated release on P-70 coaches made for great train handling in passenger service. Steam generators kept the firemen busy, even in summer as some long distance trains needed for diner and A/C. Had a “Paoli Shop ” move one night from Sunnyside to Philly with an E-60 head out towing a G. Asked the Enginehouse foreman to made the G head out ! Had my son (now a NJT conductor with 34 years service) along and he wanted to ride the G. Left “A” Tower 855 pm ahead of Train #179, stayed ahead all the way to Philly. Great memories. Ran 4800 on light move Morrisville to Race St Philly, next to her last move to WGE, Edgemoor.
Glad my story stimulated you to write about your experiences. John. Thanks for your comments. Pete
Great story and agree that the black and white images are wonderful. Thanks Peter
That was a nice article about riding the train. I particularly was taken by the excellent shot of 4935 wreathed in steam, spotlighted by sun.
I too took the train to work in Boston instead of flying back in the 1980’s. The production manager of the TV commercial I was doing was concerned that the train would be late for the railroad all too often had issues. Still, I insisted and I got a sleeper on The Owl. I boarded around midnight at New York’s Penn station. The train left later and arrived at Back Bay around 8AM. I was at work before most everyone.
Peter, unfortunately I never rode in a GG-1 but my late wife and I rode the Amtrak Broadway from Penn Station to Harrisburg to visit my parents. We went to the dining car (my father had given us some cash to eat dinner) and each of us had the PC special steak dinner with a split of wine! The car was fully staffed and we were the first passengers in the diner. What a lovely evening! The staff was most attentive and I think somewhat surprised to see a young couple. As the train approached Harrisburg, we made our way back to our coach seats. Passing the galley, the cooks asked us what we would like for breakfast in Chicago. We disappointedly told them we were getting off at Harrisburg but your photos and story brought back the a wonderful memory.
Thank you for your comment. I’m saddened to think that there will be no more train rides with your wife but warmed that the my story brought back a good memory.
This is truly a splendid story. Only once did I ever see a GG1 live, but as a kid, dreamed of having the Lionel version. Thank you!
I wonder if the Engineer was a Road Foreman of Engines. Didn’t very often see a Hogger in coat and tie!
Thanks for your comment. Glad you liked the story. Interesting to think about growing up so far from the land of GG-1’s. Also, it never occurred to me that the engineer might have been a road foreman. Maybe he was…he sure was a nice fellow and very dapper in his appearance.