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Nr 30592177

Såld
Märklin H0 - 37494 - Elektriskt lok - Typ GG-1 - Pennsylvania Railroad
Slutgiltigt bud
270 €
225 veckor sedan

Märklin H0 - 37494 - Elektriskt lok - Typ GG-1 - Pennsylvania Railroad

Märklin H0 - 37494 - electric locomotive - Type GG-1 of the Pennsylvania Railroad (PRR) With the original packaging and booklets Company Number: 4866 All-metal locomotive. Heavy multi functional locomotive type GG-1 of the Pennsylvania Railroad (PRR). Axle configuration 4-6-6-4. Built by General Electric & Westinghouse. Version in silver test livery. As used in circa 1955. With an MFX Digital-decoder with extensive sound functions. Controlled high-efficiency propulsion centrally installed. 4 axles in both bogies driven. Traction tyres. With 2 bogies and 2 running sets following the curves. LED lights. Front signal and interior lighting conventionall on, digitally switchable. Large roof pantograph of the American type. The length between the couplings is: 28.0 cm. Tested on functionality. No breakage or paint damage Sounds to call Front lighting F0 Floodlight F1 Sound: Operating sounds F2 Sound: Signal horn F3 ABV off F4 Cabin lighting F5 Sound: Fan F6 Sound: Bell F7 Sound: Telerail F8 Sound: Squeaky brakes off F9 Sound: Coupling F10 Sound: Rail welds F11 The locomotive is in mint condition. Has hardly ever been used on the track layout, please see the pick-up shoe and (gear)wheels. Please see the photos for an accurate impression of this lot. The presentation rail is not a part of this offer. Mainline History: 37494 – GG1 of the Pennsylvania Railroad (PRR) for fast, heavy passenger traffic on their New York-Washington from the beginning of 1935 powered parade route, Pennsylvania Railroad (PRR) in 1933 had a completely new type of electric locomotive designed: the GG1. A first prototype was created on August 1934 as (2'Co)(CO2')-machine at General Electric (GE). It had two drive bogies with each leading two-axle running gear on it. The traction motor's power transfer to the wheelset was done with a delaying drive and a suspension transmission by Westinghouse, with two 288 kW strong GEA-627-A1 electric motors working on each wheelset. The prototype had a streamlined construction with driver's cab in the middle and was convincing at high speeds too. On 10 November 1934, the PRR ordered another 57 GG1 machines, of which the locomotive housing was developed by the famous industrial designer Raymond Loewy. 14 series machines were then built at General Electric in Erie and 18 in the PRR workshop in Altoona. In the remaining 25 GG1 machines, the final assembly in Altoona took place with electrical components of Westinghouse and the undercarriages of Baldwin Locomotive Works in Eddystone. Another 81 specimens of these very elegant, eye-catching American electric locomotives were made between 1937 and 1943 in Altoona. With their steam boilers for the heating of the carriages, the GG1 were initially developed as locomotives for passenger trains, but they could be used as well for freight trains. However, their gear ratio was developed for fast passenger traffic. When the GG1 machines started counting many springs and new types were available, many machines were deployed in freight traffic and received a special drive that they missed. From 1955 onwards, the PRR equipped a large number of GG1 with extra large air inlets on the platforms. In the same year, three locomotives (4866, 4872 and 4880) received a special, short-lived silver livery with wide, red stripes for the newly modernised luxury trains "Congressional Limited" between New York and Washington. On February 1, 1968, the PRR merged with New York Central Railroad, its arch rival for a long time, and became Penn Central (PC), which, however, went bankrupt in 1970. The GG1-fleet, which still counted 128 units, was divided among the different successors Amtrak (40 copies), Conrail (75) and NJ Transit (13). In 1983, the NJ Transit decommissioned the last machines. Nevertheless, 16 locomotives of this beautiful-looking series were retained as museum specimens, but unfortunately none of them remained operational.

Nr 30592177

Såld
Märklin H0 - 37494 - Elektriskt lok - Typ GG-1 - Pennsylvania Railroad

Märklin H0 - 37494 - Elektriskt lok - Typ GG-1 - Pennsylvania Railroad

Märklin H0 - 37494 - electric locomotive - Type GG-1 of the Pennsylvania Railroad (PRR)
With the original packaging and booklets
Company Number: 4866

All-metal locomotive.

Heavy multi functional locomotive type GG-1 of the Pennsylvania Railroad (PRR). Axle configuration 4-6-6-4. Built by General Electric & Westinghouse. Version in silver test livery. As used in circa 1955.

With an MFX Digital-decoder with extensive sound functions.
Controlled high-efficiency propulsion centrally installed.
4 axles in both bogies driven.
Traction tyres.

With 2 bogies and 2 running sets following the curves. LED lights.
Front signal and interior lighting conventionall on, digitally switchable.
Large roof pantograph of the American type.
The length between the couplings is: 28.0 cm.

Tested on functionality.
No breakage or paint damage

Sounds to call
Front lighting F0
Floodlight F1
Sound: Operating sounds F2
Sound: Signal horn F3
ABV off F4
Cabin lighting F5
Sound: Fan F6
Sound: Bell F7
Sound: Telerail F8
Sound: Squeaky brakes off F9
Sound: Coupling F10
Sound: Rail welds F11

The locomotive is in mint condition.
Has hardly ever been used on the track layout, please see the pick-up shoe and (gear)wheels.

Please see the photos for an accurate impression of this lot.
The presentation rail is not a part of this offer.

Mainline History:
37494 – GG1 of the Pennsylvania Railroad (PRR) for fast, heavy passenger traffic on their New York-Washington from the beginning of 1935 powered parade route, Pennsylvania Railroad (PRR) in 1933 had a completely new type of electric locomotive designed: the GG1. A first prototype was created on August 1934 as (2'Co)(CO2')-machine at General Electric (GE). It had two drive bogies with each leading two-axle running gear on it. The traction motor's power transfer to the wheelset was done with a delaying drive and a suspension transmission by Westinghouse, with two 288 kW strong GEA-627-A1 electric motors working on each wheelset. The prototype had a streamlined construction with driver's cab in the middle and was convincing at high speeds too. On 10 November 1934, the PRR ordered another 57 GG1 machines, of which the locomotive housing was developed by the famous industrial designer Raymond Loewy. 14 series machines were then built at General Electric in Erie and 18 in the PRR workshop in Altoona. In the remaining 25 GG1 machines, the final assembly in Altoona took place with electrical components of Westinghouse and the undercarriages of Baldwin Locomotive Works in Eddystone. Another 81 specimens of these very elegant, eye-catching American electric locomotives were made between 1937 and 1943 in Altoona. With their steam boilers for the heating of the carriages, the GG1 were initially developed as locomotives for passenger trains, but they could be used as well for freight trains. However, their gear ratio was developed for fast passenger traffic. When the GG1 machines started counting many springs and new types were available, many machines were deployed in freight traffic and received a special drive that they missed. From 1955 onwards, the PRR equipped a large number of GG1 with extra large air inlets on the platforms. In the same year, three locomotives (4866, 4872 and 4880) received a special, short-lived silver livery with wide, red stripes for the newly modernised luxury trains "Congressional Limited" between New York and Washington. On February 1, 1968, the PRR merged with New York Central Railroad, its arch rival for a long time, and became Penn Central (PC), which, however, went bankrupt in 1970. The GG1-fleet, which still counted 128 units, was divided among the different successors Amtrak (40 copies), Conrail (75) and NJ Transit (13). In 1983, the NJ Transit decommissioned the last machines. Nevertheless, 16 locomotives of this beautiful-looking series were retained as museum specimens, but unfortunately none of them remained operational.

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