Relevant bibliographies by topics / Buffalo and New York City Railroad

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Buffalo and New York City Railroad'

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Published: 4 June 2021
Last updated: 15 February 2022

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Journal articles on the topic "Buffalo and New York City Railroad"

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Reichl, Alexander. "Manufacturing Landmarks in New York City Parks." Journal of Urban History 44, no. 4 (April 7, 2015): 736–54. http://dx.doi.org/10.1177/0096144214566984.

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Recently, derelict artifacts of the industrial age such as railroad tracks and gantry cranes have emerged as prominent aesthetic features in New York City’s newest parks. This article documents and analyzes this new practice of historic preservation in three new parks, including the internationally acclaimed High Line. Socioeconomic data confirm that these industrial-themed parks exist in neighborhoods marked by dramatic postindustrial change. I argue that the trends are interrelated: that is, the injection of industrial remains into the city’s cultural and symbolic landscape not only represents the decline of the city’s industrial sector but also reinterprets and legitimizes this decline. The analysis highlights the political nature of historic preservation, which in this case helps nurture support for an elite-led postindustrial agenda in the face of recurring political challenges from progressives.
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Fleming, Anne. "The Borrower's Tale: A History of Poor Debtors inLochnerEra New York City." Law and History Review 30, no. 4 (November 2012): 1053–98. http://dx.doi.org/10.1017/s0738248012000533.

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When asked why he did not read over the loan documents before signing them, John Doherty explained: “I was anxious to get the money, I didn't bother about it.” In February 1910, the twenty-three-year-old railroad clerk walked into the offices of the Chesterkirk Company, a loan-sharking operation with offices in lower Manhattan. He was looking to borrow some money. Repayment was guaranteed by the only security Doherty had to offer: his prospective wages and, in his words, his “reputation.” After a brief investigation of Doherty's creditworthiness, the loan was approved. The office manager placed a cross in lead pencil at the bottom of a lengthy form and Doherty signed where indicated. He received $34.85 in exchange for his promise to repay the loan principal plus $10.15 in combined fees and interest in three months. The interest charged was significantly greater than the 6 percent per year allowed in New York State. Doherty's effective annualized interest rate, including fees, was over 100 percent.
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Kowsky, Francis R. "Municipal Parks and City Planning: Frederick Law Olmsted's Buffalo Park and Parkway System." Journal of the Society of Architectural Historians 46, no. 1 (March 1, 1987): 49–64. http://dx.doi.org/10.2307/990145.

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For three decades beginning in 1868, Frederick Law Olmsted and his partners and successors created for Buffalo, the second largest city in New York State, a series of parks and parkways that attracted national and international attention. Olmsted's work for Buffalo occupied a prominent place in his influential career as park planner and urban reformer. In Buffalo, Olmsted and his partner Calvert Vaux implemented a comprehensive series of parks and parkways that pioneered the concept of the metropolitan recreational system. Initially conceived between 1868 and 1870 and substantially constructed by 1876, Olmsted and Vaux's Buffalo park system carefully modified the city's original plan, framed in 1804 by Joseph Ellicott, and introduced progressive design features inspired by the example of the Second Empire in Paris.
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Kim jun Yon. "Multi-Dimensional and Complex Space Development of Hudson Yards, New York City Using Railroad Site." Journal of Korea Intitute of Spatial Design 14, no. 7 (December 2019): 339–48. http://dx.doi.org/10.35216/kisd.2019.14.7.339.

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Ilhamdaniah, I. "GIS-based Suitability Analysis for Siting Waterfront Park in the City of Buffalo, New York." IOP Conference Series: Earth and Environmental Science 145 (April 2018): 012014. http://dx.doi.org/10.1088/1755-1315/145/1/012014.

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Alfonso, Rowena Ianthe. "“Crucial to the Survival of Black People”." Journal of Urban History 43, no. 1 (August 3, 2016): 140–56. http://dx.doi.org/10.1177/0096144215583984.

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“This is a Black Paper,” declared BUILD’s statement criticizing the Buffalo Public School system for providing inferior education to black children in Buffalo, New York. Written in 1967 by the community organization, BUILD (which stood for Build Unity, Independence, Liberty, and Dignity), “BUILD Black Paper Number One” was a call for change. Like other black communities in late 1960s America, black Buffalo was caught up in the fervor of the Civil Rights and Black Power Movements. A “Rust Belt” city, Buffalo was hit hard by deindustrialization, which, coupled with unemployment, segregated housing and unequal education, adversely affected its black community. In 1967, a riot exploded in Buffalo’s predominantly black East Side. This article analyzes statements made by black Buffalonians and argues that Black Power thrived in Buffalo in the late 1960s, through community organizations which attempted to address urban issues that negatively affected African Americans in a postindustrial city.
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Judelsohn, Alexandra, Heather Orom, Isok Kim, Aye Bay Na Sa, Hijab Khan, Rosie Devito, Roberto O. Diaz Del Carpio, and Samina Raja. "Planning the City of Good (and New) Neighbours: Refugees' Experiences of the Food Environment in Buffalo, New York." Built Environment 43, no. 3 (September 1, 2017): 402–16. http://dx.doi.org/10.2148/benv.43.3.402.

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Bifulco, Robert, and Randall Reback. "Fiscal Impacts of Charter Schools: Lessons from New York." Education Finance and Policy 9, no. 1 (January 2014): 86–107. http://dx.doi.org/10.1162/edfp_a_00121.

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This brief argues that charter school programs can have direct fiscal impacts on school districts for two reasons. First, operating two systems of public schools under separate governance arrangements can create excess costs. Second, charter school financing policies can distribute resources to or away from districts. Using the city school districts of Albany and Buffalo in New York, we demonstrate how fiscal impacts on local school districts can be estimated. We find that charter schools have had fiscal impacts on these two school districts. Finally, we argue that charter schools policies should seek to minimize any avoidable excess costs created by charter schools and ensure that the burden of any unavoidable excess costs is equitably distributed across traditional public schools, charter schools, and the state. We offer concrete policy recommendations that may help to achieve these objectives.
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Rael, Patrick. "David Ruggles: A Radical Black Abolitionist and the Underground Railroad in New York City (review)." Journal of the Civil War Era 2, no. 1 (2012): 85–87. http://dx.doi.org/10.1353/cwe.2012.0005.

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Curry, Laurel, Carol L. Schmitt, Amy Henes, Christina Ortega-Peluso, and Haven Battles. "How Low-Income Smokers in New York Access Cheaper Cigarettes." American Journal of Health Promotion 33, no. 4 (October 9, 2018): 558–65. http://dx.doi.org/10.1177/0890117118805060.

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Purpose: To understand the tobacco acquisition practices of low-income smokers in New York State in light of high cigarette prices due to high cigarette taxes. Design: Eight focus groups with low-income smokers were conducted in spring 2015 and 2016 (n = 74). Setting: New York City (NYC) and Buffalo, New York. Participants: Low-income adults aged 18 to 65 who smoke cigarettes regularly. Method: Qualitative analysis of focus group transcripts that explored differences and similarities by region. We used the interview guide—which covered the process of acquiring cigarettes and the impact of cigarette prices—as a framework for analysis to generate themes and subthemes (deductive coding). We also generated themes and subthemes that emerged during focus group discussions (inductive coding). Results: Some smokers in Western New York have switched to untaxed cigarettes from Native American reservations, whereas low-income smokers in NYC described convenient sources of bootlegged cigarettes (packs or loosies) in their local neighborhood stores, through acquaintances, or on the street. Familiarity with the retailer was key to accessing bootlegged cigarettes from retailers. Conclusions: Smokers in this study could access cheaper cigarettes, which discouraged quit attempts and allowed them to continue smoking. The availability of lower priced cigarettes may attenuate public health efforts aimed at reducing smoking prevalence through price and tax increases.
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Dissertations / Theses on the topic "Buffalo and New York City Railroad"

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Berthélémy, Clémentine. "De l'ethnicité en Amérique : la mise en catégories du campus universitaire : de Buffalo à New York City, l'exemple d'un échantillon de campus de l'Etat de New York." Thesis, Aix-Marseille, 2016. http://www.theses.fr/2016AIXM3027.

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Aux États-Unis, le « pentagone ethnoracial » s’impose comme un outil majeur de la conception identitaire. Son caractère hautement normatif participe à une mise en catégories du monde social en cinq nuances immuables : blanc, afro-américain, hispanique, asiatique et amérindien. Aussi approximatif soit-il, rien ne semble remettre en question sa validité, ni les exceptions identitaires, ni les tensions qu’il induit. Parce que le campus américain s’apparente à bien des égards à une microsociété, nous avons cherché à savoir comment ces normes identitaires se manifestaient à l'Université et à travers la vie associative ethnique. Notre attention s’est portée sur le développement, l’expression, la gestion de l’identité ethnoraciale ainsi que sur la question des liens de sociabilité qui en découle. Au terme d’une enquête de terrain menée sur cinq campus de l’État de New York, d’une série d’entretiens et de sondages, nos résultats montrent que l’association constitue souvent un terrain sur lequel se développent les mécanismes définissant les « frontières ethniques » dont les contours ont souvent été esquissés avant l’Université. L’inscription dans le contexte new-yorkais se justifie par l’impact de ses fortes inégalités raciales sur les schémas interactionnels et les mécanismes identitaires. New York, ou l’État de tous les paradoxes, permet de rendre compte des problématiques liées à l’appartenance raciale et ethnique à l’échelle de la société. Lieux privilégiés de (ré)confort, le rôle des associations ethniques s’interprète comme la preuve que la dichotomie Noirs/Blancs n’a pas totalement disparu et que l’historique color-line existe encore dans les faits et dans les esprits
In the United States, the “ethno-racial pentagon” has established itself as a major tool to define identity. Its normative aspect contributes to the process of categorizing the American social sphere into a fixed number of categories: White, African-American, Hispanic, Asian and Native American. As imprecise as the ethno-racial pentagon is, identity particularisms as well as the tensions it triggers do not seem to be enough to question its validity. As American college campuses may be described in terms of a micro-society, we looked into how identity norms manifest themselves in college and more specifically in ethnic student organizations. We primarily focused on the development, the expression, and the management of ethno-racial identity as well as the question of socialization that this topic encompasses. After conducting a field research of five campuses from New York State and a series of interviews and surveys with ethnic minority students, our findings indicate that ethnic associations tend to provide a ground for defining “ethnic boundaries” whose contours have often been outlined before college. The designation of New York State as a case study is justified by the possible impact of its racial inequalities on social interaction patterns and identity development. As a state of countless paradoxes, New York allows us to consider the issues related to racial and ethnic identity at a national level. As unique comfort zones on campus, the role that they play has proven that the Black/White dichotomy which has been structuring the American society since slavery, has not completely disappeared and that the historical color-line still exists in both mind and reality
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Fearman, Carolyn. "The Ambitious City: Stimulating Change through the Urban Artifact." Thesis, 2011. http://hdl.handle.net/10012/6078.

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In the late twentieth century, global economic forces changed the face of many North American cities. Cities which were built upon industry, that had provided both job certainty and economic vitality, faced questions of survival in response to shrinking population and urban blight. Unprepared for these drastic changes and unable to address them survival gave way to resignation. Buffalo, New York is an example of a once successful and vital city that continues to experience de-population due to the collapse of its industries. The collapse not only created economic repercussions but also effected the city’s built environment. Many of the Buffalo’s urban monuments, testaments to the ambition of the city, now sit empty; as do the working class neighbourhoods that surround them. The Thesis examines the role which architecture can play in understanding, strategizing and re-envisioning the life of deteriorating cities. Focusing on the City of Buffalo, the design centers on the New York Central Terminal. It proposes a radical repurposing of the Terminal to create a new urban hub which will spur the re-building of the city’s urban fabric. The design outlines a staged 25 year strategy for the de-construction of sparse areas and the strengthening of critical urban networks, thus creating a strong framework upon which a new physical fabric for the city can build and develop overtime. The Terminal, once a significant rail hub is re-envisioned as a revitalized hub for the new city. A key connective point within this urban framework, it encapsulates a variety of program moved from the surrounding neighbourhood to the site. The Terminal will act as an architectural catalyst for change, working within the larger urban strategy to spur a natural re-growth and densification of the city. The thesis presents the radical re-thinking of the architect’s role in the twenty-first century. As current economies and industries face change the urban climate is adapting from one of constant growth to one of strategic re-use. Skeletons of once successful cities lay across the North American landscape. Their urban artifacts: the grain mill, steel manufacturing plant and rail yards, which once supported whole cities as both providers of employment and definers of cultural identity, now stand as empty reminders of a prosperous past. The Thesis shows how these buildings , like the New York Central Terminal can be given a renewed cultural significance and powerful roles within the revived urban life of their cities.
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Books on the topic "Buffalo and New York City Railroad"

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Stoving, Richard L. New York Central steam power West of Buffalo. Hanover, PA: Railroad Press, 2007.

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Stoving, Richard L. New York Central steam power West of Buffalo. Hanover, PA: Railroad Press, 2007.

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Budhu, M. Liquefaction potential of surficial deposits in the city of Buffalo, New York. Buffalo, N.Y: National Center for Earthquake Engineering Research, 1989.

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City on the lake: The challenge of change in Buffalo, New York. Buffalo, N.Y: Prometheus Books, 1990.

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Mobarak, Christyn. Buffalo as an architectural museum: The rehabilitation of the Buffalo State Hospital and the New York Central Terminal of Buffalo. Buffalo, N.Y: Monroe Fordham Regional History Center, State University College at Buffalo, 2006.

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United States. Congress. Senate. Committee on Environment and Public Works. Subcommittee on Water Resources, Transportation, and Infrastructure. The status of the Hellgate Railroad Viaduct in New York City. Washington: U.S. G.P.O., 1990.

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), Buffalo (N Y. Code of the city of Buffalo, County of Erie, State of New York. Rochester, N.Y: General Code Publishers, 1989.

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The tunnel: The underground homeless of New York City. New Haven: Yale University Press, 1995.

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David Ruggles: A radical black abolitionist and the Underground Railroad in New York City. Chapel Hill: University of North Carolina Press, 2010.

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Hodges, Graham Russell. David Ruggles: A radical black abolitionist and the Underground Railroad in New York City. Chapel Hill: University of North Carolina Press, 2010.

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Book chapters on the topic "Buffalo and New York City Railroad"

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Weaver, Stewart. "“The Olmsted City”." In Buffalo at the Crossroads, 17–41. Cornell University Press, 2020. http://dx.doi.org/10.7591/cornell/9781501749766.003.0002.

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This chapter talks about the Niagara Section of the New York State Thruway, which hurtles thoughtlessly through the sprawling geography of nowhere. It refers to Frederick Law Olmsted's Humboldt Parkway as one of the most beautiful and distinctive streets in America. It also discusses Olmsted's surving work in Buffalo, both physically and psychologically, that even in its mangled form remains one of the most original and distinctive park ensembles in the United States. The chapter recounts how Buffalo lost half its people and almost all its manufacturing industry between 1950 and 2000. It illustrates Buffalo as the client for whom Olmsted exercised the fullest measure of his genius.
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"9. Upstate and Downstate Avant-Gardes: Artists and Artist Communities in Postindustrial Buffalo and New York City during the 1970s." In Buffalo at the Crossroads, 193–212. Cornell University Press, 2020. http://dx.doi.org/10.1515/9781501749797-012.

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Woods, Mary N. "Upstate and Downstate Avant-Gardes." In Buffalo at the Crossroads, 193–212. Cornell University Press, 2020. http://dx.doi.org/10.7591/cornell/9781501749766.003.0010.

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This chapter talks about the opening of the Erie Canal in 1825, which connected Buffalo and New York City although they are almost four hundred miles apart. It explains how the canal, which was built to create a navigable east–west waterway from the Great Lakes to the Atlantic Ocean, transformed New York into what became known as the Empire State during the nineteenth century. It also mentions cities of the East Coast and Great Lakes, midwestern farmlands, and Canadian, British, and European port cities where industries soon settled along the thriving waterfronts of Buffalo and New York, making them prosperous centers for manufacturing and trade. The chapter recounts the construction of the interstate highway system, the Saint Lawrence Seaway, that rendered the Erie Canal completely obsolete by the 1950s. It illustrates how Buffalo and New York City struggled to rebuild in the post-industrial era.
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Saab, A. Joan. "Lake Effect." In Buffalo at the Crossroads, 213–32. Cornell University Press, 2020. http://dx.doi.org/10.7591/cornell/9781501749766.003.0011.

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This chapter talks about Buffalo as a once booming industrial city that enjoyed a prolonged modernist golden age, beginning with the opening of the Erie Canal in 1825. It describes that the Erie Canal was midway en route between New York City and Detroit and linked the Atlantic Ocean to the Great Lakes, which brought an influx of new opportunities to the region and earning Buffalo the moniker of “the Queen City.” It also cites the 1901 Pan-American Exposition that placed Buffalo in the international eye. The chapter explains how Buffalo had become the butt of jokes in the opening monologues of late-night comedians by the 1970s after the opening of the Saint Lawrence Seaway in 1959 made the Erie Canal system obsolete for moving freight. It mentions that the National Endowment for the Arts and the New York State Council on the Arts provided funds for the expansion of the massive neoclassical Albright-Knox complex.
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Gordon, Robert B. "The Challenge of New Markets and Techniques." In A Landscape Transformed. Oxford University Press, 2000. http://dx.doi.org/10.1093/oso/9780195128185.003.0010.

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Ironmakers in the Middle Atlantic states used canals and railways to reduce costs and expand the scale of production with new techniques based on mineral-coal fuel beginning in the 1820s. Salisbury forge and furnace proprietors, who still had teamsters hauling ore, fuel, and metal along dirt roads with wagons in summer and sleds in winter, knew that improved transportation systems would help them get their products to outside buyers. They were less aware that canals and railroads would eventually force them to confront new techniques adopted by ironmakers outside their district. Entrepreneurs in northwestern Connecticut had become interested in waterways as early as 1760, when they wanted to improve the Housatonic’s channel north to Massachusetts in order to float logs downriver to their sawmills. Although the General Assembly authorized a lottery to raise £300 for the project in 1761, the promoters accomplished nothing. The start of construction on the Erie Canal stimulated interest in building a canal along the Housatonic River that would open new markets for the northwest’s ironmakers. Urged on by John M. Holley and others, the Ousatonic Canal proprietors organized a company in 1822 to build from tidewater to Stockbridge, Massachusetts. However, when canal engineer Benjamin Wright’s survey showed the company would have to build enough locks to raise boats a total of 604 feet as they traversed the canal, the project’s supporters backed out. The promoters of the Sharon Canal project, intended to start in Sharon and go down the Oblong River into New York and thence follow the route later used by the Harlem Railroad, accomplished even less. John M. Holley had experienced railroad travel on his 1831 trip to Harpers Ferry. He and his neighbors realized that a railway up the Housatonic valley would gather traffic from the region’s ironworks and, with a connection to the Western Railroad in Massachusetts, open the first year-round route from New York City to Albany. (The railroad along the Hudson River between New York and Albany did not open until 1851.) Several of the region’s ironmasters, including J. M. Holley’s son A. H. Holley, helped raise funds for the construction of the Housatonic Railroad when the state issued a charter in 1836.
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Schentag, Annie. "Putting the Rust in Rust Belt." In Buffalo at the Crossroads, 131–50. Cornell University Press, 2020. http://dx.doi.org/10.7591/cornell/9781501749766.003.0007.

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This chapter analyses the Buffalo-Niagara region that boasts an incredibly rich architectural heritage as a cornerstone of the area's attempts to rebrand itself as a tourist destination. It places Buffalo in the midst of a so-called renaissance, and urban planners, real estate developers, and city boosters, which identify historic architecture and tourism as key components to urban revitalization. It also mentions architectural tours that have been instrumental in identifying Buffalo as a place with momentum for the first time in decades. The chapter talks about the press that generates both local and outsider interest in Buffalo's architectural heritage, which was evidenced by popular articles in the New York Times, the Guardian, and USA Today. It recounts the long historical tradition of architectural tourism at industrial sites in the Buffalo-Niagara region at the turn of the twentieth century.
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Christensen, Peter H. "Coda." In Buffalo at the Crossroads, 265–66. Cornell University Press, 2020. http://dx.doi.org/10.7591/cornell/9781501749766.003.0014.

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This chapter mentions Nicolai Ouroussoff, former architecture critic for the New York Times, who published an editorial entitled “Saving Buffalo's Untold Beauty” at the peak of the 2008 financial crisis. It discusses how Ouroussoff depicted Buffalo as a place replete with architectural treasures and a history of experimentation that was in outsize proportion to its population, economic health, and the resources of its preservationists. It also examines Ouroussoff's article delighted many local officials and cemented some of the very clichés that have trapped Buffalo in a fugue of “ruin porn.” The chapter points out how Buffalo ardently remains a dynamic city that neither begs pity nor romance from its inhabitants. It highlights Buffalo's traits of being quotidian, emblematic, and archetypal as part of a larger effort to move beyond facile depictions of Buffalo and show how its lessons are transposable by being allegorical.
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Özay, Erkin. "Rust Belt Cosmopolitanism." In Buffalo at the Crossroads, 235–54. Cornell University Press, 2020. http://dx.doi.org/10.7591/cornell/9781501749766.003.0012.

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This chapter begins with a background on the demolition of Frank Lloyd Wright's Larkin building in 1950 which proved ominous for Buffalo. It sketches Buffalo's impending socioeconomic decline by citing several landmark events from the decade, such as the relocation of the prominent Technical High School from the black East Side to the white West Side in 1954. It also follows five decades of decline that halved Buffalo's population and hastened its transformation into a rust belt cornerstone. The chapter focuses on Buffalo in the present time, which looks to refugee resettlement as a means to rejuvenate its distressed neighborhoods, starting with 11,000 refugees who have resettled in Buffalo since 2008. It stresses how Buffalo continues to receive the highest number of refugees in New York State, which afforded the city with a much-needed urban stimulus and jolted its lethargic public systems reeling from decades of regression.
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Polèse, Mario. "Diverging Neighbors." In The Wealth and Poverty of Cities, 111–40. Oxford University Press, 2019. http://dx.doi.org/10.1093/oso/9780190053710.003.0005.

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This chapter compares Buffalo, New York, and Toronto, Ontario, two urban areas located on the Great Lakes with similar populations (one million) in 1950. Toronto has since passed the six million mark, while Buffalo seems trapped in a seemingly irreversible cycle of economic decline. The diverging destiny of the two cities has many roots (e.g., the St. Lawrence Seaway, the collapse of Big Steel) but invariably sends us back to the different political cultures of the United States and Canada. The government of Ontario stepped in early in the urbanization process to impose a model of metropolitan governance on the Toronto region, with the explicit aim of deterring the emergence of deep social divides, specifically between city and suburb, and ensuring the maintenance of a strong central core. The state of New York did no such thing in Buffalo, for which Buffalo continues to pay a price.
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Taylor, Henry Louis, Linda McGlynn, and D. Gavin Luter. "Beyond the poverty paradigm: The neoliberal city and the low-income worker. The buffalo, New York experience." In Research in Political Sociology, 161–80. Emerald Group Publishing Limited, 2013. http://dx.doi.org/10.1108/s0895-9935(2013)0000021011.

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Conference papers on the topic "Buffalo and New York City Railroad"

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Burshtin, Michael L. "The Pennsylvania Railroad GG1 Electric Locomotive: A Retrospective." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8002.

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Abstract This paper is a historical review of the design and operation of the Pennsylvania Railroad’s class GG1 electric locomotive over its heavily-trafficked New York City-Washington, DC main line during the period 1934–1983. The locomotive was designed in-house by the railroad in corroboration with Baldwin Locomotive, General Electric and Westinghouse Electric following competitive tests of several electric locomotive designs. Its outstanding performance and long operating life has resulted in it being generally considered the most highly regarded electric locomotive in North America. The Pennsylvania Railroad embarked in the late 1920’s on a major AC electrification program for its New York-Washington and Philadelphia-Harrisburg main lines and local branches. It initially planned to use a fleet of class P5 rigid frame 2-C-2 electric locomotives for service. However problems were quickly encountered with damaging lateral track impacts, axle cracks, truck hunting, and inadequate tractive effort. The railroad responded with a series of competitive evaluation tests of several locomotive designs including a recent New York, New Haven & Hartford (NYNH&H) Railroad articulated frame locomotive, using an ingenious method to measure truck lateral forces. As a result, the railroad developed two prototype electric locomotive designs, a rigid frame class R1 2-D-2 and an articulated frame class GG1 2-C+C-2. Follow-up track testing verified that the GG1 had lower track lateral forces, and was selected for production. The 4,620 hp GG1 combined several significant North American design concepts: - Exceptional power from six double-armature traction motors for heavy passenger train operation at 100 mph; - Double-ended body design to eliminate the need to turn locomotives; - Use of separate truck frames with an articulation joint connection, allowing improved rail tracking and lower lateral forces; - Housing the main transformer and locomotive cabs in the center body, providing increased crew accident protection in collisions; - Use of high voltage Alternating Current (11 kV at 25 Hz); and - One of the first applications of Industrial Design (by Donald R. Dohner and Raymond F. Loewy) producing a streamlined locomotive using a welded carbody. The GG1 was quickly recognized as a rare combination of stellar performance, robust construction, and low maintenance costs. It was used to inaugurate electrified New York-Washington operations, performed admirably during World War II, successfully made the later transition to freight train operation, and was finally retired in October 1983. The prototype GG1 locomotive 4800 has been designated an ASME national engineering landmark.
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