PRR P5, P5a and P5b Electric Locomotives

The P5 electric locomotive was originally conceived as a passenger hauler, more capable that the slippery O-1 series at pulling heavy passenger trains at speed. The role of heavy freight hauler was to be filled by the L-6. However, fate and the GG-1 intervened. The Gs were far more capable at hauling passengers, so the P5 locomotives were relegated to freight service, and the L-6 fleet never fully materialized. However, for the first 4 to 5 years of electrification (1932-37) on the Northeast Corridor, the P5 pulled the varnish! The modified, or steeple cab variant was conceived when the crew of a P5a boxcab lost their lives in a grade crossing accident. The exposed position of the crew in the boxcabs was remedied by creating a center, steeplecab or "modified" style. This design predates the GG-1 by several years, with all but one modified having a rivited aluminum body. Whenever possible, modifieds led boxcabs to enhance crew safety. The P5 put out a respectable 3,750 horsepower, while the P5b delivered a whopping 5,300 horses, in 1937! GE and EMD are having trouble doing that in 1997.

StyleNumberBuilderYear BuiltYear Scrapped Notes
Boxcab4700 PRR 1931 1
Boxcab4702 Baldwin-Westinghouse 1932 1961 2
Boxcab 4703-42 Baldwin-Westinghouse 1932 1962-65
Modified 4743-54 Baldwin-Westinghouse 1934-35 1961-62
Boxcab 4755-69 General Electric 1932 1961-65
4770General Electric193219623
Boxcab 4771-74 General Electric 1933 1959-63
Modified 4775-90 PRR 1935 1961-62
Boxcab 4791 PRR 1931 1950 4

  1. One of the two prototype P5 locomotives, the 4700 is preserved today at the Saint Louis Transportation Museum.
  2. The only P5b, 4702 was built as a P5a, and converted to a P5b with the addition of booster motors to its lead and trailing trucks in 1937.
  3. The 4770 was built as a boxcab and severely damaged in a wreck. It was rebuilt in 1945 with a welded modified body, yeilding the only smooth sided P5a modified.
  4. The second of the two prototype P5 locomotives.
authored by B. F. Smith