NH Locomotives going west of Penn Station, NY??

Simple short inquiry. Did New Haven locomotives ever run west of Penn Station, NY? Don't mean in normal daily service but if there was a shortage of Pennsy locos, etc.

My short answer would have to be a no. I doubt very much if the PRR ever ran out of GG-1's to the point where they would have to run a New Haven motor west. If anything we would run out of motors but not until very close to the takeover in 1969 did we ever use a PRR motor on a train out of Penn Station. Of course we know they used one or more of our EP-3's on test runs when they were trying to find a good arrangement for a motor to run to Washington and in our 350's they finally found the right motor for the job. During Penn Central tests were conducted with both the 370's and the FL-9's on trains west out of Penn Station but in both cases they found the GG-1 superior. The 370's had enough trouble making the run between New York and New Haven without doing the additional miles to Washington. In the case of the FL-9's in order to run them to Washington they would have had to add a considerable amount of time to the schedules between New York and Washington and even then they would have had considerable problems running them there. The GG-1 was anything but comfortable to work on but they were had to exceed in performance in the 50's, 60's and 70's.
Noel Weaver

Thanks Noel. Didn't think so but was very curious. They were electrically capable of running under Pennsy wire, correct?

All of the EP-series electrics were physically capable of running under Pennsy wire. It was all 25-cycle, 11,000-volt current. Coming off the New York Connecting into Penn. Station it was Pennsy wire. The EP-1s and EP-2s didn't run into Penn. Station, nor were they allowed to, since they lacked cab signals. The EP-3s, EP-4s & EP-5s, however, did so on a regular basis, as did the passenger-equipped EF-3s.

The only New Haven electrics to run west of Penn. Station were for test purposes; the EP-3s to help develop the GG-1, and one (maybe two) EP-5 test runs (for possible run-through service). The EP-5s were well-suited for the New Haven, but not the PRR; their traction motors developed serious overheating problems due to the long (by New Haven standards), high-speed running to Washington, D.C. One run to Washington in the morning and they'd have to spend all day cooling off so that they could make the return run. The GG-1, on the other hand, could arrive in Washington, get a quick servicing at Ivy City Engine Terminal (oil, sand, water) and make a return run to New York with minimal delay.

Following the merger of the New Haven into Penn Central, the New Haven's EF-4s, now classed as E-33s, ran out their last miles on former PRR trackage. Although not as fast as the PRR's E-44s, they impressed the former PRR people with their pulling power.

Thanks Noel. I remember seeing the E-33s and E-44s at the TrucTrain yard in Kearny NJ in the Penn Central days.