Sorry for the late reply to Superheater's request for information about the Juniata Terminal E-8's.

Both units are still equipped with their 12 cylinder oil engines, 5809 has BC's, 5711 has C blocks. All have 645 power. The engines in both units actually came out of former Reading Company EMD re-engined Baldwins. The Michiana tanks are BLW which was discovered on the first filter change, my first clue should have been that the oil pressure gauges inside the accesory racks say LIMA-HAMILTON on them. We run a .83 Rack at 835 RPM. The injectors are calibrated on the lean side.

The the units have been rewired and feature Dash 2 contactors and motorized reversers. They are equipped with dual transition....the old EI and Barco electronic which is controlled by a selector switch. The units go through 3 stages of transition...Series until 25 MPH, Paralel to 60, and Paralel-Shunt above 60. Backward transition is automatic. Traction motors are D-77B

The units retain their original control stands and 24RL air brake. We just received rebuilt 26 air kits which will be installed in the near future. Train control is USS EL cab signal equipment with Harmon LSL with modified CONDOT software. This allows operation to 90 MPH on the NEC.

The cooling systems have been upgraded to electronic fan control.

Other than that their pretty vintage.

EBL



Elevin120@aol.com

Mr. Levin, aren't your E's the former Conrail OCS units? Regardless if they are or not, saw them at Dennison, VERY NICE! If they are the former OCS units, it was sort of a reunion, I operated them several times on various Conrail OCS and Operation Lifesaver trains in Michigan.
Bill.

bwilson@acd.net

> Mr. Levin, aren't your E's the former
> Conrail OCS units?

I'm not Eric Levin, but--Yes indeed, they are.

Eric's dad Mr. Bennett Levin wrote about how they came to own the OCS locomotives here in RyPN: see the link below.

To Be Erie or Not To Be Erie
eledbetter@rypn.org

Since Eric brought it up, what is the status of the "other" E-8 in North Philadelphia?

> Since Eric brought it up, what is the status
> of the "other" E-8 in North
> Philadelphia?

Which one?
Erie 833 is basically "in reserve"; they also, if I recall correctly, bought a former B&O basket case for spares (most specifically a spare nose in case of accident damage).


LNER4472-NOSPAM-@bcpl.net

The former Erie 833 is in "Stored Servicable" status.

The B&O E-9 hulk is in "Set-Aside" status. We aquired that unit for it's truck componets which are in generally excellent condition in contrast to the carbody components that are severely rotted.

We aquired a former Burlington E-9 nose section that was in good shape and had it trucked to Philadelphia from Silvis for the collision protection of the operating fleet. This conponent is stored indoors.

EBL

Elevin120@aol.com

> Thanks for the answers and keeping these gems around to see in fine operating and cosmetic condition. One of these days, I'll have both time and resources to buy a couple tickets.



superheater62@yahoo.com

When will they be out again?

trichards@reynoldsconstruction.com

> Eric's dad Mr. Bennett Levin wrote about how
> they came to own the OCS locomotives here in
> RyPN: see the link below.

Very good article about the E-8s. I quite agree that if you own it, do with it as you see fit. Point in case are the four ex-D&H, ex-AT&SF PAs that went to Mexico.

Mr Levin, thanks for providing a way to relive the PRR.

DvV


douglasvanveelen@mindspring.com

> When will they be out again?
Looks like Altoona Railfest, Oct. 2-3. We just got the Railfest flyer today.

--Becky

RMSMorgan@yahoo.com

Details for Altoona Railfest are being worked out as I write. Probably a static display at the ARMM.

On October 30th they will power the Harrisburg NRHS trip to Perryville and up the Susquehanna.

Juniataboss@att.net

> Details for Altoona Railfest are being
> worked out as I write. Probably a static
> display at the ARMM.

> On October 30th they will power the
> Harrisburg NRHS trip to Perryville and up
> the Susquehanna.

Why 26 air and not 30? Is it unnecessary, uneconomical,infeasible or incompatible with the type of rolling stock normally pulled?

Perhaps a silly question but just curious.



superheater62@yahoo.com

> Why 26 air and not 30? Is it unnecessary,
> uneconomical,infeasible or incompatible with
> the type of rolling stock normally pulled?

> Perhaps a silly question but just curious.

30 and 26 are pretty much the same thing, except 30 is set up for a desktop control stand.

> 30 and 26 are pretty much the same thing,
> except 30 is set up for a desktop control
> stand.

To either Mr. Levin:

Being qualified on 26 and 30 air brakes, and knowing the limitations many old-heads feel they have as far as stretch-braking is concerned: do you really need to change to 26 brake equipment? My understanding is that with 24 brakes, you can take less than the 6-8 lbs. minimum reduction of 26 brakes, which would seem to be helpful in those situations where you just need to knock off a little speed, without losing a great deal of momentum. So, wouldn't it be operationally advantageous to stick with the 24 equipment? Or, is this going to be a requirement of the railroads for future operations? I know at least one co-worker who ran the E's on a CR OCS and related that he really preferred the 24 equipment (and he is currently a MARC engineer). Granted, my experience with stretch-braking is limited to mostly trailer trains, and other lighter freights, and without having the gradual release capability of passenger air, and also being discouraged from doing much stretch-braking at all, due to fuel conservation concerns. But I like to keep in practice anyway.

BTW, really a nice show in Dennison with the units (even in the rain) and especially nice to see the '120' carrying the markers.

Regards,

Paul


pww57@hotmail.com