I hear that the e unit at KRM is being sent out for a cosmetic restoration and possibly being set back up to run. can anyone confirm it?

-Joe

Would there be anything useful for the E-6 that was taken out of Norfolk Southern's new set of F units? Like one of the prime movers? It would be really nice if the E-6 were going to Altoona for a contract rebuild and upgrade like the NS F units but then I doubt that could ever happen.

Well, let's see-- F units have 16-cylinder oil engines, and E units use 12-cylinder oil engines. I somehow don't think the F unit engines will fit....

Did the L&N E6 ever get upgraded internally, or is it full of the old belt-drive cooling fans, mechanical clutches, etc?

This particular E-unit has the super-light-weight, 0-cylinder 567-X model prime mover - two of 'em. South Louisville shops took out those loud, leaky 12-cylinder models as a favor to KRM before donation. And since the 567X uses the improved, 240 cooling system ("there's a nice breeze once you get up to 40"), the belt-driven fans got removed as well. South Louisville also removed the steam generator and installed NHEP.

So I wouldn't expect to see it running, but it's nice to hear it's getting some cosmetic work.

JAC

I don't know where you heard that is was going to be made to run. I do belive work will be done to her to make her movable, so she can be sent to the contractor in Evansville, Indiana. Ahh, the railfan rumor mill............

Yes, 770 is going to have some extensive cosmetic work done to her.

John is half correct, 770 does have one 12 cylinder EMD block in her, of questionable operational capability.

The problem that many in the railfan community don't seem to understand (and something I didn't until I researched it further) is that you simply can’t “crack open" an E-8 or E-9 and drop it in the E-6. E-6 and E-7 locomotive have belt-driven auxiliaries, whereas the newer E units have shaft driven auxiliaries. Even the prime movers are turned around in E-6s when compared to E-8s or 9s. To make a unit like the 770 operational, you would have to muster up a bunch of now-obsolete equipment probably made of unobtanium, or so modify the unit with E-8 innards that you've damaged what historical integrity is left.

770 was originally the second unit in the first set of E units the L&N bought, built as number 450B. In the late 60s, the L&N purchased 4 E-8s and 2 E-7s from Frisco to help power remaining passenger trains, and many of the older E-units like the 770 surrendered their prime movers to various repowering projects.

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I almost forgot, the L&N did classify 770 as an E-6m. I'm not sure what made the change necessary. Of course, its last "modification" by the L&N makes the carbody available as a big open space.....

KRM is on the righteous path here. Everyone doesn't have to run-especially when most of the equipment is gone.

I know from where I speak on this subject.

BTW, I believe the engines became fodder for a series of Alco S series switcher repowering jobs done at South Louisville Shop.

Dave

Yes, I belive several Alco S1 and S2s were repowered by SLS. One of the converted locos was the regular power on the Paris-Maysville branch in the pre-TTI era.

The L&N also used one in an RS-3 that was a one-off job, even in an experimental blue paint scheme. It looked a lot like a DeWitt geep.

Most of our Es and Fs at the IRM suffer from the same kind of body rot that older GM cars have. Too small/insufficient drain holes, especially below the cab, seem to be a big source of it.
If it’s cleaned out fairly well red primer seems to slow the interior rust. Hope they can do a good job of cleaning scale and debris from the lower compartments. I would also suggest sealing roof seams, metal covers for fans etc. to keep as much water out as possible.
Cosmetic restoration is better than no restoration, and you can always put it in “multiple unit” service.