Fwd: [Re: PC: Internet Message]

[Jerry Jordak <jer@xxxxxxxxxxxxx>]

Here is a compilation of the PC list messages that didn't make it 
through the crash:

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Date: Fri, 26 Sep 1997 21:30:12 +0000
From: Weis <cmptrttr -AT- bestweb.net>
To: penn-central -AT- smellycat.com
Subject: Re: PC: Internet Message

RMNE (Railway Museum of New England) has U25B #2525 in NH paint.  I am a
member of DRM (Danbury Railway Museum), and we have an RS-1, as our sole
sourse of motive power at ths point.  If you have any questions for
about DRM, you can e-mail them to me.  I will answer whatever questions
I can.  The "NYC E-unit" that was in Essex, is an E-9.  Historians: Did
the NYC EVER have an E-9??  Answer: No, they did not. That unit is from
the Union Pacific, and was repainted by its owner, his name escapes me
right now.  It is in Danbury Railway Museum's yard, and will soon be an
exibit about the insides of a diesel locomotive.  We will also be having
our fall open house on October 18 and 19.  E-mail <a
href=mailto:NHlives@bestweb.net>NHlives@bestweb.net</a> for more info on
the museums upcoming excursions.  We will be running a train from
Poughkeepsie TO Danbury, and return, of course.  Its the first regular
scheduled passenger train between Poughkeepsie & Danbury in 68 years. 
We will also pick up passengers in Beacon NY, and Hopewell Jct., NY. 
Hopewell JCT has not seen a passenger train pick up or discharge a
sindle passenger in 68 years as well.  Tickets are on sale now, for
info, e-mail <a href=mailto:NHlives@bestweb.net>NHlives@bestweb.net</a>,
or call (203) 778-8337.

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From: BBReynolds -AT- aol.com
Date: Sat, 27 Sep 1997 00:52:27 -0400 (EDT)
To: penn-central -AT- smellycat.com
Subject: Re: PC: NYC S2e

In a message dated 97-09-26 14:19:50 EDT, you write:

<< Subj:         PC: NYC S2e
 Date:  97-09-26 14:19:50 EDT
 From:  LAKINSA -AT- AXP.CALUMET.PURDUE.EDU
 Sender:        owner-penn-central -AT- prozac.eeap.cwru.edu
 Reply-to:      penn-central -AT- smellycat.com
 To:    PENN-CENTRAL -AT- smellycat.com
 
 Speaking of NYC electrics the Illinois Railroad Museum in Union IL has a 
 S2e #4610 (at least I think that is the number).  The S2e is in full PC
dress and was retired in 1981.  Full restoration will more than likely not
take place
 due to that IRM has no third rail tracks.
 
 What was the small pantagraph on each end of the unit used for?
 
 Seth Lakin
 Chesterton IN 
 N9ZMJ
  >>

In areas with complex switches, third-rail systems had problems finding space
for the third rail, and  often used an additional overhead rail to supply
power to locomotives (M.U. cars wouldn't need them, because some portion of
the train would have contact with a third rail: the same rationale allows
grade crossings to be made on third rail systems using  M.U. cars (LIRR,
Chicago "L's"---the train is long enough that some number of third-rail shoes
will be in contact with the third rail, even if the train has to stop on the
grade crossing)).  I believe that the only places in the USofA  that such
overhead rails were used, to be contacted by the little pantographs
referenced, were in Grand Central and Cleveland Union Terminal (pictures
remembered from old Trains magazines of NYC Niagaras being checked for
clearances through the puzzle switches in C. U. T. in case they had to run
through the terminal, rather than being switched out for electrics).  I
haven't had reason to look for many years, but if the overhead rails still
are installed in Grand Central, I doubt that they are still energized.

NOTE: the original B&O electrification in Baltimore (c.1895) used an overhead
rail system, but it was continuous, and used for both feed and return
circuits---it was
later converted to a third-rail system.

ANOTHER NOTE: for many years after the FL-9's started running, and knowing
about the overhead pantographs on earlier NYC and NH motors, I wondered about
the strange pantograph on the front brow of the loco...I was looking,
unknowingly, at the
Hancock air whistle (see other threads)...there were roof-mounted pantographs
on first FL-9's, until it dawned on someone (hand slap to forehead), that if
the loco stalled on a third-rail gap, the Diesel could be restarted to pull
the train through the gap.
Bruce B. Reynolds, Trailing Edge Technologies, Glenside PA and Niles IL

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From: Bnsftulsa -AT- aol.com
Date: Sat, 27 Sep 1997 13:19:21 -0400 (EDT)
To: penn-central -AT- smellycat.com
Subject: Re: PC: New Haven Schemes - was PC Loco and Caboose Questions;ALCO

In a message dated 97-09-26 10:06:47 EDT, you write:

> 
>  I had a hunch that some did.  The freight motors seemed to be
indestructable.
> 
>  Too bad the Jets (EP-5s) didn't have the same longevity.  Too many horses
>  packed into too small a car body.
>  
I can remember back around 1965 being a fireman on a dh extra from Sunnyside
to New Haven enroute Boston of a solid train (30 cars) of mt reefers, and mail
and express cars.  We had a hard time getting the train out of the yard and up
the grade to Hell Gate.  I remember my engineer telling the tower operator
that we might have to back up to Newark to get a running start.
   We did make it though.  Used a lot of sand and the jet did a real nice job
of taking the train out.  It was so long that up around Norwalk an air hose
caused the train to go into emergency.  This was around Christmas time and I had
the fun task of walking ahead and putting fusees on the 2 wb tracks as we couldnt
see the rear end of the train due to the curve and we didnt know if the train
was laying over all 4 tracks.  Sure wish we had radios then.  Some train crews
were using radios back in the 60's.  CB's were being used on some of the crews
on Cedar Hill-Boston freights.  
Dick Brundage Tulsa OK  bnsftulsa -AT- aol.com

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From: Bnsftulsa -AT- aol.com
Date: Sat, 27 Sep 1997 13:19:23 -0400 (EDT)
To: penn-central -AT- smellycat.com
Subject: Re: PC: PC Preserved Electrics

In a message dated 97-09-26 13:30:52 EDT, you write:

> 
>  I remember reading somewhere that the EP-5s were used on some trials 
>  on the PRR, and their results were that the compact design (for 
>  operation in the NH/NYC tunnels under GCT) caused cooling problems that
>  precluded certain high perfmance passenger schedules.
>  
Another problem I heard was that their fuel tanks were not big enough for
the long NY-DC trip.

Before everyone starts throwing tomatoes at me remember that fuel was needed
to run the steam generators.
Dick Brundage Tulsa OK  bnsftulsa -AT- aol.com

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To: penn-central -AT- smellycat.com
Date: Fri, 26 Sep 1997 21:54:05 -0400
Subject: info on the Pennsy list
From: carl-vic-vogel -AT- juno.com (Carl K Vogel)

Since I grew up on both the PRR and PC, I am a fan of both.

I am enjoying the PC list.

How do I subscribe also to the PRR list. My previous info was incorrect.

Thanks,

Carl K.Vogel

[Jer's note: Visit http://prr.dsop.com/prrtalk.html for more on the
 PRR-Talk mailing list.]

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To: penn-central -AT- smellycat.com
Date: Fri, 26 Sep 1997 21:51:50 -0400
Subject: Thank you for U25B info
From: carl-vic-vogel -AT- juno.com (Carl K Vogel)

Wow.

I asked a simple question and got some great information. My CR U-25B is
#2570. Based on  some info from several parties, including Bob Holzeiss,
it appears it was originally from the EL series 2501 to 2527. Based on my
readings of the postings, it appears that EL stands for Erie Lackawanna.

My son will get a kick of this.

Thanks,

Carl K.Vogel