"Amagansett" parlor interior 9/01/1974 prior to rebuild and
renamed "Morris Park". Photo/Archive: Edward Frye
Note: No power packs, bar generator or converted MP15AC's with these cars as
they remained conventional steam/diesel with their own sources of power
under their car floors. Info: Mike Boland
|
Parlor #2000 "Morris Park" Train #206 eastbound leaving
Jamaica 5/22/1981 Photo/Archive: Art Huneke |
Parlor #2001 Archive: Mike Boland |
Parlor #2011 Montauk 1975
Archive: Mike Boland |
Rail and Sail Special Drumhead 10/21/79 Archive: Dave Keller |
Parlor Observation #2082 Asharoken
- Rail and Sail Special Greenport 10/21/1979 Archive: Dave Keller
|
Parlor #2002 vestibule
end - Archive: Mike Boland
Note: There was a SS memo (Special Services) asking for the Red
Stripe sometime after the 1982 season and before the 1983 season. Richard
Makse
|
Parlor #2002 at Montauk Archive: Mike
Boland
McNamara was Director of Special Services, which is what the parlor operation and department was under including bar cars and bar carts.
Mike Boland
|
Parlor #2011 (John Scala - Mike Boland)
|
Overall view of parlor car #2016 at Speonk, NY - c. 1989 (Tom Collins photo, Dave Keller archive)
Note: The older parlor cars with the 6-wheel
trucks were referred to as the "Heavyweight Fleet." The
cars from the various roads that replaced them in the late 1960s/early
1970s were referred to as the "Lightweight Fleet" with 4-wheel
trucks. The push-pull parlor cars were referred to as the "Sunrise
Fleet." Unlike their predecessors, these cars were not named.
Info: Dave Keller
|
Close-up of parlor car #2016 at Speonk, NY showing road number and stencil identifying the car as a parlor - c. 1989. (Tom Collins photo, Dave Keller archive)
|
Parlor #2018 - 1989 Archive: Mike Boland |
Parlor #2019 ex-MP72T - Oyster Bay yard
(Maywald-Boland) |
Parlor #2019 Montauk 1980
Archive: Mike Boland |
GP38-2 #275 pulls a parlor-car train east past PD tower in Patchogue on 1/7/90. The lead car with the red stripe is the parlor. The cars behind it, with the blue stripe, are regular passenger cars. (Dave Keller archive) |
Bar car #2833, converted 10/1985 to
Class PT72, with red stripe, included in the "Cannonball" parlor consists to Montauk.
Photo/Archive: Mike Boland
|
Parlor Car tickets from the late 80's, early 90's.
Archive: Kevin Fehn
The ticket agent
wrote the reservation information by hand onto these documents. The
parlor car passenger presented a regular ticket (coach fare) plus this
document (reserved parlor car seat charge) to the train’s Conductor. Interesting
that they have a departure time, instead of a train number. Info:
John Deasy
|
LIRR #2014 push-pull parlor at Montauk 6/1983
Photo: Kevin Gulau Archive: John Deasy
LIRR Parlor car service was discontinued circa 2000
when the old fleet of Pullmans Standard cars (both the push-pull cars and
the self-contained cars) were replaced by the new bilevel cars, after which
they were retired and sold. “Hamptons Reserve” service replaced parlor
service. There is no “Greenport Reserve” service because there is no thru
train from Jamaica to Greenport, like the old Shelter Island Express."
Research: John Deasy |
FA1- MU connections 1973 |
LIRR’s fleet of diesel hauled
push-pull coaches, which were converted from cars originally built as both
P72 class (MP72C, MP72T and T72) and P75 “Zip” class (MP75C and MP75T)
electric multiple unit cars.
All the conversions to
push-pull coaches (and parlors and bar-generator cars) needed to have the
same trainline connectors as found on the Powerpack units, so they could
transmit 650 VDC head end power thru the entire train, and transmit the
electrical traction control signals between the Powerpack and the
locomotive.
#1 The 27 point trainline
jumper was used to control the locomotive from the cab control/power-pack
unit.
#2 and #3: The other two jumpers were for the 650 VDC Head End Power
system, a system design unique to LIRR. For comparison, Amtrak uses twelve
4/0 (four ought) conductors in their 480 VAC HEP trainline.
No color code, the 4 pin was the plus power, the single pin was the neg
(ground) return with
NO way to mix up the connections
The red color cover plate for the 27 point MU plug seems to be the standard
at that time.
My speculation is that #4 could be a
27 pin connector used for a communications trainline. This could handle
things like public address system, intercom, door control (open/close all
doors at high level platform), etc. Amtrak uses a 27 pin trainline connector
for these features. It has a different pin arrangement than the MU trainline
connector. Info: John Deasy |
#1 is the 27 point trainline jumper
#2 650 volt single point trainline jumper-negative
#3 650 volt 4 point trainline jumper-positive
#4 trainline communications |