After another failed attempt at electrifying to Port Jefferson, then only to Northport in the early 1980's (which is why there are double platforms in Greenlawn), a compromise was found by then Congressman Robert Mrazek who represented these communities. For $20 million, I think and not certain where the Fed funds came from, the carrier received the engines and C1's. This equipment also made a midday round trip to Huntington but it didn't last too long. Info: Anonymous.

The project began in 1988 to purchase Bilevel cars along with Dual-Mode Locomotives, so then at that point, the rebuilding of 10 FL9's into FL9AC's took place. 7 went to Metro North, and 3 to LIRR. 10 Prototype C1 (not C3) Bilevel cars were built by Tokyu, and placed into service in 1991 with 2 leased Metra Units #561, #521 that only lasted a week until 4 GP38-2's (251, 259, 266, 269) were modified with special adaptor plugs for the coaches, and 259/266 were equipped with the M1 Pin type couplers. 251/269 could be used, but at that time if those were used, the engines had to turn around at Port Jeff Wye, or at the Montauk Cutoff to be placed on the respective end of the train. Also until the FL9AC's were finally placed into testing service in June, 1994, FA-2 Powercab #608 was modified into a B unit where the cab was cut off, covered over in stainless steel, and had a new Caterpillar sled put into it for HEP. Info: Niel Feldman


Metra #516 at Dunton 7/08/1991  Photo/Archive: Jay Bendersky

Metra #521, #516 at Dunton Photo/Archive: Jay Bendersky


The C1 is a type of bilevel commuter passenger car built by the Tokyu Car Corporation for the Long Island Rail Road (LIRR). Tokyu built ten cars in 1990–1991 as a precursor to the larger C3 order which would be built by Kawasaki in the late 1990s. The cars were designed by Commonwealth Engineering (Comeng), one of the last projects that firm undertook before closing in 1990. After the arrival of the C3s, the Long Island Rail Road sold the C1s to private owners.

Tokyu constructed the cars between 1990–1991, with deliveries completing in early 1991. Trains began running in August 1991. The cars ran well and were well-received by commuters. The rebuilt FL9 locomotives, into FL9AC units, allowed operation through the East River Tunnels into Pennsylvania Station.  The LIRR proceeded with a full production order in 1994. Several former Comeng engineers drafted the specification for what became the C3 car. This design was based on the C1, but updated based on several years experience with the cars and feedback from passengers.

The C1s were mechanically incompatible with the C3s and were stored as the new cars arrived in 1997–1998. The LIRR sold them to Mid Atlantic Rail Car in 1999. Iowa Pacific Holdings acquired them in 2007 for use on various excursion services. Info: Wiki

#3100 HEP UNIT

The C1s are not compatible with the C3s, other than the coupler and 480 HEP, no other equipment is compatible with C1s as they were built with 32 volt components, the same as the M1s and M3s. Power went to a translator/converter box on the FL9ACs as the C3 is 64 volt equipment. Therefore, the crew of electricians in the back shop worked their magic and produced in-house a unit capable of 480vac and 600vdc using the turn of a switch. Sheathed in stainless steel to match the C1 cars by the machinists, right down to creating the blue decals to somewhat match the cars. It was planned to be a stationary unit to supply yard power after the end of the prototype dual mode project, but fuel delivery problems from the original (ancient) fuel tank led to engine starvation problems, and eventually it was considered junk that was no longer usable to the LIRR.

The plaque on the door was dedicated to Robert "Buff" Stickevers, who had emergency heart surgery just prior to the units completion, but sadly died during the procedure. He redid all the piping to change the unit from a loco to a car. The plaque reads: Built and dedicated exclusively by the Morris Park Diesel Back Shop Dedicated to R. “Buff” Stickevers who passed away 1/23/91. The Buff is for Buffalo his nickname. I believe he worked in the Sheet Metal's Union in Jamaica as featured on NEWSDAY front page when the 1987 strike ended. Info: Brian Stickevers, son.

ex-WM #304, LIRR #608 renumbered #3100 in 1991 provided HEP to the C1 bilevels before the FL9AC's arrived on property. This is the "A" end.  Note: Sent to scrap 5/17/2018  Photo/Archive/Info: Bill Mangahas  

#3100 at DIVIDE 9/1991 Photo/Archive: Bill Mangahas

GP38-2 #266, #259 at Port Jefferson 9/1991 Photo/Archive: Bill Mangahas

LIRR #3100 - Port Jefferson 12/06/1992  Photo/Archive: M. G. Lovis

LIRR #3100  9/20/1991 eastbound LI City, 53rd Ave and 11th St. Photo/Archive: Bill Mangahas

C1 train eastbound leaving LI City  9/20/1991 Photo/Archive: Bill Mangahas

LIRR GP38-2  #266, #259 eastbound LI City  9/20/1991 Photo/Archive: Bill Mangahas


The FL-9ACs were created specifically for trial purposes for use with the lone C1 consist to evaluate the feasibility of a one-seat ride to Penn Station, NY via the Port Jefferson branch. The commuters there, at the time, were very disgruntled that no electrification was planned to happen anytime soon, as had happened on the Main Line from KO (Ronkonkoma) west. Most of them just drove and parked at the nearest station to their homes on the Main Line to avoid the "Huntington Shuffle". This caused parking nightmares at these stations. An example also is Patchogue, after the KO job was complete, the once-crowded PD (Patchogue) parking lot became sparse when the crowd went to KO for the one-seat ride (and long nap).


Numbers Built Serial Heritage
300 07-1957 21949 ex-NH 2003, PC/CR 5003, MN 2001
301 01-1957 21946 ex-NH 2000, PC/CR 5000, MN 2025
302 ?-1960  21993 ex-NH 2047, PC/CR 5047
The FL9s were rebuilt in 1991 by Republic Locomotive Works into FL9ACs to run on
LIRR over riding 3rd rail and Diesel power. They were specially equipped to run with the
C1 passenger cars.

FL9AC #300 named unit: “Kevin Blum”  Port Jefferson 10/1996 Photo/Archive: William J. Skeats

FL9AC #300 eastbound LI City 53rd Ave and 11th St. - View N 11/1992
Archive: Dave Keller

FL9AC #301 named unit: “Mark McEntee” Port Jefferson 8/1996 Photo William J. Skeats

FL9AC #303 named unit:  “Mike O’Connor” 11/1998 Archive: Dave Keller

FL9AC cab interior views c.1992+ Photos/Archive: Mike Boland

FL9AC #300 at Cold Spring Harbor - 9/1994 Photo/Archive: Bill Mangahas

FL9AC #301 at Cold Spring Harbor - 9/1994 Photo/Archive: Bill Mangahas

FL9AC #301 passing Shea Stadium - View NE 5/1991 Photo/Archive: Bill Mangahas

FL9AC #302 at Port Jefferson - 6/1994 Photo/Archive: Bill Mangahas

Note:  After the 1964 World's Fair, the additional tracks were outfitted for mods and testing of the M1s. Subsequently used for the same on the M2, M3, C1/FL9A. It sat dormant for about 20 years and is now used for EIC cleaning. EIC is Extraordinary Interior Cleaning. Usually every 60 days, the car is cleaned from top to bottom, seat cushions removed, etc. MUs were done in West Sunnyside Yard, but now at Shea because of the Hudson Yards work. (2019)



The 10 C1 bilevel cars date from 1990/1991 - Tokyu Car Company of Japan.
There were five married pairs: 3001/3002; 3003/3004; 3005/3006; 3007/3008 and 3009/3010.
They were equipped with MU couplers requiring specially-modified Diesel locomotives for service. Research: Mike McEnaney

The C1 stands 14 feet 6 inches tall. This was necessary in order for the car to fit through the East River Tunnels, and shorter than similar designs such as the gallery cars used in Chicago or Amtrak's Superliners, both of which exceed 15 feet. The cars are 82 feet 2 inches long and 10 feet wide. C1 cars has a "bottom fluting" that run the entire length of the car as does a boxcar, similar to late PRR boxcars like the X51, 55 and 56. The two local door indicating lights are above the door center.

The cars had vestibules at both ends. Designed for use at high-level platforms, so the doors sit roughly 4 feet 3 inches above the rail. The interior is split into lower and upper levels, with accessible seating on the entrance level. On the upper and lower levels seating is 3–2. This dense arrangement permits a maximum capacity of 180–190 passengers. Each level measures 6 feet 5 inches from floor to ceiling. Passenger response to the 3–2 seating was poor, leading to the adoption of 2–2 seating in the C3. Info: Wiki

FL9 #302 C1 train westbound Port Jefferson 8/02/1998 Photo/Archive: Dave Keller

C1 #3009 Bay Ridge 10/1990  The C1 "First Generation" Bilevels were being
delivered to the LIRR from the NY Cross Harbor Railroad.
 Photo: John Scala Archive: Jay Bendersky


The 134 bilevel C3 cars were built by Kawasaki in 1997-98. All use 480VAC and can run at LIRR MAS of 80/65 mph.
C3 Cab Control Car 5001-5023 - Weight 149,652 - Total 23.
C3 TT Car 4001-4087 - Weight 145,681 - Total 44 (odd number cars with lavatory)
C3 T Car 4002-4134 - Weight 141,270 - Total 67 (even number cars) Research: Mike McEnaney

The C3  "bottom fluting" is tapered and begins just past the truck on each car and runs between them.  The four local door indicating lights on the C3 are adjacent to the doors.

C3 #5014 control cab - FA1 #614 at Montauk  Photo/Archive: Mike Boland

C3 #5005 Oyster Bay 2/2000 Photo/Archive: Bill Mangahas

C3 Mineola 2/2007 Photo/Archive: Bill Mangahas

C3 #5019 on Train #6506 at Mineola 8/22/2008 Photo/Archive: Adam E. Moreira

C3 Locust Valley Station 1/28/2000 Photo/Archive: Bill Mangahas

C3 Sea Cliff Station 1/28/2000 Photo/Archive: Bill Mangahas

C3 interior upper level 9/17/2019 Photo/Archive: Tim Darnell