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
 

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

      
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