ALCO FA2 #607 controls the head-end of an 8-parlor car push-pull train railfan special, sponsored by Tri-State NRHS, westbound over Mill Creek (Hashamomuck Pond) between Greenport and Southold on Thursday July 28, 1988. The train is being pushed by a GP38-2 unit. The "Sunrise Fleet" reserved seating parlor cars (MU cars converted to push-pull parlor/bar service) wore a red stripe under the windows
whereas regular passenger cars wore a blue stripe. That trip had to be scheduled on a weekday because the Parlor Cars would have been needed for service east on the next day (Friday) and weekends
in season. This may have been one of the last true all Parlor Car trains that the LIRR has run. This view is SE.

Push-pull Parlors were rebuilt former MU trailer cars converted to diesel-hauled push-pull service (Class PP72B).  The red stripe indicated it was later rebuilt into a parlor car.  Regular push-pull passenger cars had a blue stripe. The eleven red striped cars were originally built as 123 seat multiple unit (MU) motor trailer cars (Class MP72T). They now feature 42 parlor seats with a midcar service bar. Referred to as the "Sunrise Fleet." Unlike their predecessors, these cars were not named. The entire fleet of push-pull parlors debuted on the Memorial Day weekend of 1976, to Montauk, for the inauguration. Info: Mike Boland/Dave Keller
LIRR Rebuilt by Morris Park Shop 1975+ plate - Sunrise Fleet lightweight Parlor Cars often affixed to the interior of the car’s end door(s).

Push-pull parlors - Semaphore 4/1985 Note: #2000 

Update to the listing: #2016, was rebuilt so it could also run in a diesel-consist that had no headend power, such as push-pull trains with power cars (power packs) and converted MP15AC's providing HEP. This car was renumbered to 2001. Additionally, P72 #2937, was also given a power source, to run as a parlor in a push-pull consist or straight diesel train. This car was renumbered to 2002. Research/Archive: Mike Boland

Push-pull parlors Class PP72B conversions from Class MP72T- Archive: Jeff Erlitz
Power packs, bar generators and converted MP15AC's handled the push-pull fleet of ex P-S MU cars in the 2600, 2700 and 2800 series along with MORRIS PARK. Info: Mike Boland
Amagansett-interior_9-1-74_EdFrye.jpg (49261 bytes)
"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-Morris-Park-2000_Train-206-eastbound-leaving-Jamaica_5-22-81_Huneke.jpg (84390 bytes)
Parlor #2000 "Morris Park" Train #206 eastbound leaving Jamaica 5/22/1981 Photo/Archive: Art Huneke
Parlor-2001_MikeBoland.jpg (59074 bytes)
Parlor #2001 Archive: Mike Boland
Parlor-2011_Montauk-1975_MikeBoland.jpg (54550 bytes)
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-door_MikeBoland.jpg (64484 bytes)
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_Montauk_MikeBoland.jpg (46965 bytes)
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_Scala-Boland.jpg (60343 bytes)
Parlor #2011 (John Scala - Mike Boland)


Sunrise Fleet Parlor 2016-Speonk, NY - c. 1989 (Collins-Keller).jpg (74811 bytes)
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

Sunrise Fleet Parlor 2016-Speonk, NY - c. 1989 (Collins-Keller) (Close-up).jpg (128842 bytes)
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_MikeBoland.jpg (69271 bytes)
Parlor #2018 - 1989 Archive: Mike Boland
Parlor-2019_ex-MP72T_Oyster-Bay-yard_Maywald-Boland.jpg (92529 bytes)
Parlor #2019 ex-MP72T - Oyster Bay yard (Maywald-Boland)
Parlor-2019_Montauk-1980_MikeBoland.jpg (70983 bytes)
Parlor #2019 Montauk 1980 Archive: Mike Boland
GP38-2-275-Parlor-Car-Train-East-PD-Patchogue-1-7-90 (Keller).jpg (89001 bytes)
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_PT72-2833_Montauk_MikeBoland.jpg (59830 bytes)
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 PCSC-E.jpg (73968 bytes)       Parlor Car PCSC-W.jpg (55297 bytes)
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