Steel Rails to the Sunrise The Long Island Rail Road by Ron Ziel and George H. Foster. 1965

Steel Rails record jacket
Archive: Brad Phillips


Steel Rails record jacket back cover
Archive: Brad Phillips

Published in 1965, a 45rpm record selling for $1.00 that could be ordered with Steel Rails to the Sunrise, of LIRR Steam Engines recorded while in service.
Archive: Brad Phillips

Archive: Bob Andersen
Side 1

1. K-4 No. 5406 Floral Park, slowed down by a westbound Hempstead train crossed over ahead and now accelerating.  
2. G-5 No. 5704 Eastbound main line local leaving Mineola. He's five minutes off the advertised; here he comes...and THERE HE GOES!
3. K-4 No. 3880 It's late at night and old train 647 is leaving New Hyde Park, last train 'til morning. The distant signal at Floral Park reads "high green". Next stop - Jamaica!
4. E-6 No. 460 Think of old train 5 leaving Speonk - late as was often the case due to loading the mail. Making good use of the downgrade to Eastport, reluctantly stopping there, the 4-4-2's whistle echoing off the buildings of the Eastport Milling Co. 
W. S. Boerckel, Asst. Supervising Operator, LIRR
Side 2

1. H-9 Switching sounds of the busy Long Island City passenger yard. Shuffling over the crossings, wearing out the bell clapper, side rod bushings loose and slapping; hallmark of a Pennsy locomotive.
2. H-9 From the yard onto the main at Blissville. Working easy, down from the cut-off, as the helper handles the load. The 2-8-0 whistles for Greenpoint Ave. under the bridge.
3. L-1 Riverhead and more famous PRR rod-slapping as the largest class we ever operated slows to pick up the brakeman flagging Roanoke Avenue. We are getting our potato extra together, westbound for Holban Yard.
4. G-5 Just left Hicksville, westbound building speed as she whistles for the Charlotte Avenue crossing - just enough to cover the law and satisfy the rules examiner.
W. S. Boerckel, Asst. Supervising Operator, LIRR


L1s Class: The  2-8-2 Mikados were leased to the LIRR from the PRR during the war years. As most railfans were serving overseas, and any who weren't were under the restrictive wartime photography ban, very few negatives of them in use on the LIRR were ever produced. They were used primarily for freight service on the Bay Ridge branch and Montauk branch between Fresh Pond and LI City, however they did make the occasional trek as far east as Riverhead. They were too long to turn on the turntable there, so they had to be backed to Manorville where they'd be turned on the wye.
PRR leased to LIRR  2-8-2 Class L1s Numbers: 714, 1286, 1385, 1478, 1542, 1625, 3078, 3408, 3518, 3580, 3590  Research: Dave Keller      L1s at Riverhead:  

Pennsylvania-  L1s-804_Juniata-Shops-1917.jpg (110205 bytes)
Pennsylvania Railroad L1s #804 Juniata Shops, PA 1917
Archive: Edward J. Ozog

PRR-L1s-8283 as Stationary Boiler-Wheelspur Yd-LI City - c. 1956 (Keller).jpg (84616 bytes)
PRR L1s #8283 as a stationary boiler at Wheelspur Yard, LI City c.1956 Archive: Dave Keller

PRR-L1s-8148 as Stationary Boiler-Wheelspur Yd-LI City - 02-22-56 (Keller).jpg (93127 bytes)
PRR L1s #8148 as a stationary boiler at Wheelspur Yard, LI City 2/22/1956 Archive: Dave Keller
Under the Whyte notation for the classification of steam locomotives, 2-8-2 represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, eight powered and coupled driving wheels on four axles and two trailing wheels on one axle, usually in a trailing truck. This configuration of steam locomotive is most often referred to as a Mikado, frequently shortened to Mike.

The 2-8-2 wheel arrangement allowed the locomotive's firebox to be placed behind instead of above the driving wheels, thereby allowing a larger firebox that could be both wide and deep. This supported a greater rate of combustion and thus a greater capacity for steam generation, allowing for more power at higher speeds. Allied with the larger driving wheel diameter which was possible when they did not impinge on the firebox, it meant that the 2-8-2 was capable of higher speeds than a 2-8-0 with a heavy train. These locomotives did not suffer from the imbalance of reciprocating parts as much as did the 2-6-2 or the 2-10-2, because the center of gravity was between the second and third drivers instead of above the center driver. At times it was also referred to on some railroads in the United States of America as the McAdoo Mikado and, during the Second World War, the MacArthur. After the war, the type name "Mikado" again became the most common for this locomotive type.  Source: Wikipedia  

E6s Class: The Atlantic type 4-4-2 engines were leased to the LIRR from the PRR as follows:
4-4-2 Class E6s Numbers: 51, 169, 198, 230, 402, 435, 460, 530, 563, 645, 737, 779, 1179, 1238, 1287, 1321, 1333, 1347, 1351, 1470, 1564, 1600, 1611, 1680, 1694, 5209 Research: Dave Keller
PRR-E6s-460-Train-West Past KO Signals-Ronkonkoma-3-1938 (Keller).jpg (89361 bytes)
E6s #460 westbound at KO Signals Ronkonkoma 3/1938 
Archive: Dave Keller
PRR-E6s-460-Wreck-Train-Old-Southern-Road-Laurelton-10-20-39 (Keller).jpg (82695 bytes)
E6s #460 Wreck train - Old Southern Rd., Laurelton 10/20/1939 Archive: Dave Keller
PRR-E6s-1287-Running AgainstTraffic-Roslyn-1940 (T. Sommer-Keller).jpg (54262 bytes)
E6s #1287 running against traffic Roslyn 1940 (T. Sommer-Keller)

PRR-E6s-169-Oyster Bay-07-23-44 (Keller).jpg (72275 bytes)
E6s #169 - Oyster Bay 7/23/1944 Archive: Dave Keller

E6s at Speonk: 

PRR-E6s-1600-Freight-Montauk-View E- 1939 (Keller).jpg (107008 bytes)
E6s #1600 freight at Montauk View E 1939 Archive: Dave Keller


E6s-737-PatchLocoTerm-1946.jpg (130536 bytes)
E6s #737- Patchogue Loco Terminal View NE c.1946
Archive: Dave Keller

Under the Whyte notation for the classification of steam locomotives by wheel arrangement, 4-4-2 represents a configuration of four leading wheels on two axles, usually in a leading bogie with a single pivot point, four powered and coupled driving wheels on two axles, and two trailing wheels on one axle, usually in a trailing truck which supports part of the weight of the boiler and firebox and gives the class its main improvement over the 4-4-0 configuration. This wheel arrangement is commonly known as the Atlantic type.  Although quickly ceding top-flight trains to the larger K4s Pacifics, the E6 remained a popular locomotive on lesser services and remained in service on the LIRR until 1949. Source: Wikipedia 

The class E6s replaced the earlier E3sd Atlantic types.  Among other things the E3sd locomotives were recognizable by their taller smokestacks. Research: Dave Keller

G5s Class: A class of 4-6-0 steam locomotives built by the PRR's Juniata Shops in the mid-late 1920s. It was designed for passenger trains, particularly on commuter lines, and became a fixture on suburban railroads (notably the Long Island Rail Road) until the mid-1950s. The G5s was the largest and most powerful 4-6-0 locomotive, except for a single Southern Pacific 4-6-0 that outweighed it by 5500 lb.

In the 1920s the Pennsylvania Railroad needed a locomotive for commuter trains. When the first G5s rolled out of the Juniata shops in 1923, the Pennsylvania Railroad hadn't built a 4-6-0 in more than two decades. Mechanical Engineer William F. Kiesel, Jr. who designed the engine used the boiler from an E6s Atlantic and designed one of the largest and most powerful ten-wheelers ever built. Smaller drive wheels than an Atlantic and the lack of a trailing truck put more weight on the drivers and produced an engine with great power and acceleration but a lower top speed. The 4-6-0 wheel arrangement could provide sufficient tractive effort, (41,000 lbs of tractive force) but at the same time, allow the locomotive to accelerate the train more quickly. Such a design was ideal for the frequent stops on PRR commuter lines.

The G5s (#20 thru #50, inclusive )was the primary passenger locomotive on the Long Island Railroad until the end of steam operations, sharing the duty with K4s's and other G5's leased from the PRR, as well as diesels such as the Alco RS3 that ultimately replaced them. The G5s locomotives on Long Island differed slightly from those produced for the PRR, with a larger tender typically used by the K4s.[2]

The G5s was the last steam locomotive to operate in revenue service on Long Island. The last seven in operation, numbers 21, 24, 32, 35, 38, 39, and 50, were in service until late 1955. In October of that year, a special "End of Steam Ceremony" was held at Hicksville. Engines 35 and 39 each pulled a single coach to the station with local Boy Scouts on board. Upon arriving, the coaches were uncoupled from the two steam engines, and each coupled to an Alco RS3 diesel locomotive. 35 and 39 were then coupled nose to nose, and ran west to the shops at Morris Park. 35 would run one more fantrip the following week. Source: Wikipedia 

G5s-22-Morris Park Shops - 02-04-38 (Keller).JPG (100979 bytes)
G5s #22 Morris Park Shops 2/04/38 Archive: Dave Keller

G5s #22 is seen here laying up at Morris Park Shops on February 4, 1938.  In the foreground can be seen the remaining wooden safety guard for a section of electrified third rail which apparently had been removed at the time of this image. Looking northwest, this photo appears to have been taken about where the "new" concrete coaling tower would be constructed 6 years later.  Research: Dave Keller 

lirr21_G5s-tender_Sunrise-Special_Huneke.jpg (40018 bytes)
G5s #21 - Sunrise Special  tender Archive: Art Huneke

G5s-39_Oyster-Bay_ArtHuneke.jpg (39382 bytes)
G5s #39 at Oyster Bay Photo/Archive: Art Huneke

G5s #39 westbound from Hicksville whistle for the
Charlotte Avenue crossing: 

G5s lirr49.jpg (39026 bytes)
G5s #49 c. 1940 at Port Jefferson. The building behind the loco is the REMZ Purina Feeds Bldg. fronting Rte. 112 across from the station platform. 

G5s #42 westbound leaving Mineola 3/02/1941 (Winslow-Ziel)

H9s Class: The Pennsylvania Railroad's class H8, H9s and H10s steam locomotives were of the 2-8-0 "Consolidation" type, the last three classes of such built by the railroad. The three classes differed only in cylinder diameter and thus tractive effort, each subsequent class increasing that measurement by an inch. The first H8 was built in 1907 and the last H10 in 1916; within a few years they were replaced on heavy freight assignments by 2-8-2s and 2-10-0. They became the railroad's standard light freight locomotive, replacing all other class H 2-8-0s. A number of H8 locomotives were rebuilt to H9s specification and were leased to the PRR-owned Long Island Rail Road, becoming the primary freight-hauling type on this system and remained in service on the LIRR until 1949. Source: Wikipedia 

2-8-0 Class H9s Numbers: 155, 237, 357, 363, 392, 396, 429, 486, 540, 543, 580, 614, 692, 746, 813, 910, 1084, 1111, 1144,  1265, 1370, 1382, 1421, 1484, 1493, 1495, 1500, 1504, 1508, 1532, 1558, 1559, 1561, 1795, 1797, 1803, 1806, 2090, 2386, 2486, 2824, 2826, 2927, 3217, 3419, 3468, 3470, 3475, 3478, 3493, 3513, 3521, 3522, 3523, 3526, 3527, 3530, 3534, 3539, 3540, 3601, 3602, 3615, 3620, 3685, 4147, 4153, 4180, 5139, 5172, 5264, 5624 Research: Dave Keller
PRR-H9s 2826 on Garden Track-Morris Park Shops-Jamaica, NY (View NE) - 10-31-48 (N. Rolf-Keller).jpg (76898 bytes)
H9s #2826 on garden tracks - Morris Park Shops Jamaica
View NE 10/31/1948 (N. Rolf-Keller)

PRR leased H9s #580 with well-stocked tender is westbound on a yard track opposite the station platform and is about to cross Osborne Avenue at Riverhead, NY in this view from June, 1933.  The fireman is watching the photographer.  (Dave Keller archive) 

H9s at LI City:    H9s at "Banshee Whistle" Blissville: 

PRR-leased H9s #910 is running light eastbound at MP6 in Glendale, NY. on a cold, snowy January 31, 1948.  The steam from the stack is tight and crisp in the cold air.  This view is looking west with Woodhaven Blvd. behind the photographer.  (Ed Hermanns photo, Dave Keller archive) 

H10s Class: The PRR issued Form MP229 which listed the PRR-leased locomotives that were on the LIRR property by month and year. Some locomotives came over for a brief period of service and were returned. Some locomotives went back and forth numerous times. Other locomotives spent many years on LIRR property and nearly their entire career on site. For example the LIRR's roster of H10s locomotives built in the early to mid 'teens and received from the PRR between 1928 and 1930.  Dave Keller

LIRR H10s #110 2-8-0 - LI City ex-PRR #8610  

Photo: 1934 just west of the Harold Ave. overpass in Sunnyside/LI City either by George Votava or one of his friends, i.e. Bill Lichtenstern, Jeff Winslow, et. al.

This engine is still sporting classification lights atop the smokebox. These were gone from freight engines by 1939. Many lost them much earlier. Info: Dave Keller

LIRR H10s #113 2-8-0 crossing Main St./25A, Kings Park c.1950 Photo: Ernie Lanzer
Archive: Kings Park Heritage Museum  Bell:


LIRR H10s #117 2-8-0 - Babylon 1940

PRR H10 at the Sandusky, Ohio Yard - "Banshee Whistle"
 Recording: Ryan Hoover Collection


The LIRR acquired their H10s engines from the Pennsylvania Railroad between 1928 and 1930. Only one H10s that the LIRR owned was built by the PRR, however ALL were previously OWNED by the PRR
 and were assigned PRR road numbers. Research: Dave Keller       Roster of  LIRR H10s engines, previous PRR number, build date and builder:
101    7146 1913  Baldwin  
102    7174 1913  PRR
103    7205 1913  Baldwin
104    7732 1915  Lima
105    7558 1913  Pittsburgh
106    7140 1913  Baldwin
107    7616 1915  Baldwin
108    7152 1915  Baldwin
109    7952 1916  Brooks
110    8610 1916  Brooks
111    8239 1916  Brooks
112    8246 1916  Brooks
113    9732 1916  Brooks
114    8222 1915  Lima
115    8814 1916  Lima (ex-Vandalia RR)
116    9888 1915  Baldwin
117    7931 1915  Lima (ex-Little Miami RR)
118    8527 1913  Baldwin
119    8566 1913  Baldwin

K4 Class: The Pennsylvania Railroad's K4s 4-6-2 "Pacific" (425 built 19141928, PRR Altoona, Baldwin) was their premier passenger-hauling steam locomotive from 1914 through the end of steam on the LIRR in 1955. 
Attempts were made to replace the K4s, including the K5 and the T1 duplex locomotive, but none was really successful, and the K4s hauled the vast majority of express passenger trains until replaced by diesel locomotives. Source: Wikipedia 

4-6-2 Class K4s Numbers:  269, 383, 389, 518, 719, 830, 920, 958, 1139, 1384, 1395, 1554, 1730, 1737, 1984, 1985, 3655, 3728, 3731, 3734, 3738, 3740, 3741, 3744, 3750, 3751, 3752, 3753, 3754, 3757, 3771, 3805, 3838, 3841, 3843, 3854, 3873, 3880, 3887, 5072, 5238, 5296, 5336, 5348, 5349, 5365, 5375, 5385, 5387, 5389, 5393, 5394, 5395, 5396, 5406, 5407, 5409, 5410, 5411, 5414, 5428, 5432, 5434, 5438, 5455, 7267, 7270, 7275, 7938, 8225, 8378 Research: Dave Keller

PRR-K4s 830-Jamaica-05-21-40 (Zinn).jpg (90176 bytes)
K4s #830 Jamaica 5/21/1940  Photo: Ron Zinn
K4s at New Hyde Park:

K4s at Floral Park:


K4s-5406-Trn-4613-ColdSpringHbr-3-16-47.jpg (47530 bytes)
K4s #5406 Train #4613 - Cold Spring Harbor 3/16/1947
Archive: Dave Keller