LIRR STEAM SOUNDS

LIRR STEAM SOUNDS
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 Railroad L1s #804 Juniata Shops, PA 1917 Archive: Edward J. Ozog		PRR L1s #8283 as a stationary boiler at Wheelspur Yard, LI City c.1956 Archive: Dave Keller		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
E6s #460 westbound at KO Signals Ronkonkoma 3/1938 Archive: Dave Keller		E6s #460 Wreck train - Old Southern Rd., Laurelton 10/20/1939 Archive: Dave Keller		E6s #1287 running against traffic Roslyn 1940 (T. Sommer-Keller)
E6s #169 - Oyster Bay 7/23/1944 Archive: Dave Keller E6s at Speonk:		E6s #1600 freight at Montauk View E 1939 Archive: Dave Keller		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 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		G5s #21 - Sunrise Special tender Archive: Art Huneke G5s #39 at Oyster Bay Photo/Archive: Art Huneke G5s #39 westbound from Hicksville whistle for the Charlotte Avenue crossing:		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
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 Courtesy: Columbusrailroads.com
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 1914–1928, 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

K4s #830 Jamaica 5/21/1940 Photo: Ron Zinn	K4s at New Hyde Park: K4s at Floral Park:	K4s #5406 Train #4613 - Cold Spring Harbor 3/16/1947 Archive: Dave Keller