LIRR FA Units

First photograph of a LIRR push-pull train in revenue service.
Syosset platform 1:17AM 5/25/1971 Photo/Archive: Rich Glueck

The Long Island Rail Road
F Units HEP Engine Roster Info
HEP: "Head End Power" or "Heat & Electrical Power"

During their first year of use as a power car, they were generally placed at the east end of the train. The practice was reversed as they were more easily fueled and serviced on the "west" end at Richmond Hill and Long Island City . They also found traction motor suspension bearings were overheating and failing on the Alco L-1's and L-2's due to a long "uphill" push heading east. Reversing ends helped the problem.
ALCO FA power pack gauges 5/79 "Engineer for a Day" Photo: Randall Loring
ALCO FA unit with 24RL air brake equipment. The ABV handle is in "release", the Independent is "half-applied", the Timing air is "intact" (far right gauge), Speedo ASC (automatic speed control) green illuminated light is lit up at MAS (maximum authorized speed of 68 mph) and the throttle is in the idle position "closed". This must be a station stop as the train is stopped, Speedo reads "zero", BP and ER read 110 , BC reads about 18 psi.
LIRR Instruction Booklet for Push-Pull Trains August 1971
PUSH-PULL TRAIN OPERATION A train will consist of a standard diesel locomotive on one end, a power car on the other end and about six converted 2800 series cars in between. The standard locomotive used will be one of our regular passenger locomotives. The power car is a converted ALCO locomotive. They will supply 600 volt power for heat, light and air conditioning on the 2800 Series cars. The power car will also have a push-pull control station cab to operate the train in the opposite direction. LOCOMOTIVES Any of our standard passenger locomotives can be used in this service. There will be a slight modification of passenger locomotives before they are used. The signal system will have an electric buzzer in addition to the standard air signal. The car brake system will be essentially the same. The double heading cock will be in the single locomotive position. The double heading cock on the power car must be set for single locomotives and not double headed. POWER CARS There will be a total of six power cars in operation. These power cars are from converted ALCO freight locomotives. The diesel engines and and main generators will be operated at constant speed/voltage (650 volts DC). This DC power will be train lined into the 2800 series cars. The purpose of the power cars is to supply 600 volt power to operate the heat, air-conditioning, lights and all auxiliaries on the cars. The power car cab will also contain a push-pull station. The push-pull station will be train lined through the 2800 Series cars by way of a new 27 point jumper to the locomotive on the other end of the train. The diesel engine in the power car will not supply any of the traction power for the train. This will only supply power to operate the features in the 2800 Series cars. 2800 SERIES CARS There is a total of 44 cars in this service. They will be taken out of MU service for this conversion. These cars have a standard 600 volt electrical system. All of the electrical system will be maintained as is. The contact shoes and shoe beam will be removed because the power for these cars will now come from the power car. A 27 point jumper will pass through each of these cars to carry the push-pull feature from the power car to the locomotive. The air door system on these cars will still be in operation. The number of 2800 Series cars that can operate in any train will vary up to a maximum of 8 cars. Each of the odd-numbered cars will be equipped with a lavatory. These cars are all air-conditioned. The cars will have the old 4 point jumper for the 600 volt positive line. The cars will also have a new pair of jumpers for the 600 volt negative line. The negative line is necessary because these trains will operate in territory where the rails do not have traction bonds. SPECIAL CAUTIONS Since push-pull trains operate in non-electrified areas where rails are not bonded for 650 volt return, the entire 650 volt circuit is self-contained - the return flow of current is provided through the train itself to the power unit. That is what the new 1-point jumpers are for. Modification of the CT-290 Electrical Operating Instructions covers rules for handling jumpers in push-pull, but here are these reminders: - Be sure there are two 4-point and two 1-point jumpers connected between cars and between power unit and adjoining car. If one jumper is missing, all four should at that point be disconnected. Be absolutely certain there is no electrical load on any 4-point of 1-point jumpers before pulling or inserting it. Be certain the isolation switch on the back wall of the power unit cab is in the idle, or shut-down position so the generator is not putting current into the line. Another interesting observation is that this document had a hand-drawn example train on its heading with these car and locomotive numbers left to right: 1556(RS3); 2801, 2802, 2843, 2844 and PC-6. (original power cab class). The original six FA2 power cabs (later nicknamed "Power Packs") were 601 to 606. Archive: RMLI The original push-pull concept was a success and would be used for around 30 years in LIRR service from 1971 to 2000. More former MU cars and other locomotives would be later converted over time for train service. Material courtesy of Mike McEnaney


Extra 2200 South 06/05 Research/article, roster, and photos: Bob Losse, Sr.

The Alco FA-1's were rated at 1500 or 1600 HP, depending on when they were built. For use as Head End Power, the LIRR removed the traction motors and reduced the horse power (de-tuned the engines) because they didn't need that much HP to run the generator for lighting, heating or cooling the passenger cars. These are the "untouched" engines in your email excerpt. In 1978, the LIRR purchased engine-generator sets from Detroit Diesel. They consisted of a small diesel engine, a generator and a control panel all mounted on a single steel frame. The original Alco engine and generator was removed from the FA body and the Detroit Diesel "sled" dropped in. The sleds were fuel efficient and quiet running. Info: Steve Rothaug Detroit Diesel sled being prepared for installation in the first F7 converted for HEP use. Morris Park. Photo: Steve Rothaug The FA's that were converted over had Detroit Sleds installed in 1983. Units that had the first HEP modification, but untouched were: 607 609 (scrapped in 1993) 611 612 (destroyed, and scrapped in 1993 due to a fire) 613 614 616 Units that had HEP modification were: Also, those 2 FA's were the first ones to have the quieter HEP's: 615, 617 The quieter sleds were in fact placed in 1987. 605, and 606 were totally rebuilt to the point that where the original engine room doors, and steps were, were taken out, and relocated. c.1983-84, or so, such FA's as 605, 606 had the quieter engine. In the late 80's early 90's however, 615, and 617 had quieter engines installed, or maybe mufflers because besides that, there was extra grilling placed in front of the existing grille that was left for exhaust when the HEP's were converted. 605 and 606 had the original grilles around the headlight and original headlights removed, and plated over using the vertical headlight in its place. Research: Neil Feldman
FA1- MU connections 1973 #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		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: Communications trainline (27 pin) 2: HEP trainline (single point negative) 3: HEP trainline (four point positive) 4: HEP trainline (four point positive) 5: HEP trainline (single point negative) 6: Communications trainline (27 pin) 7: Locomotive MU control (27 pin)		Since the C420 (and the GP-38) locomotives were not wired to pass HEP thru to the passenger cars, the PowerPak would have to be coupled directly to the front or rear passenger car, to provide HEP to the cars. Such an arrangement with a C420 and PowerPak coupled together would require turning the 2 units when running the power around to the opposite end of the train, or an even more complicated switching move to separate them, run them around separately and then recouple them together on the other end of the consist. These operating arrangements would work: Locomotive (shoving) + cars + PowerPak —-> PowerPak + cars + Locomotive (pulling) —-> Cars + PowerPak + Locomotive (pulling) —-> A good number of the photos of the PowerPaks are not dated, but it appears that the more recent photos show some PowerPaks with only 1 electrical receptacle, rather than 7 electrical receptacles, on their front end. It appears they were modified (removing 6 electrical receptacles from their front end) over their years of service on LIRR. Info: John Deasy
FA2 ALCO Products Inc - Locomotive Cyclopedia 15th Edition 1956, page 58				FA2 Mainline Modeler 12/1986, page 36 - Drawing by: Robert L. Hundman FA cab - View westbound at PD Patchogue 7/1989 Photo/Archive: Jay Bendersky
LIRR FA2 #600-609	Builder: ALCO-GE			PC-6 ClassBuilt 1956*		Notes: 1,2,6
#600 Info/Photo: Tim Darnell 06/1979 Built 10/51 ex-PC 3102	#600 c.1984 Glendale Photo: Roger McEnery			#600 Kings Park 08/78 Archive: McEnery		#600-WESTERN N.Y. HIST SOC., to become NYC-1102
#601 Oyster Bay 1973 Photo/Archive: Richard Glueck	#601 LI City Built 6/1956 ex-L&N 317 Photo: Steve Hoskins #601 Experimental paint scheme Morris Park Shops 5/18/1971 Photo: George Turnbul Archive: R. Craig Rutherford			#601 westbound Jamaica-Station 9/03/1972 Photo/Archive: R. Craig Rutherford #601 eastbound Haberman, LI City 06/09/1978 Wm. J. Madden photo, Dave Keller archive		#601 at SRR of NJ 03/25/1995 Photo: Glenn Rowe Archive: McEnery #601 at Bridgeton, NJ 6/2006. Work will begin on it when 602 is operational. Info/Photo: Tim Darnell
#602 Oyster Bay 1973 Photo/Archive: Richard Glueck	#602 Patchogue Photo: Steve Hoskins Built 05/1956 ex-L&N 309 #602 Speonk 05/16/1979 Paul F. DeLuca photo, Dave Keller archive			#602 Roslyn 2/26/1980 Photo/Archive: Paul De Luca #602 Hicksville c.1980 Photo: Len Torney		#602 at Bridgeton, NJ 6/2006. It just recently got trucks from an Erie Mining RS-11 with traction motors. Info/Photo: Tim Darnell
#603 Oyster Bay 1973 Photo/Archive: Richard Glueck	#603 Ronkonkoma Photo: Steve Hoskins Built 06/56 ex-L&N 315			#603 Bay Shore 08-01-81 #603 05/08/2001 Photo: Roger McEnery		#603 at Winslow Jct., NJ. Work is being done a little at a time, it may not be restored for quite some time. The NYC paint was applied for a Railfan event a few years back. Info/Photo: Tim Darnell
#604 1974 Oyster Bay Photo: Tim Darnell Built 06/56 ex-L&N 314	#604, #618 Morris Park 11-85 retired Photo/Info: Tim Darnell			#604 at Woodside Station 1985 Photo: Bill Myers		#604 at the Illinois Railway Museum, 06/04/08 Photo: John McCluskey
LIRR FA2 #605-610	Builder: ALCO-GE			PC-7 Class 1951*		Notes: 3,6,7
#605, #603 11/1979 Oyster Bay Photo: Tim Darnell Built 05/56 ex-L&N 310	#161, #605 Montauk HEP Power Receptacle Photo: Jack Deasy			#605 Greenport c. 1994 Photo: Al Castelli
#606 Bay Shore Photo: Steve Hoskins Arrived 06/56 ex-L&N 321	#606 Ronkonkoma 10/29/78 Photo: Joe Quinn Archive: McEnery			#606 Smithtown Photo: Len Torney		#606 Huntington Wreck 08/26/88 Photo: Al Castelli 08/28/88 #606 08/88 Wrecked Photo: Bobby J. Kasza Scrapped
#607 Port Jefferson 1973 Photos/Archive: Richard Glueck	WM #303 Ridgley Yard, WV April, 1971 prior to LIRR #607 as of 5/02/1972 Photo: William Birkholz #607 c. 1970's Photo: Mike McEnery			#607 Huntington Photo: Steve Hoskins Arrived 01/1951 ex-WM 303 #607 at Queens Blvd 04/13/1984 Photo: Mike McEnery		#607 Oyster Bay 01/19/1992 Photo: Kevin Gulau This 1990s scheme was conceived by a senior manager in the Morris Park Shops (now since retired) and was based on a past DL&W/EL color scheme. But - higher-ups would only allow blue and yellow (from what I was told) NYS colors - and not retro colors using maroon and gray along with yellow replicating this older scheme. Info: Mike McEnaney #607-WRK, To private owner as WM-303 Photo: Lars Byrne, Elkins, West Virginia August 2001
WM #304 Hagerstown, MD 5/10/1970 prior to LIRR #608 as of 6/19/1972 Photo: Marty Bernard	Ex-WM #304 awaiting rebuilding Photo: Gene Collora Archive: Mike Boland			#608 coupled to the west end of train at LI City passenger station. It sports a unique, experimental color scheme. 6/1979 view NE Photo/Info: Dave Keller		The picture of #608 was of an experimental early-Gabreski era color scheme only used on that one unit. I liked this color scheme - but the trouble is that white is a tough color to keep clean on power units like this one. Info: Mike McEnaney Note: Former Western Maryland #304
#608 Oyster Bay 1973 Photo/Archive: Richard Glueck	#608 WM horn Mineola 5/1976 Photo: Tim Darnell Built 01/51 ex-WM 304 #608 at Sayville Renumbered to #3100 Photo: John Fusto 3/1988			#608 Farmingdale 1/2008 Photo: Bill Mangahas		#3100 Port Jefferson Photo: M. G. Lovis 12/06/1992 Archive: McEnery Renumbered #3100, 1991 provided HEP to the C-1 bilevels before the FL9AC's arrived on property. Photo: Bobby J. Kasza
#3100 Photo: Bill Mangahas Note: Sent to scrap 5/17/2018	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 R. "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.
#609 Oyster Bay 1973 Photo/Archive: Richard Glueck	#609 Patchogue 09/18/1977 Built 01/51 ex-WM 301 #609 Morris Park Photo: Steve Hoskins			#609 Port Jefferson 1/29/1983 Photo/Archive: Kevin Gulau		#609-SCRAPPED 10/1998 Photo: Bobby J. Kasza
#610 LI City Photo: Steve Hoskins Built 01/51 ex-WM 302	#610 Smithtown Viaduct NW			#610-TO WM HIST SOC., To become WM-302, stored at Colonie, NY 06/10/2006 Info: Tim Darnell Photo: Ross Mealey		WM #302 to West Virginia Central. 0 7/12/08 Buckhannon, WV Collection: Pat Miller Locomotives: BDLX 302 (FA-2) [BDLX (Big Dog Leasing) who is a division of PA based scraper/rebuilder RMDI.]
LIRR FA1 #611-616	Builder: ALCO-GE			PC-7 Class 1949		Notes: 4,6
#611 Mineola 1974 Photo: Tim Darnell Built 02/49 ex-BN 4102	#611 and train #4203 westbound at Medford 0 7/22/78 Wm. J. Madden photo, Dave Keller archive			#611 Oyster Bay Branch vicinity of East Williston Photo: Charles Freericks		#611 at Bridgeton, NJ. Taken in 2005, it looks basically the same. The gen-set was removed and the floor is being modified to accommodate an Alco 251 engine. Work will begin when 601 and 602 are operational. Info/Photo: Tim Darnell
#612 Oyster Bay 1973 Photo/Archive: Richard Glueck	#612 Oyster Bay Station 1973 Photo/Archive: Richard Glueck			#612 LI City Photo: Steve Hoskins Built 2/1949 ex-BN 4100 #612 Photo: R. McEnery		FIRE, SCRAPPED 1993
#613 Oyster Bay 1973 Photo/Archive: Richard Glueck #613 1974 Oyster Bay Photo: Tim Darnell Built 12/50 ex-BN 4120	#613 St. James c.1980 Photo: Len Torney #613 Oyster Bay 04/05/92 Photo: Kevin Gulau #613 Port Jefferson 11/13/1994 Archive: McEnery			#613 Morris Park Photo: Bobby J. Kasza #613 Shinnecock Canal Photo: William Skeats		SP&S 866 (ex-lirr #613) to Pacific Chapter NRHS at the Brooklyn Roundhouse, Portland, OR. To be restored as a display engine in SP&S colors. Photo: Nicholas Todd Info: Tim Darnell
#614 Oyster Bay 1973 - Frost Mill Rd., Mill Neck (below) Photos/Archive: Richard Glueck	#614 1974 Kings Park Photo: Tim Darnell Built 02/49 ex-BN 4104 #614 West Glen Head 04/24/1973 Photo: Norman Kohl Archive: McEnery			#614 Republic Airport Station 09/1985 Photo: Joe Tischner #614 Photo: Frankie Retired Oct. 31, 1999		#614 at Bridgeton, NJ 6-06. After 611 is completed, 614 will be re-engined. Info/Photo: Tim Darnell #614-611 roof/rear shot 04/24/2004 Photo: Tim Darnell
#615 Morris Park Photo: Steve Hoskins Built 04/49 ex-BN 4116 #615 Photo: Bobby J. Kasza	This may be the GE Apparatus Shop, N. Bergen, NJ after rebuild. Photo: Henry Maywald, Archive: Al Castelli			SEPTA #615, making a rare daylight run at Yardley, PA SEPTA station. Used for leaf trains. Also #622 Info/Photo: Tim Darnell SEPTA #615 move to D&GV Railroad via CSX freight Q403 at Woodbourne, PA 12/14/18 Photo/Archive: Tim Darnell After #615 left the LIRR, a broker sold it to SEPTA, the transit authority in the Philly area. It was going to Virginia, but didn’t pass inspection and repairs were too costly, so D&GV stepped in. Info: Tim Darnell		SEPTA #615 Has sandite tanks installed to combat slippery rail/leaf trains. In service for four or five years. Location at Fox Chase. I believe they keep #615 at Wayne Electric shops on the Reading side and #622 at Frazer shop on the western Main Line for the Pennsy side of SEPTA regional rail. Give SEPTA credit where its due for putting these units to good further use! Info: Mike McEnaney Photo: John Regan, posted by Bob Andersen
#616 Oyster Bay 06-76 Photo: Tim Darnell Built 02/49 ex-BN 4108	#616 at Southampton 07-1980 Photos: Jack Deasy			#616 at Southampton 07-1980 Photos: Jack Deasy		#616 Valley Jct. Quebec 08/83 Photo: John Scala Archive: McEnery NYGL #7375 Campbell Hall, NY 07/08/2008 Photo: Michael Foley
LIRR FA1 #617-618	Builder: ALCO-GE			PC-6 Class 1947		Notes: 5,6
#617 at Greenport 05/07/1978 Photo: Mike Kubiak	#617 Huntington Photo: William Skeats			#617 at Patchogue c. late 1980's Photo: Steve Hoskins #617 LI City Photo: Steve Hoskins Arrived 10/47 ex-PC 1333		#617 Danbury Museum, CT. 05-07-2000 Photo: Jeff Lubchanshy Photo: Steven
#618 1974 Oyster Bay Photo: Tim Darnell Built 05/47 ex-PC 1330	#618 Montauk 07/05/82 Photo: Kevin Gulau					#618 CT Valley Museum RR Essex, CT new NH #1401 paint scheme. I understand it is going in for rebuilding soon, and will be painted another NH scheme! Info/Photo: Tim Darnell 1987
LIRR F-9A, F-7As #619-623	Builder: EMD			PC-7 Class 1950+
#619 St. James c.1980 Photo: Len Torney Built 01/54 ex-MILW 126A:2	#619 Mineola 01/27/1984 Archive/Photo: Kevin Gulau #619 F-9A Morris Park 10/28/89 Photo: Al Castelli			#619 Valley Stream 03-80 Archive: McEnery #619 F-9AWest Hempstead Photo: Steve Hoskins A diesel in electrified territory and at a station where diesel trains NEVER ran, it’s a good chance this was a railfan extra . Info: Dave Keller		SEMINOLE GULF RR (FL) EXCURSION TRAINS #501 9/2003 Info: Tim Darnell
#620 F-7A Oyster Bay 8/01/1982 Photo: Al Castelli Built 12/50 ex-MILW 85A:2				#620 F-7A Oyster Bay 10/06/1985 Photo: Al Castelli #620 F-7A Photo: McEnery		Williamette & Pacific, Albany, OR then scrapped 2005. Info: Tim Darnell
#621 Mill Neck 5/1988 Photo: Kevin Gulau F-7A Built 8/1952 ex-B&O 4599	#621 Port Jefferson 1992 Photo: Joe Saullo			#621 Oyster Bay 8/1982 Recently out shopped Photo/Info: Tim Darnell		#621 Train #4201 from Greenport passes the westbound distant signal for CI, east of Central Islip station. Due for a new coat of paint, the power pack will soon sport the newer blue and white look, minus the red striping. 7/1984 Photo/Archive: Jay Bendersky SEMINOLE GULF RR (FL) EXCURSION TRAINS #502 2001 Info: Tim Darnell
#622 F-7A Oyster Bay 1984 Built 11/1950 ex-B&O #4524 Photo: Tim Darnell	#622 LIST Fantrip in CT. 1996 Photo: Joe Saullo			#622 Port Jefferson 02/07/1993 Photo: M. Louis Archive: Leah Mcenery B&O #4535 (parts), B&O #4524 (LIRR #622) Morris Park 3/1981 Photo: Tim Darnell		To SEPTA #622, At Hydro Power in Bridgeton, NJ for salvage of the HEP unit in 2000. Moved to SEPTA in April 2001 for gel train service. Usually stored in Frazer, PA. Info: Al Castelli Photo: Tim Darnell at SEPTA Yard, Yardley, PA 03/07 on gel run
ex-B&O #4535 c.1982 F-7A at Marshalltown, Iowa prior to move to LIRR as #623 Photo: Jim Sands 1982	#623 F-7A Arrived 3/1983 ex-B&O 4535 Was to be converted in 1983 but never rebuilt by LIRR. Shell reportedly scrapped by LIRR, never put into service. Info: Al Castelli Photo: 03/1983 Tim Darnell at Richmond Hill, note M-1 trucks
NOTES: (1) 600 originally New York Central 1102 built in 1951, then Penn Central 1302, then LIRR 600 03/5/74.
(2) 601-606 were originally Louisville & Nashville 317, 309, 315, 314, 310, 321; then LIRR 601-606 (5/6/71, 6/30/71, 8/4/71, 9/7/71)
(3) 607-610 were originally Western Maryland 303-304, 301-302; then LIRR 607-610 (5/2/72, 6/19/72, 9/23/72, 10/20/72).
(4) 611-614 were originally Spokane, Portland & Seattle 856A-2, 856A-1,866A-1, 858A-l; then SP&S 857, 856, 866, 858; then Burlington Northern 4102, 4100, 4120, 4104; then LIRR 611-614 (8/7/72, 11/27/72, 2/14/73, 3/7/73). 615 was originally Great Northern 442A, then SP&S 864A-1 (4/49), then SP&S 864, then BN 4116, then LIRR 615 (4/18/73). 616 was originally SP&S 860A-1, then SP&S 860, then BN 4108, then LIRR 616 (7/28/73), then LIRR 616 being sold to NY&GL 7375 (07/2008).
(5) 617-618 were originally New York, New Haven & Hartford 0428, 0401; then PCT 1333, 1330; then LIRR 617-618 (4/27/74 - 6/16/74).
(6) LIRR bought a bunch of them, removed the traction motors and set up the engines so they would generate HEP for converted former MU cars to be used in push-pull service. Motive power to make the trains move was usually GP38-2 or MP15AC, though in the early days they still had some C-420's around. In later years, some of the LIRR FA's were rebuilt and the original Alco 244 engines/generators were removed. They were replaced by a "sled" -- a removable engine/generator set -- with a smaller truck-type Detroit Diesel to drive the generator.
(7) 605 at Montauk: In the yards and still visible in Speonk and Montauk along with a few other diesel yards, they had stationary "hotel" power connections where they used to plug in the cars. The standby power receptacles, with a fresh coat of yellow paint, are visible in this photos at Montauk. They were used to plug in the old Parlors in Montauk. Not the "Sunrise Fleet" ones, the earlier heavyweights and their successors. People would spend the night in those cars from what I remember so stand-by power was necessary. In the Storage Yard, they did have 600VDC to plug in consists when needed. It wasn't so much to save on fuel or noise, but to not have to have the inconvenience of having a P-engine of Power Pack to supply power. Info: Jack Deasy
SURVIVING UNITS:
SURVIVING UNITS 2020:
600 is part of the Western New York RHS(?) 601, 602, 611 and 614 owned by Bob Losse, who has leased space on the SMS Rail Lines, Bridgeport, NJ to restore them. 602 Moved under power at SMS Rail Lines, NJ 10/03/2020 Info: Richard Glueck 603 ex-L&N #315 in 1970. Stored (and hopefully restored?) in the Delaware Lackawanna yard in Scranton, PA as #596 604 is restoring as FA L&N 314 at the Illinois Railway Museum 605 is preserved in Nashville, TN 606 was scrapped due to a wreck in 1988 Park Avenue, Huntington grade crossing accident when it struck a backhoe on a trailer that bottomed out on the crossing. Info: Mike McEnaney 607 is now WM 303 and is currently sitting in Barton, MD 608 became power unit 3100 and is now scrapped 609 was scrapped due to a wreck 610 is now at the West Virginia Central(?) 612 was scrapped due to a wreck 613 is preserved in Portland, OR 615 was sold to SEPTA as a work unit 616 New York and Greenwood Lake Railroad, Passaic, NJ. Donated for the Port Jervis Railway Museum. 10/2020 Currently a shell and remains rigged as a power car. 617 is preserved in Danbury 618 is preserved in Thomaston, CT(?)

ex-LIRR #601, 603, 602 Reading, PA Photo/Archive: Bob Losse ex-LIRR #601, 602 Norristown, PA 10/26/1988 Photo/Archive: Bill Mangahas			ex-LIRR #602 SMS Lines shops, Bridgeport, NJ 10/03/2020 Photo/Archive: Bob Losse		ex-LIRR #602 under its own power after 49 years! lSMS Lines shops, Bridgeport, NJ 10/03/2020 Photo/Archive: Bob Losse
ex-LIRR #601 Engineer side 24RL Air Brake 2011 Photo/Archive: Bob Losse			ex-LIRR #601 26FNL Air Brake 2012 Photo/Archive: Bob Losse		LIRR #602 Original Engineer's position Photo/Archive: Bob Losse
ex-LIRR #617 Danbury Railroad Museum 6/23/2018 Photo/Archive: Bill Mangahas			ex-LIRR #617 Danbury Railroad Museum c. 2000 Photo/Archive: Steven Lynch
			FA cab at the Vancouver, Washington diesel shop Photo: James L. Abney		FA cab at the Vancouver, Washington diesel shop Photo: James L. Abney
Here's a picture of the SP&S 857, BN 4102, LIRR 611 taken after it was fished out of the Deschutes River after it went swimming following hitting a rock just south of Maupin, Oregon on the Oregon Trunk Railway. Many years later in September 1971 it had the honor of pulling the LNER 4472 (Flying Scotsman) across part of Montana after the steamer experienced firing problems due to poor coal quality. I rode the 4472 between Pasco and Wishram, Washington and then chased it on the Oregon Trunk to Bend, Oregon. Photo/Research: James L. Abney