lirr601May25-71RichGlueck.jpg (56099 bytes)
First photograph of a LIRR push-pull train in revenue service.  
Syosset platform 1:17AM 05/25/71 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


Image2.jpg (141564 bytes) Image4.jpg (145789 bytes) Image5.jpg (95355 bytes)
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 powerpack.jpg (48498 bytes)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

 

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-edition1956-page58.jpg (500721 bytes)
FA2 ALCO Products Inc - Locomotive Cyclopedia 15th Edition 1956, page 58

 

FA2_RobertLHundman-Mainline-Modeler_12-1986-page36.jpg (371977 bytes)
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

lirr600.jpg (81951 bytes)
#600 Info/Photo: Tim Darnell  06/1979 
Built 10/51 ex-PC 3102

lirr600_c.1984Glendale-RogerMcEnery.jpg (80694 bytes)
#600 c.1984 Glendale 
Photo: Roger McEnery
lirr600mcenery-PJeff.jpg (70685 bytes)
#600 Kings Park 08/78 
Archive: McEnery
#600-WESTERN N.Y. HIST SOC., to become NYC-1102
lirr601_experimental-paint_Morris-Park-Shops_5-18-71_GeorgeTurnbul-R.CraigRutherford.jpg (110175 bytes)
#601 Experimental paint scheme Morris Park Shops 5/18/1971  Photo: George Turnbul 
Archive: R. Craig Rutherford
L601-Long Island City.jpg (65762 bytes)
#601 LI City Built 06/56 ex-L&N 317
Photo: Steve Hoskins

FA2-601-Train-Haberman-6-9-78.jpg (73672 bytes)
#601 eastbound  Haberman, LI City 06/09/1978 
Wm. J. Madden photo, Dave Keller archive
lirr601-westbound_Jamaica-Station_9-3-72__R. Craig Rutherford.jpg (138885 bytes)
#601 westbound Jamaica-Station 9/03/72
Photo/Archive: R. Craig Rutherford

lirr601_at SRRofNJ03-25-1995GlennRowe.jpg (88189 bytes)
#601 at SRR of NJ 03/25/1995 Photo: Glenn Rowe
Archive: McEnery

601 Bridgeton NJ 6-06 [tad d].jpg (83128 bytes)
#601 at Bridgeton, NJ 6-06. 
Work will begin on it when 602 is operational. Info/Photo: Tim Darnell
FA2-602-Speonk-6-16-79.jpg (46741 bytes)
#602 Speonk 05/16/1979
Paul F. DeLuca photo, Dave Keller archive
FA 602-Patchogue.jpg (76176 bytes)
#602 Patchogue 
Photo: Steve Hoskins
Built 05/56 ex-L&N 309
lirr602hicksville_lentorneyc1980.jpg (56910 bytes)
#602 Hicksville c.1980
Photo: Len Torney
602 Bridgeton NJ 6-06 [tad d].jpg (88619 bytes)
#602 at Bridgeton, NJ 6-06. 
It just recently got trucks from an Erie Mining
 RS-11 with traction motors. Info/Photo: Tim Darnell
L603-Ronkonkoma.jpg (60638 bytes)
#603 Ronkonkoma 
Photo: Steve Hoskins
Built 06/56 ex-L&N 315
lirr603bayshore08-01-81DG.jpg (69846 bytes)
#603 Bay Shore 08-01-81

lirr603leah.jpg (54046 bytes)
#603 05/08/2001
Photo: Roger McEnery

NYC FA Win Jct 11-11-05 [tad d] big.jpg (175924 bytes)
#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
 
LI 604.jpg (58820 bytes)
#604 1974 Oyster Bay
Photo: Tim Darnell 
Built 06/56 ex-L&N 314
lirr604-618-MorrisPark11-85timdarnell.jpg (73918 bytes)
#604, #618 Morris Park 11-85 retired 
Photo/Info: Tim Darnell
LIRR604-FA_Woodside-Station-1985_B.Myers.jpg (112220 bytes)
#604 at Woodside Station 1985 Photo: Bill Myers
lirr604FA-2UnionIL06-04-08JohnMcCluskey.jpg (59267 bytes)
#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
lirr605-603Obay11-79timdarnell.jpg (162490 bytes)
#605, #603 11/1979 Oyster Bay
Photo: Tim Darnell
Built 05/56 ex-L&N 310
   lirr161_lirr605montaukHEP_PowerReceptacle.jpg (52061 bytes)
#161, #605 Montauk HEP Power Receptacle Photo: Jack Deasy 
LIRR-L605-GreenportAlCastelli.jpg (52947 bytes)
#605 Greenport  c. 1994
Photo: Al Castelli  
606-BayShore.jpg (46707 bytes)
#606  Bay Shore  Photo: Steve Hoskins
Arrived 06/56 ex-L&N 321

lirr606Ronk10-29-78JoeQuinn.jpg (67131 bytes)
#606 Ronkonkoma 10/29/78 Photo: Joe Quinn
Archive: McEnery

lirr606smithtown_lentorney.jpg (63631 bytes)
#606 Smithtown 
Photo: Len Torney
LIRR-L606-HuntingtonWreck-082888AlCastelli.jpg (50856 bytes)
#606 Huntington Wreck 08/26/88
Photo: Al Castelli 08/28/88

lirr606wreck.jpg (53044 bytes)
#606  08/88 Wrecked  Photo: Bobby J. Kasza  Scrapped
WM-FA2-303_Ridgley-Yard-WV_soon-LIRR-607_WilliamBirkholz.jpg (190226 bytes)
WM #303 Ridgley Yard, WV  April, 1971 prior to 
LIRR #607 as of 5/2/72  Photo: William Birkholz

lirr607leah.jpg (65889 bytes)
#607 c. 1970's Photo: McEnery

 

FA 607-Huntington.jpg (81373 bytes)
#607 Huntington
Photo: Steve Hoskins
Arrived 01/51 ex-WM 303

lirr607queensblvd04-13-1984McEnery.jpg (82608 bytes)
#607 at Queens Blvd 04/13/84 Photo: McEnery

lirr607OBay01-19-92KevinGulau.jpg (85093 bytes)
#607 Oyster Bay 01/19/92
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

wm303exlirr607.jpg (76153 bytes)
#607-WRK, To private owner as WM-303 Photo: Lars Byrne, Elkins, West Virginia August 2001
WM-304-FA-2_Hagerstown-MD_5-10-1970_MartyBernard.jpg (99577 bytes)
WM #304 Hagerstown, MD 5/10/70 prior to 
LIRR #608 as of 6/19/1972 Photo:
Marty Bernard

lirr608-WMhorn-Mineola05-76timdarnell.jpg (80315 bytes)
#608 WM horn Mineola 05-76 Photo: Tim Darnell
Built 01/51 ex-WM 304

lirr608-ExperimentalColor-LIC06-79.jpg (58011 bytes)
#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

FA608Sayville03-88JohnFusto.jpg (53741 bytes)
#608 at Sayville Renumbered  to  #3100 Photo: John Fusto 03-88


#608 Farmingdale 1/2008 Photo: Bill Mangahas
lirr3100PJeff-MGLovis12-06-92.jpg (73018 bytes)
#3100 Port Jefferson 
Photo: M. G. Lovis 12/06/92
Archive:  McEnery

lirr3100_09-06.jpg (52226 bytes)
Renumbered #3100, 1991 provided HEP to the C-1 bilevels before the FL9AC's arrived on property.  Photo: Bobby J. Kasza 

3100_BillMangahas.jpg (243775 bytes)
#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.

lirr609Pat09-18-77EM.jpg (68625 bytes)
#609 Patchogue 09/18/77
Built 01/51 ex-WM 301
609-RichmondHill.jpg (51776 bytes)
#609 Morris Park
Photo: Steve Hoskins
lirr-609_Port-Jefferson_1-29-83_KevinGulau.jpg (68223 bytes)
#609 Port Jefferson 1/29/1983 Photo/Archive: Kevin Gulau
lirr609.jpg (236893 bytes)
 #609-SCRAPPED 10/1998
Photo: Bobby J. Kasza
610-LICity.jpg (48863 bytes)
#610 LI City
Photo: Steve Hoskins
Built 01/51 ex-WM 302
lirrSmithtownviaductNW.jpg (79002 bytes)
#610 Smithtown Viaduct NW
lirr610_06-10-06.jpg (89479 bytes)
#610-TO WM HIST SOC., 
To become WM-302, stored 
at Colonie, NY 06/10/2006
Info: Tim Darnell
Photo: Ross Mealey 
bdlx302.jpg (88186 bytes)
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
lirr611Mineola1974timdarnell.jpg (148200 bytes)
#611 Mineola  1974
Photo: Tim Darnell
Built 02/49 ex-BN 4102
FA1-611-Train-4203-West-Medford-7-22-78.jpg (63321 bytes)
  #611 and train #4203 westbound at Medford 0 7/22/78 Wm. J. Madden photo, Dave Keller archive
611-Obay_charlesfreericks.jpg (88402 bytes)
#611 Oyster Bay Branch vicinity of East Williston
Photo:  Charles Freericks
FA-1 611.jpg (93093 bytes)
#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-LICity.jpg (75878 bytes)
#612 LI City Photo: Steve Hoskins
Built 02/49 ex-BN 4100
lirr612-McEnery.jpg (51740 bytes)
#612  Photo: R. McEnery
FIRE, SCRAPPED 1993  
LI 613.jpg (46071 bytes)
#613 1974 Oyster Bay
Photo: Tim Darnell 
Built 12/50 ex-BN 4120
lirr613stjames_lentorneyc1980.jpg (29678 bytes)
#613 St. James c.1980
Photo: Len Torney

lirr613_FA1m_OysterBay04-05-92KevinGulau.jpg (81863 bytes)
#613 Oyster Bay 04/05/92 
Photo: Kevin Gulau

lirr613leah.jpg (72218 bytes)
#613  Port Jefferson 11/13/1994
Archive:  McEnery

lirr613.jpg (50440 bytes)
#613 Morris Park
Photo: Bobby J. Kasza 

lirr613shinnecockcanalBillSkeats.jpg (88271 bytes)
#613 Shinnecock Canal
Photo: William Skeats

 

exLIRR613.jpg (82079 bytes)
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  
lirrr614newKPark1974TimDarnell.jpg (66743 bytes)
#614  1974 Kings Park
Photo: Tim Darnell 
Built 02/49 ex-BN 4104

irr614WGlenHead04-24-73NormanKohl.jpg (57563 bytes)
#614 West Glen Head 04/24/73
Photo:  Norman Kohl
Archive:  McEnery
lirr614republic_09-1985joetischner.jpg (71690 bytes)
#614 Republic Airport Station 09/85  Photo: Joe Tischner
lirr614frankie.jpg (69089 bytes)
#614 Photo: Frankie
Retired Oct. 31, 1999

 

28 614 es Bridgeton 5-13-06 [tad d].jpg (73007 bytes)
#614 at Bridgeton, NJ 6-06. After 611 is completed, 614 will be re-engined.
Info/Photo: Tim Darnell

LIRR614-611roofTAD4-24-04.jpg (84752 bytes)
#614-611 roof/rear shot 04/24/04 Photo: Tim Darnell

615-RichmondHill.jpg (56562 bytes)
#615 Morris Park 
Photo: Steve Hoskins
Built 04/49 ex-BN 4116

lirr612.JPG (56120 bytes)
#615 Photo: Bobby J. Kasza

lirr615hm.jpg (43849 bytes)
This may be the GE Apparatus Shop, N. Bergen, NJ after rebuild. 
Photo: Henry Maywald, Archive: Al Castelli
SEPTA 615.jpg (147356 bytes)
SEPTA #615, making a rare daylight run at Yardley, PA SEPTA station.  Used for leaf trains. Also #622  Info/Photo: Tim Darnell

LIRR-ex-615_to-Durbin-Greenbriar-Valley-RR_CSX freight-Q403_Woodbourne-PA_12-14-18_TimDarnell.jpg (126533 bytes)
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-exLIRR615MOW.jpg (70571 bytes)
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 
lirr616OBay06-76timdarnell.jpg (114978 bytes)
#616 Oyster Bay 06-76
Photo: Tim Darnell
Built 02/49 ex-BN 4108
lirr616-07-1980southampton-jackdeasy.jpg (68764 bytes)
#616 at Southampton 07-1980
Photos: Jack Deasy
lirr616-07-1980southampton-jackdeasy2.jpg (51745 bytes)
#616 at Southampton 07-1980
Photos: Jack Deasy
lirr616ValleyJct-Que08-83JohnScala.jpg (61117 bytes)
#616 Valley Jct.  Quebec 08/83 Photo: John Scala
Archive: McEnery

ex-lirr616_NYGL7375CampbellHallNY.jpg (68732 bytes)
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
lirr617.jpg (37029 bytes)
#617 at Greenport 05/07/1978
Photo: Mike Kubiak
lirr617HuntingtonBillSkeats.jpg (79631 bytes)
#617 Huntington
Photo: William Skeats
FA 617-Patchogue.jpg (73841 bytes)
#617 at Patchogue c. late 1980's
Photo: Steve Hoskins

617-LICity.jpg (68143 bytes)
#617 LI City
Photo: Steve Hoskins
Arrived 10/47 ex-PC 1333

lirr617danburyCT05-07-2000jefflubchanshy.jpg (66840 bytes)

#617 Danbury Museum, CT. 05-07-2000  
Photo: Jeff Lubchanshy

Photo: Steven 
LI 618.jpg (67404 bytes)
#618 1974 Oyster Bay
Photo: Tim Darnell
Built 05/47 ex-PC 1330
lirr618Montauk07-05-82KevinGulau.jpg (86346 bytes)
#618 Montauk 07/05/82 
Photo: Kevin Gulau
  FA 0401.jpg (77773 bytes)
#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+  
lirr619stjames_lentorneyc1980.jpg (64090 bytes)
#619 St. James c.1980
Photo: Len Torney

Built 01/54 ex-MILW 126A:2
619Mineola01-27-84Kevin Gulau.jpg (141804 bytes)
#619 Mineola 01/27/1984 Archive/Photo: Kevin Gulau

lirr619_10-28-89.jpg (56304 bytes)
#619 F-9A Morris Park
10/28/89 Photo: Al Castelli
lirr619valleystream03-80.jpg (56761 bytes)
#619 Valley Stream 03-80
Archive:  McEnery

619-WestHempstead.jpg (58924 bytes)
#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 09/2003 Info: Tim Darnell

lirr620_08-01-82Obay.jpg (43875 bytes)
#620 F-7A Oyster Bay 08/01/82 
Photo: Al Castelli 

Built 12/50 ex-MILW 85A:2

  lirr620_10-06-85.jpg (40157 bytes)
#620 F-7A Oyster Bay 10/06/1985 Photo: Al Castelli

lirr620McEnery.jpg (72587 bytes)
#620 F-7A  Photo: McEnery

Williamette & Pacific, Albany, OR  then scrapped 2005. Info: Tim Darnell

lirr621_05-88MillNeck.jpg (76165 bytes)
#621 Mill Neck 05/1988
Photo: Kevin Gulau
  
F-7A Built 08/52 ex-B&O 4599

lirr621portjeff1992joesam.jpg (44568 bytes)
#621 Port Jefferson 1992
Photo: Joe Saullo
lirr621new.jpg (104525 bytes)
#621 Oyster Bay 08/1982  Recently outshoped.
Photo/Info: Tim Darnell 
SEMINOLE GULF RR (FL) EXCURSION TRAINS #502 2001 Info: Tim Darnell 
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#622  F-7A Oyster Bay 1984 
Built 11/50 ex-B&O #4524 
Photo: Tim Darnell

 

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#622 LIST Fantrip in CT. 1996 Photo: Joe Saullo
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#622  Port Jefferson 02/07/1993
Photo: M. Louis
Archive: Leah Mcenery

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B&O #4535 (parts), B&O #4524  (LIRR #622)  Morris Park 03/1981 Photo: Tim  Darnell

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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

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ex-B&O #4535 c.1982 F-7A at Marshalltown, Iowa prior to 
move to LIRR as #623 Photo: Jim Sands 1982
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#623  F-7A Arrived 03/83 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 Illinois Railway Museum Union, Il 10/03/2020 Photo/Archive: Bob Losse
 


ex-LIRR #602 under its own power after 49 years!  Illinois Railway Museum Union, Il 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
 
 
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FA cab at the Vancouver, Washington diesel shop
Photo: James L. Abney
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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