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#200-204 were delivered without the smoke deflectors (and with smaller fuel/water tanks). The deflectors were added by the LIRR on these units, and the rest were delivered with them. I'm not sure if they were the same design on the L1s & L2s. I've never seen detail shots of those on the L1s, but it would make sense
as Alco used the same design. (The tanks were also modified by the LIRR to the larger capacity ones with the familiar bulge on these initial units.)
Info: Al Castelli "Diesels of the Sunrise Trail" Author : John Scala page 44. "... #200 12/1963.....modified by Morris Park... #207 (built 2/1964) "...the 207 has the deflectors at the top of the long hood to keep smoke away from the cab.." Photo: 11/01/1967 John Scala text..." Folks: Based on all the above: 1. Smoke deflectors 2. Added by Morris Shops 3. Not a standard Alco option 4. Not employed by other railroads 5. Perhaps, didn't work that well, thus no further use by LIRR or any other railroad in USA 6. Due to LHF (long hood forward), a stop gap that perhaps failed... Steve Lynch First thing, my understanding is that running the locomotives LHF was a company preference, not a safety decision. According to copies of documents from ALCO I have, the short hood of the Century (Cxxx) and Road Switcher (RSx) series was touted as being equally protective in a head-end collision. I am not sure I completely buy into this, so it is possible that the LIRR did not either, but I was under the impression that the influx of steam-era guys in management and engine service influenced the decision to have the C420 set-up for LHF operation. Second, I am 90% sure that the LIRR added the smoke deflectors. ALCO did not intend these to be used as commuter engines; the smoke kicking up at the start of a freight run was not a huge inconvenience, but when the engine would be revved up dozens of times from a dead stop on just one run on the LIRR, it became unbearable in the cab. To paraphrase what a former employee told me, the LIRR saw the deflectors as the quickest solution to the smoke problem. It wasn't a huge help at start-up because of the reasons Al states, but it was enough to lift a fair amount of smoke up and over the cab and make the situation manageable. Info: Kyle Mullins |
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Alco’s 200 though 221 |
In June of 1963, the American Locomotive Company, better known as ALCO, began to build the Century 420 locomotive in their assembly plant in Schenectady, New York. The C-420, as it was called, was very similar to the layout and designs of predecessor engines, such as the RS-I1, RS-32 and RS-36. However, the C-420 was of the new Century-styled, central air intake design. The long hood seemed noticeably longer when compared to other RS (Road Switcher) engines. This was because the various car body filters were replaced by a centralized air system intake near the cab. This allowed the famous ALCO radiator shutters to be replaced by a smaller fixed air intake at that same spot. These engines were built with 12 cylinder 251c prime movers, and came in two distinct models, with various options. The C-420 was available in both high and low nose short hoods. The reason for the high short hood was to provide space for a steam generator. Both the Long Island and Monongahela Railroads had the high nose option for steam generators. The Norfolk & Western ordered the high nose hood version as well; however, they were not equipped with a steam generator. Their reasoning was simply for crew safety. Some railroads, such as N&W and Southern, believed the high nose short hood gave the crews a safer buffer in case of a grade crossing accident or other mishap. Orders for low nose C-420's included such railroads as the Union Pacific, Piedmont & Northern, Lehigh & Hudson River and Lehigh Valley. The low nose was used due to the fact that a steam generator was not necessary and would provide better visibility for the entire crew. Of the 129 units that ALCO built, 127 were for domestic railroads. Two were built for Mexico. In 1963, the Long Island Rail Road went shopping for new motive power. The C-420 was the railroad's choice. However, the LIRR decided to lease the engines from ALCO, rather than buy them. These units were numbered 200 -221. When the units arrived on the property, they were painted gray and orange, more commonly referred to as the World's Fair paint scheme. When delivered, engines 200 through 203 had a 900 gallon fuel tank and an 1,100 gallon water tank. The Morris Park shop crews removed and replaced the tanks with 1,000 gallon fuel tanks and 1,900 gallon water tanks. Before 204 or 205 were delivered, the LIRR had ALCO remove the smaller tanks and replace them with the larger tanks. All subsequent engines were built with the larger tanks. It is also interesting to note that engines 210 through 220 were equipped with snow plows on the pilot of the long hood. ALCO denoted the model of these engines as C-420, and was classified as AGP-20msc. What does this mean? AGP stood for ALCO General Purpose unit. The 20 after the dash meant 2,000 horsepower. Msc meant it was capable of being MU'd (used in multiple units), and had a steam generator with speed control; hence the classification. The MTA LIRR, however, re-classed them as L-l's in 1968. The L-l's saw service in almost every aspect of LIRR operations. Passenger and freight trains alike were pulled by these engines. From crack passenger trains like The Cannonhall, working the Silver Streak to Smithtown, to working the Patchogue to Babylon Scoot, these engines fit the bill. From local freights and road jobs, to switching Kings Park, Central Islip and Pilgrim State Hospitals, the Centuries always seemed to come through. In 1968, the LIRR needed additional motive power. Again, they went back to ALCO and this time purchased eight more C-420's. This order was placed by a different parent company; the MTA. With the LIRR no longer under control of the Pennsylvania Railroad, the Metropolitan Transportation Authority, or MTA, purchased the new engines. The MTA made their presence known when the engines showed up at Morris Park. Instead of the familiar gray and orange livery, the second order arrived in the New York State colors of blue and yellow. Not just regular blue and yellow, but pastel blue and yellow. I remember when I first saw them I hated those colors, but later I grew to like them. Not many people did like the colors, in particular railroad management. Eventually, the colors were subdued and the entire fleet of Alco’s were painted in this newer scheme. Alco’s 222 though 229 were classified as L-2's. These engines had a 79:24 gear ratio, as compared with the 64: 19 gear ratio of the L-1’s. The reason the MTA chose a different gear ratio was because the LIRR was hoping to get other freight contracts that were to be exclusively handled by these engines. In particular the LIRR was a contender to haul trainloads of sand from Bridgehampton. The idea never materialized and the L-2's were placed in service throughout the island. The C-420's served the LIRR and its customers well. However, the engineers never seemed to like them. They complained the engines were noisy, dirty, rough riding, had smoke-filled cabs and the long hood would sway back and forth on the rails too much. I think that sounds great to me, everything an ALCO should be. But then I didn't have the honor of running a C-420 for a living. Some people just have all the luck! Copyright 2004 by Rich Gorddard Article cannot be used without written permission of the author. |
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 C420 #200 Jamaica |
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 C420 #205 Jamaica |
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 C420 #206 Oyster Bay |
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 C420 #207 LI City Collection: Dave Keller |
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 C420 #208 Morris Park Collection: Dave Keller |
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 C420 #210 Morris Park
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All photos Steve
Hoskins unless noted.
The GP38-2 units arrived
in blue and white. After a short while on
the property, the red was added, due to the bicentennial (1776-1976) plus
a special, bicentennial logo. After the bicentennial
was over, they reverted back to blue and white. Info: Dave Keller
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