LIRR Motive Power Review

Baldwin VO-660 Numbers Built Serial Heritage Class 403 10/1945 71578 New BS-6 (B= Baldwin, S= Switcher, 6=660HP)		VO-660 in original color scheme without white pilot #403 Hunterspoint Ave, LI City 7/1948 ( George E. Votava photo, Dave Keller archive) LIRR #403 Baldwin VO-660 Morris Park 1946 Archive: Jim Gillin
Baldwin DS4-4-660 Numbers Built Serial Heritage Class 409-412 5/1948 73628-73631 New BS-6A (B=Baldwin, S= Switcher, 6=660HP, A=?)		Baldwin DS4-4-660 #410 in original color scheme with white pilot added - Morris Park Shops yard, Jamaica, NY - 4/16/50  (George E. Votava photo, Dave Keller+ archive)
Baldwin DS4-4-1000 Numbers Built Serial Heritage Class 450 4/1948 73612-73631 New BS-10AC (B= Baldwin, S= Switcher, 10= 1000, A=? C= Speed Control)		Baldwin DS4-4-1000 #450 in original color scheme with white pilot - pulling freight eastbound through Hicksville, NY - 7/25/52 (George E. Votava photo, Dave Keller+ archive)
General Electric 44T Numbers Built Serial Heritage Class 400 12/1950 30854 New GS-4 (G= General electric, S=Switcher, 4-400HP) Note- Headlight number board/visor		LIRR #400 03/1952 Archive: Dave Keller
The westbound Patchogue-Babylon RPO run was routed to track #4 at Jamaica and dropped the RPO car. LIRR GS4 #400 is waiting in the yard east of the station and closes in on the car, couples and shoves it to the west end of the yard west of the station, where it can then proceed back eastward to the Advance Yard and the Mail Dock.   June, 1955 view SW.  "JAY" tower in right background.  Loco is still sporting Tichy scheme, but it's well-weathered. Photographer unknown. This 44-ton locomotive was built by General Electric (builders number #30854) in December 1950 for the Long Island Railroad for use in the Morris Park Shops as a shop switcher.  It was numbered #400 and was the only GE 44-tonner owned by the LIRR. Photos in “Diesels of the Sunrise Trail”, by John Scala, indicate that the basic color was gray. The locomotive was sold in August 1963 to H C Lewis, a scrap dealer, who died before the locomotive could be resold.  His estate sold it to William R Whitehead, Consulting Engineer, of Whitehouse, NJ, who in 1965, sold it to the Black River & Western RR.  Stephen D Bogen purchased the 400, in 1969, for use on the Connecticut Valley RR in Essex, CT.  The Valley RR eventually purchased the unit outright. The locomotive arrived in its BR&W green and yellow paint.  In 1971, it was repainted a dark B&M like red with yellow “Connecticut Valley” lettering on the hood.  During the late 1970’s, the cab was painted black, and the hoods orange and the unit was renumbered #0800. For a short time during 1973, the locomotive was loaned to Electric Boat’s Groton Works while their 44-tonner was having its engines overhauled. With the proceeds from this lease, the Valley overhauled its unit. It appears that one New Haven Railroad 44-tonner is still in existence and in use at the Tilcon Quarry in Wallingford. Research: Rich Cizik  http://www.cteastrrmuseum.org/ghost2002-03.htm GE 44 tonner #0800 Tilcon Quarry Railroad - ex-LIRR #400		LIRR #400 Morris Park Shops 9/27/1955 Photo/Archive: Art Huneke GE-44 #400 Morris Park 10/31/1963 Photo: Bill Rugen Archive: Mike Boland Connecticut Valley RR #400 July 1972 center cab 44 tonner  at Essex CT. Photo: Joe Raymond
General Electric 25T Numbers Built Serial Heritage Class 397 3/1956 32628 LILCO GS-1 398 5/1958 33030 New GS-1 399 8/1958 33375 New GS-1 (GS= GE Switcher, 1=150HP) LI 397 has a single chime Leslie #RS44 horn on the cab roof and bell mounted on top of the hood. 398 & 399 have air whistles mounted on the cab and bells on the chassis. 399 was modified to have Automatic Air Brakes (brake stand from an M1). 397 also has automatic air but it is unknown if it was LIRR who added it.  All modified to have steps on the engineer side to access the engine doors.		LIRR #397  Morris Park 1956
	LIRR #398  Morris Park Shops Archive: Mike Boland	LIRR #399  Morris Park transfer table LIRR #398 Morris Park Roundhouse 10/1996
Fairbanks-Morse H15-44 Numbers Built Serial Heritage Class 1503 2/1949 15L14 FM Demonstrator FGP-15SC (F= Fairbanks Morse, GP= General Purpose, 15=1500HP, S= Steam Generator, C= Speed Control) Rebuilt by LIRR to 1600HP and classed with the rest of the H16-44s.  FM H15-44 #1503 (ex-FM demonstrator), equipped with AAR Type B trucks (the type normally found under Alco units).  This unit also fuel tank skirting.		FM H15-44 demonstrator #1503 and LIRR train at Bethpage, NY - 5/14/50 (George E. Votava photo, Dave Keller+ archive)
Fairbanks-Morse H16-44 Numbers Built Serial Heritage Class 1501-1503* 10/1951 16L373, 16L407 New FGP-16sc 1504-1509 10/1951 16L408-16L413   FGP-16msc (F= Fairbanks Morse, GP= General Purpose, 16=1600HP, M= MU, S= Steam Generator, C= Speed Control) *Note: 1503 was originally classed as FS-15A. When they updated the prime mover it was re-classed to FGP-16sc. Originally had body mounted handrails, later modified with walkway mounted ones. All were equipped FM standard trucks. Early Body/Square Window Cab w/Body Mounted Handrails (Grey/Brunswick Green/Red pilots) Early Body/Square Window Cab w/Sill Mounted Handrails (Gray/Orange) All have 3 chime Nathan-Air chime M3R1 mounted on hood directly in front of engineer window.		FM H16-44 #1505 Ronkonkoma 1957  (J. P. Krzenski photo, Dave Keller+ archive)
Fairbanks-Morse CPA-20-5 Numbers Built Serial Heritage Class 2001-2008 6/8-1950 21L331-21L338 New FP-20SC (F=Fairbanks Morse, P= Passenger, 20=2000HP, S= Steam Generator, C= Speed Control) All had 5 axles. A-A,  A-1-A configuration 3 chime Nathan-Air chime M3R1 mounted on top of cab.		FM CPA20-5 #2005 Wye Ronkonkoma 1957 (J. P. Krzenski photo, Dave Keller+ archive)
Fairbanks-Morse CPA-24-5 Numbers Built Serial Heritage Class 2401-2404 10-1951 24L497-24L500 New FP-24SC (F=Fairbanks Morse, P= Passenger, 24=2400HP, S= Steam Generator, C= Speed Control) All had 5 axles. A-A,  A-1-A configuration 3 chime Nathan-Air chime M3R1 mounted on top of cab.		FM CPA24-5 #2401, CPA20-5 #2008, Steam  Port Jefferson 1952   (W. J. Edwards photo, Dave Keller+ archive)
Alco S1 Numbers Built Serial Heritage Class 404-406 6-1946 74434-74436  All New AS-6 407 6-1946 73906   AS-6 408 7-1946 73911   AS6-M 413-420 6/7-1949 76738-76745   Note 421 7-1949 76327   AS-6 (A= Alco, S= Switcher, 6= 660HP, M= MU able, C= Speed Control) Note: Classed as AS-6: 413,414,418-421, AS6-MC: 415,416 (Speed Control Equipped), AS6-M ,417 Alco S1s feature narrow front radiators as well as Alco Blunt trucks. All were powered by 660HP McIntosh & Seymour 6-539 diesel engines.		LIRR  #421 11/28/1965 Photo: Bill Rugen
Alco S2 Numbers Built Serial Heritage Class 439 12/1948 76514 ex D&H 3025 AS-10M 440 11/1948 76199 ex D&H 3020 AS-10M 441 12/1948 77516 ex D&H 3027 AS-10M 442 11/1949 77820 ex D&H 3030 AS-10M 443 12/1947 75551 ex D&H 3013 AS-10 444 09/1944 72749 ex D&H 3001 AS-10 445 05/1945 73359 ex D&H 3003 AS-10 446-449 12/1949 Serial #77831-77834 New AS-10C** 451-460 12/1948 76519, 76572-76580 New AS-10C (A= Alco, S= Switcher, 10= 1000HP, M= MU able, C= Speed Control) **Note: Classed AS-10: 446-447 The S2s feature a wide front radiator section as well as AAR type trucks. -The exhaust stack is square, unlike the round one of the S1. All were powered by 1000HP McIntosh & Seymour 6-539 prime movers. LIRR received there S2s from Alco in different lots. Note there is no 450, which was taken up by a Baldwin.  Units 446, 447, 448, 449, 452, 455 had the options for snowplows. The units from D&H were purchased in 1963-64. These units have round marker lights; "crab eyes". Note that 450 was the first followed by 451-460. When the D&H units arrived they numbered down from 451.		LIRR #456 builder photo 1/1949   LIRR #441 Yard A view north

LIRR #467 Tichy paint scheme builder photo	RS1 #462 in original color scheme - Sunnyside Yard, L. I. City, NY - 2/26/49  (George E. Votava photo, Dave Keller+ archive)
The "as delivered" color scheme of those units was black.  Nose was black with a small road number offset.  Also, the lettering of "Long Island" was Dulux Penn Roman style just like the passenger cars of the era when they had the Tuscan Red car body.

(A= Alco, GP= General Purpose, 10= 1000HP, S= Steam Generator, M= MU able, C= Speed Control)
Note:  LIRR 465 classed as AGP-10MSC

(No idea why it skips 76221, and I cant find an Alco 76221, anyone care to explain this?)

RS1s to put it bluntly look like an S2 with a short hood on a longer frame.  RS = Road Switcher designation
The fuel tank is located under the cab thus the filler and sight glass are on the side
Battery boxes were under the side sill between the trucks. 
All have General Steel Casting -B trucks (aka “Alco Trucks”). 
They came with the original single chime horn mounted in front of the cab but were soon equipped with 3 chime Nathan-Air chime M3R1 horns mounted in front of the fireman’s side. 
466-469 were equipped with MU capability and Steam Generators. 
All were powered by 1000HP McIntosh & Seymour 6-539 prime movers. 
They had a riveted body with a square fan shroud.

The RS2s feature a welded car body, also like the RS1 the fuel tank under the cab. 
The RS2s have a round radiator shroud. 
Horn was a 3 chime Nathan-Air chime M3R1 mounted in the center front of the cab.
Both had Automatic Speed Control and Steam Generators. 
LIRR added screen covers to the radiator sides. 
Both arrived in 1962. 
They had a 1500HP Alco12-244. 
A third RS2 was purchased but returned to the D&H after a serious electrical fire.

LIRR #1558 Morris Park  Photo: Steve Hoskins

RS3 #1553 pulling train eastbound through Great River, NY - 1969  (J. P. Krzenski photo, Dave Keller+ archive)

RS3s also have a welded car body with the fuel tank now under the chassis between the trucks. 
All have General Steel Casting B trucks (aka “Alco Trucks”). 
Powered by a 1600HP Alco 12-244 prime mover. 
Horn was a 3 chime Nathan-Air chime M3R1 mounted in the center front of the cab.
Units 1551, 1552 and 1558 had snowplows.

LIRR #200 Archive: Alco Industries

(A= Alco, GP= General Purpose, 2000= 2000HP, S= Steam Generator, M= MU able, C= Speed Control). ( L stood for Locomotive, 2=2000HP ) (later re-classed as L-1)

These locomotives arrived to coincide with the opening of the 1964-65 New York World’s Fair, at Flushing Meadow, Queens. The “swoop” paint scheme indicated a nod towards the modernity of space age. As these locomotives arrived, the ageing Fairbanks Morse fleet was retired and traded in to ALCO for components value.

Here is where the fun begins:
-200-203 were delivered with 900 gallon water tanks and 1100 gallon fuel tanks (flat side). They were rebuilt after delivery with 1900 gallon water tanks and 1000 gallon fuel tanks, rest of the order (204-207, and all C420s following) were delivered with this type of tank (round side).
-200-221 were delivered from Alco with out smoke deflectors on the sides, but were modified by LIRR to include them. 
-200-209 had footboard pilots, 210-221 had plows. 
All had: gearing for 80MPH (64:19 gearing), Vapor 21-OK4653 steam generators and have General Steel Casting B trucks (aka “Alco Trucks”).
-Intakes modified with an external air filter later on.
-Horn was s 3 chime Nathan-Air chime M3R1 mounted on engineer side on a steel flat stock bracket. 
-All had standard Alco class lights on hood ends. 

LIRR #224 Holban Yard

-All delivered with 1900 gallon water tanks and 1000 gallon fuel tanks.
-All had Hi-Adhesion trucks. 
-Automatic Speed Control mounted in a box on the fireman side short hood walkway. 
- Intakes modified with an external air filter later on.
-Horn was s 3 chime Nathan-Air chime M3R1 mounted on engineer side on a steel flat stock bracket. 
-Delivered with standard Alco class lights on the hood ends, but were modified by the LIRR to have a pair of red marker lights on the long hood end. 
-They were geared for 84MPH (79:24)

* LIRR FA Roster These engines were rebuilt by General Electric in North Bergen NJ. They were rebuilt to provide constant 650V hotel power and cab controls only, thus they had no traction motors. 

LIRR #602 Patchogue, NY

-They came with the typical LIRR Nathan Air chime M3R1. 3 out of 4 were replaced by K5LA around 1985-86, and 620 got the P5 Nathan (Same as the E60 and original horns on the MP15AC), and after that 619 followed.  621, and 622 did remain K5LA, and 619, and 620 had the P5 Nathan. Info: Neil Feldman
-In 1989 some units had Detroit 12-71T generator sets installed in place of the Alco 244 prime movers. At this time the side grills were plated over. Units with a * kept there 244 until retirement. 
-608 had its cab cut off and were converted into a HEP sled numbered 3100. 
-Over time small modifications were made such as addition of marker lights on the nose, different MU boxes and filling in of the Alco headlight. 

They were classed as follows: 
-PC-6: 600-618 (PC= Power Car, 6=?)

The EMD’s started to arrive on the property in 1976 to replace the L1s as well as switchers to replace the aging fleet of Alco power. 

*Classed as  E10Ms ability to MU with electric trains as protect power. 
-The SW1001s were delivered with single chime Leslie #25 horns mounted in front of the cab. This has since been changed on some units. 
-Trucks were AAR B switcher trucks. 
- EMD added marker lights to hood and cab ends. 
-Most, if not all have holders for a compromise coupler. 
-These were delivered with no MU capabilities (since modified on some). 
-102 & 104 modified for use as “Harold Protects” with M1 control stands and pin couplers on the cab end only. 
-4 hole SP style jack pads. 
-Some have rear lower left window plated over.

(E= EMD, 15=1500HP)

LIRR #150 Oyster Bay, NY

-The MP15ACs were delivered with Nathan P5 horns, since changed to K5LA’s. 
-Trucks are Bloomberg M’s. 
-EMD added marker lights on each end. 
-These were delivered with MU control. 
-Speed control located on walkway in front of the cab on engineer side. 
-Rock pilot plows on front, weed cutters on rear. 
-The intake screens were modified by the LIRR. 
-Some have rear lower left window plated over. 
-4 hole SP style jack pads.
-167 had hump creep control added. (Slow-speed control for use on the hump at Yard A, LI City) Switched to 150 when converted to provide hotel power. 
-161-172 modified to provide hotel power. 

(E=EMD, 20=2000HP)

LIRR #252 Morris Park  Photo: Tim Darnell

-All have 81" nose. 
-Marker lights recessed in square opening. 
-251-256 were delivered with square air filter boxes, LIRR changed them to angled, remainder changed by EMD. 
-Chicken wire radiator grills. 
-3200 gallon fuel tanks. 
-Trucks are Bloomberg B’s. 
-Rock pilot plows on front, weed cutters on rear. 
-Hybrid style switching step wells. 
-4 hole SP style Jack pads. 
-Delivered with Leslie RS-3L horns, swapped over the years to different types. 
-266 and 259 were modified with Pin couplers to operate with the C1’s. They also had modified electric gear. 

(E=EMD, 20=2000HP)

LIRR #273 LI City Hunterspoint  

-All have 88" nose. 
-Marker lights mounted on “bug eye” brackets. 
-Delivered with angled air filter box. 
-Corrugated radiator grills. 
-3200 gallon fuel tanks.
-Trucks are Bloomberg B. 
-Rock pilot plows on front, weed cutters on rear. 
-Standard staircase type step wells. 
-Delivered with Leslie RS-3L horns, swapped over the years to different types. 

(PC=Power Car, 7=?)

LIRR #619 West Hempstead 
Photo: Steve Hoskins

-All had Detroit 12-71 Gensets, but were replaced with Cummins to provide the 
650V DC power. Like the FA’s, none had traction motors. Morris Park did all the 
conversion work. 
-A 5th F7 was purchased, B&O 4535. It was to become LIRR #623 but it never 
materialized and was parted out and scrapped. 
-All had Nathan Air chime M3R1s originally; some were later changed to Nathan 
K5LA’s.
-619 had a horizontal front headlight, the rest were vertical. All side grills were 
plated over. 
- The noses received red marker lights as well as the nose doors welded shut. 

LIRR #302 Port Jefferson 11/1998 
Archive: Dave Keller

The FL9s were rebuilt in 1991 by Republic Locomotive Works into FL9ACs to run on 
LIRR over riding 3rd rail and Diesel power. They were specially equipped to run with the 
C1 passenger cars. 

EMD  DE30AC Numbers Built Serial Heritage Class 400-422 1998 936423-1 to 936423-23 New ? -Classification unknown. -Powered by a 3000hp 12-710.  -Originally had horns on roof but were moved to above cab.	LIRR DE #411  Photo: Paul Strubeck	DE30AC Operation Manual - 2nd Edition Road Numbers 400-422 November 1998
The LIRR limit for a single DE/DM30 is six C3 cars. Any train that operates with seven or more C3 cars is double-headed with DE/DM30s on both ends. All C3 trains regardless of length that operate into Penn Station must run with two DM30s. Two R/T from Port Jefferson and two R/T from Speonk weekdays are two DM30s with eight C3 cars each. The one Oyster Bay through weekday round trip is four or five C3 cars with the two required DM30s. Info: Mike McEnaney
EMD  DM30AC Numbers Built Serial Heritage Class 500-522* 1999 956623-1 to 956623-23 New ? -Classification unknown. -Powered by a 3000hp EMD 12-710.  -Originally had horns on roof but were moved to above cab.  -3rd rail pick-up shoes mounted on trucks.	LIRR DM #511 Schenectady, NY  Photo: John Mech Archive: Paul Strubeck	LIRR DE30AC/DM30AC Locomotive Operator's Manual cover - 3rd Edition Archive: Steve Melrose
	EMD  DE30AC/DM30AC Ad Flyer Archive: Bob Bender
The LIRR ordered DE's numbered 400-422. Unit #423 is recalcitrant DM #507 decided it didn't like switching from "D" mode (diesel mode) to "E" mode (electric mode). So the LIRR finally gave up and took off the third rail contact shoes and it became a DE...next number in order...423.  Note: #503 lost in a fire. Ttrain's magazine, a while ago, show #423 in Jamaica with the photo taken looking down on the train...what is the one unusual feature? They forgot to take the 507 off the engine behind the horns...you can still see it there today, but you need to be on stairs or some tall structure looking down on it from an angle. Info: Robert Myers

Many thanks go to Chris Soundy and Kyle Mullins for helping with specific roster notes and details.  Roster information from: Diesels of the Sunrise Trail by John J. Scala, ALCOs Century Series by Withers Publishing, www.TheDieselShop.us, The unofficial EMD homepage, LIRR clearance chart books, The Bridge Line Historical Society, Steve Lynch/Dave Keller's www.trainsarefun.com Phil Goldstein's Build Records and anyone else who helped with this. Author: Paul Strubeck