LIC yard engine

Before my express bus hits the Midtown Tunnel toll booth in the morning rush, there is always an engine sitting on the Montauk track, east of the Borden crossing and just east of the switch to Hunterspoint. Since the new trainsets, what does the engine do? Doesn't everything that goes in that yard move on its own power?

Dan

The engine is an SW1001 (usually 100, sometimes 107), and it is used to switch trains from track to track. Notably trains which come in to unload passengers in the station, then reverses the train, and switches the train into the yard track. Also the locomotives are used to move cars, or light locomotives around also. These crews which pilot the trains are the most senior that you can get in the LIRR to what I heard.

I'm the LIC Yardmaster and that's my office (trailer) right next to and just west of the engine that you see. The engine could be and usually is the 100 or 107 (two of the more commonly used drill engines employed by the drill crew), but could be a 1500 engine as well.

It's sitting on the "switching lead" , adjacent to the "secondary track" which leads up to the old Montauk branch and will be used anytime there is a drill of any sort in the yard. That can be during our "set overs" of trains that have brought passengers into the LIC platforms whch are in the yard (as opposed to the HPA station). After the passengers detrain we move it over to a non-platform track. That is a majority of the drills.

We also use it when we have to fuel the engines and take them over next to the fuel tanks and then bring them back to their tracks when done which is done most every day. It will also see action if there is a shop car, an add on car or a shopped engine or if Maint. of Equip. needs it moved over to the pit tracks for repairs.

Due to the fact that this is a deserted industrial area it goes back to Morris Park on Friday night. Yes, the most senior crews usually end up here in Long Island City. LIC has become quite the booming town with three new skyscraper apartment buildings going up right now including one at the former Penn RR power plant which sadly has caused the four identifying smokestacks (which are in almost all the LIRR photos of this yard) to come down.

LIC has a big artist community too and probably the best place to have lunch is a former LIRR site which is where the old freight barges used to dock and come onto the LIRR freight tracks. The gantrys are protected NYC landmarks now and the park is true to it's RR history (even kept a section of tracks). There are docks where you can sun and read and one of them has high stools with a high table so you can eat lunch and enjoy a breathtaking view of the Manhattan skyline. You can clearly see the Empire State and the Chrysler buildings as well as the United Nations.

You guys need a new office over there!
It's so sad what they did to the old powerplant, but I guess it's better than tearing it down.

Mike

Its good that you came in for a comment on the stuff at LIC. Yes, on occasion, I do railfan very early in the morning on either a Thursday, or Friday, and its usually between 8 and 9 am. If you spot me, I usually wear my DE/DM30AC jacket loving to take pics there. Its very interesting to see the stuff going on at LIC. Its not the same like it was when the old stuff was here, but still very good never the less.

Hmmm, I always see a guy there around that time and he fits that description. I tend to stay away from him though

Joe

I do like to watch the posts here, but that posting by a supervisor kind of chilled me so I tend to only make generic postings until I retire later theis year.

But I agree that LIC and the immediate surrounding area has a TON of LIRR (and others) history. Way back when I started as a Yardmaster I said to myself that I wanted to retire from here and thankfully that's what I'm going to do. Almost every day I discover some new picture or new story about the RR and this town. Did you know the dynamite used to blast the tunnels caused a major explosion and fire on Vernon and Jackson Aves. which are the Main Streets of LIC?

Yes, there's no more "turning of the engines" anymore or washing the entire yard, but we get em' out on time and can handle with our electrified tracks a diversion or a suspension of service into Penn.

I wasn't here, but these guys were real heroes on 9/11 when the city was evacuated. Shell shocked and covered in gray ash the commuters returned here not realizing there is only rush hour service. Thecrews utilized every set of equipment and grabbed every crew and got these poor people up to Jamaica.

I sometimes work up the road on Vernon at the powerplant and I agree the area is rich in history. I just found out about the Wheel Spur yard. I used to stand in the old float yard sometime before the buildings were built. I wish I would've seen the 'better' days.

Mike

Oh man JT, you didn't have to say that LOL. I still love you though!

I did'nt know about the role L.I.C. played in helping evacuate commuters from Manhattan on September 11. Almost four years later now you still hear these stories of unsung heroes who did their part and then some, like these L.I.C. crews.

Just to answer the question about why the switch engine is used instead of using the DM or DE diesels, here's the reason.

The FRA frowns upon (except in an emergency) using coweled engines for switching duties, since they are very hard to operate in switching service. Hood units provide better visibility and are much easier to switch with.

Jay

Jay,

Would the FRA prohibbit the GP38s from being used in switching movement, as there long hood and even short hood if its high gets in the way of vission

Actually the FRA does not frown on switching with Cowl units it does have rules about switching with any unit not having switcher steps at the corners.
but as long as your switching the train it was coupled to and not do general switching.
No there is no rule for the GP38's.

TITLE 49--TRANSPORTATION

CHAPTER II--FEDERAL RAILROAD ADMINISTRATION, DEPARTMENT OF
TRANSPORTATION

PART 231--RAILROAD SAFETY APPLIANCE STANDARDS--Table of Contents

Sec. 231.30 Locomotives used in switching service.

(a) General requirements. (1) Except for steam locomotives equipped
as provided in Sec. 231.16 of this part, all locomotives used in
switching service built after March 31, 1977, must be equipped as
provided in this section.
(2) Except for steam locomotives equipped as prescribed in
Sec. 231.16 of this part, all locomotives built prior to April 1, 1977,
used in switching service after September 30, 1979, shall be equipped as
provided in this section. Each carrier shall so equip forty percent (40
percent) of such locomotives by October 1, 1977, seventy percent (70
percent) by October 1, 1978, and all such locomotives by October 1,
1979.
(3) Locomotives without corner stairway openings may not be used to
perform any switching service after September 30, 1979 except passenger
car switching service at passenger stations.
(b) Definitions. (1) Locomotive used in switching service means a
locomotive regularly assigned to perform yard switching service.
(2) Switching service means the classification of cars according to
commodity or destination; assembling of cars for train movements;
changing the position of cars for purposes of loading, unloading, or
weighing, placing of locomotives and cars for repair or storage; or
moving of rail equipment in connection with work service that does not
constitute a road movement. However, this term does not include movement
of a train or part of a train within yard limits by the road locomotive
and the placement of locomotives or cars in a train or their removal
from a train by the road locomotive while en route to the train's
destination.
(3) Safety tread surface means that portion of anti-skid surface of
a switching step that actually is contacted by a shoe or boot.
(4) Uncoupling mechanism means the arrangement for operating the
coupler lock lift, including the uncoupling lever and all other
appurtenances that facilitate operation of the coupler.
(c) Switching step--(1) Number. Each locomotive used in switching
service must have four (4) switching steps. (See Plate A)
(2) Dimensions. Each such switching step must have--
(i) On locomotives built after March 31, 1977, a minimum width of
twenty-four (24) inches and a minimum depth

[[Page 433]]

of twelve (12) inches, except when necessary to accommodate the turning
arc of a six-wheel truck and its appurtenances, the inside edge of the
switching step shall have a minimum width of seventeen (17) inches (See
Plate B);
(ii) On locomotives built prior to April 1, 1977, a minimum width of
eighteen (18) inches, and a minimum depth of eight (8) inches;
(iii) A backstop, solid or perforated, with minimum height of
backstop of six (6) inches above the safety tread surface; and
(iv) A height of not more than nineteen (19) inches, preferably
fifteen (15) inches, measured from top of rail to the safety tread
surface.
(3) Location. Switching steps must be located on each side near each
end of a locomotive used in switching service. The bottom step of the
stairway at these locations may also serve as a switching step if it
meets all of the requirements of this section.
(4) Manner of application. (i) Switching steps must be supported by
a bracket at each end and fastened to the bracket by two bolts or rivets
of at least one-half (\1/2\) inch diameter or by a weldment of at least
twice the strength of a bolted attachment.
(ii) Vertical clearance must be unobstructed, except for minor
intrusions created by mechanical fasteners or a small triangular gusset
plate at the platform level walkway, and free for use for at least a
distance of eighty-four (84) inches over a portion of the switching step
that is not less than seven (7) inches deep by eighteen (18) inches wide
on locomotives built prior to April 1, 1977, and of not less than seven
(7) inches deep by twenty-four (24) inches wide on locomotives built
after March 31, 1977.
(5) Material. (i) Steel or other material of equivalent or better
strength and deflection characteristics, anti-skid, safety design,
having at least fifty percent (50%) of the tread surface as open space
must be used.
(ii) When the step material creates a second level safety tread
surface, the maximum difference in surface levels may not exceed three-
eighths (\3/8\) of an inch.
(iii) The safety tread surface must extend to within one-half (\1/
2\) inch of each edge of the step.
(6) Visibility. The outer edge of each switching step that is not
illuminated must be painted a contrasting color. On locomotives built
after March 31, 1977, switching steps shall be illuminated; on multiple-
unit locomotive consists used in switching service, only the front
switching steps of the leading unit and the rear switching steps of the
trailing unit must be illuminated.
(d) End footboards and pilot steps. (1) Except for steam locomotives
equipped as provided in Sec. 231.16, locomotives used in switching
service built after March 31, 1975, may not be equipped with end
footboards or pilot steps.
(2) Except for steam locomotives equipped as provided in
Sec. 231.16, locomotives used in switching service built before April 1,
1975, may not be equipped with end footboards or pilot steps after
September 30, 1978. Whenever end footboards or pilot steps are removed
from a locomotive, the uncoupling mechanism and horizontal end handholds
of the locomotive must be modified to comply with paragraphs (f) and (g)
of this section.
(e) Vertical handholds. Each switching step must be provided with
two (2) vertical handholds or handrails, one on each side of the
switching step stairway.
(1) On locomotives built after March 31, 1977, each vertical
handhold must--
(i) Be constructed of wrought iron, steel or other material of
equivalent strength and durability that is at least one (1) inch
diameter and be securely fastened to the locomotive with one-half (\1/
2\) inch or larger bolts or rivets;
(ii) Begin not less than six (6) inches nor more than thirty-two
(32) inches above the safety tread surface of the switching step; on
units with high snowplows, each must begin not more than thirty-six (36)
inches above the safety tread surface of the switching step;
(iii) Extend upward from switching step surface at least forty-eight
(48) inches;
(iv) Be painted in a contrasting color to a height of at least
forty-eight (48) inches above the safety tread surface of the switching
step; and

[[Page 434]]

(v) Provide at least two and one-half (2\1/2\) inches of usable hand
clearance throughout its entire length.
(2) On locomotives built before April 1, 1977, each vertical
handhold must--
(i) Be constructed of wrought iron, steel or other material of
equivalent strength and durability that is at least seven-eighths (\7/
8\) inch in diameter and be securely fastened with one-half (\1/2\) inch
or larger bolts or rivets;
(ii) Begin not less than five (5) inches nor more than thirty-two
(32) inches above the safety tread surface; on units with high
snowplows, each must begin not more than thirty-six (36) inches above
the safety tread surface;
(iii) Extend upward from safety tread surface of the switching step
at least forty-eight (48) inches;
(iv) Be painted in a contrasting color to a height of at least
forty-eight (48) inches above the safety tread surface of the switching
step; and
(v) Provide at least two and one-half (2\1/2\) inches usable hand
clearance throughout its entire length.
(f) Uncoupling mechanisms. Each locomotive used in switching service
must have means for operating the uncoupling mechanism safely from the
switching step as well as from ground level. No part of the uncoupling
mechanism may extend into the switching step or stairway opening or end
platform area when the mechanism is in its normal position or when it is
operated. (See Plate A)
(g) Horizontal end handholds. Each locomotive used in switching
service must have four (4) horizontal end handholds.
(1) Each horizontal end handhold must--
(i) Be constructed of wrought iron, steel or other material of
equivalent strength and durability that is at least five-eighths (\5/8\)
inch in diameter and be securely fastened to the locomotive with one-
half (\1/2\) inch or larger bolts or rivets;
(ii) Be located not less than thirty (30) inches nor more than fifty
(50) inches above the top of rail with its outer end not more than 16
inches from the side of the locomotive; on units with a high snowplow
that makes normal end handhold location inaccessible, end handhold shall
be located on top of plow blade, with the center of the handhold not
more than fifty-three (53) inches above the top of rail, and be in line
with the slope of the plow blade;
(iii) Be at least fourteen (14) inches long; and
(iv) Provide at least two (2) inches, preferably two and one-half
(2\1/2\) inches, usable hand clearance throughout its entire length.
(2) An uncoupling lever may also serve as a horizontal end handhold
if it complies with the requirements of this paragraph. When an
uncoupling lever also serves as the horizontal end handhold, it is
considered to be securely fastened if its securement brackets are
attached to the locomotive by one-half (\1/2\) inch or larger bolts or
rivets and its movement between those brackets is limited to the
rotation necessary for performance of the uncoupling function.

[[Page 435]]

Talk about history, I remember in the late 1950's, the power or heating
plant at that location was down and the PRR sent three or four L-1 steam
engines that had been converted to burn oil to that location to provide
steam heat. I remember hunting these things down one late fall
afternoon and having a stinker of a time finding them, by the time I found
them, it was too dark for pictures and here they were making steam like
crazy but they had no number plates, headlights, bells etc and the main
rods were removed along with other parts.
After the job was eventually over with, I do not know whether they were
scrapped there or moved out but they certainally were not moved under
their own steam.
I guess it was not really a great afternoon as I could have just gone over
to Jersey City or South Amboy to see K-4's running on passenger trains
but for some reason, I did not do that on this particular day.
Noel Weaver