Zip Cars

Discussion of the past and present operations of the Long Island Rail Road.

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Re: Zip Cars

Postby ConstanceR46 » Mon Aug 13, 2018 9:56 am

I believe that is what did them in; the 2nd gen ACMUs were similar yet didn't need to be compatable and served til' 2004.
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Re: Zip Cars

Postby jhdeasy » Fri Aug 31, 2018 9:08 pm

4behind2 wrote:Many Engineers from the 1960's and mid 1970's will testify braking a passenger train with cars of disc brakes and cast iron brakes and spotting the cars at stations was an art form.

This gives rise to a question about LIRR passenger cars equipped with disc brakes versus tread brakes.

All of the P72 and P75 cars, both diesel hauled and electric MU built by Pullman, were tread brake cars.

The fleet of lightweight cars acquired from various railroads for parlor car service were tread brake cars, except for the two UP club lounge cars by ACF and the two EL tavern lounge observation cars built by Budd, which were disc brake cars.

All of the heavyweight parlor cars were tread brake cars.

The fleet of lightweight coaches acquired from BAR, B&M, FEC, PC (former EL), KCS and NYC were tread brake cars, except for twelve of the KCS coaches which were built by ACF and Pullman as disc brake cars.

Thus it appears that during the 1960s thru 1990s, LIRR had only 16 locomotive hauled lightweight passenger cars that were disc brake cars.

What of the M-1, M-3 and M-7 Metropolitan series cars? I see tread brake shoes in some photos that show truck detail clearly. Were they tread brake only, or were they possibly dual tread and disc brake?
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Re: Zip Cars

Postby kro52 » Sat Sep 01, 2018 7:39 am

These cars also were also equipped with dynamic brake thus the problem with braking came when they converted the cars to diesel hauled service and traction mtrs were removed. The TBU's were not designed for use without dynamic brake.
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