Coach #2953 sealed ends

BAR #69 with coach 2953 sealed ends - Greenport 1973 Dan Marra, Sr. photo

What's the story with the sealed ends, and did it work?

A bit more information, BAR #69 came to the LIRR in Spring of 1974, that summer a former KCS coach, was used as a one car train, before it was two P-54 D's, the change over was in early 1974, then in July '74 a BAR Engine was assign to this job, the Precisions join in also, in late 1974 or early 1975, the LIRR converted T-72 # 2959 to a coach for this job with panels for help keep the car warm, ride a 2700, 2800 or 2900 the front end was cold and breezy, the only P-72 the only I know to have this done, need to cheek my slides to confirm this.

Steve - Good DM picture of the single-car Ronkonkoma-Greenport weekday Scoot in Greenport w/BAR #69
The single car Ronkonkoma-Greenport Scoot ran between June 26, 1972 to June 30, 1981 (9 years)
Engineer Charlie Read (note spelling error) is in the photo...

Does anyone have a photo with a better angle showing P72 #2953 with the end vestibules plated over?

Charlie Read was back in the middle 1970s LIRR Engineer #1 on the seniority list with this assignment:
Crew #55 (LIRR ETT Crew Book from 1976)
202-Leave Ronkonkoma 10:13 - Arrive Greenport 11:37 AM
211-Leave Greenport 3:11 - Arrive Ronkonkoma 4:27 PM
Relief Days - Saturday and Sunday

There was an article in the September 1991 issue of the LIST-NRHS Semaphore titled - (Page 8)
"The Long Island Rail Road: One Families Tradition" about Charlie Read's Father - Walter H. C. Read (1876-1953)
The article mentions that Charles B. Read (Born March 25, 1917) followed in his Father's footsteps to the LIRR...
Hired in December 1936 - Fireman June 26, 1937 - Engineer April 9, 1943...
Charlie Read had 41 1/2 years in Engine Service retiring on June 30, 1977 from the LIRR.

The nine-year operation of the single-car weekday Ronkonkoma-Greenport Scoot was one of the
most obscure - and most interesting - trains operated by the LIRR in their long history...MACTRAXX

]Here is a better view of the Car, you can see the seal end plate of 2959 ( I sticking to this number) I took this photo, I got a 8MM movie of # 2959 taking on Veterans Day 1975, Mr. Reed the Engineer love to have his picture taking, he dislike Alco's loved EMD's and drove a Chevy El Camino, Mr. Reed was a proud Veteran of the U.S. served in WW 2 and took no mess from no one, I miss him, he was funny, often off-color, MACTAXX I glad you join in.

i think the panels were primarily to reduce dust intrusion into the car?

On 11/26/1976, leased PNCX (Precision National Corp) GP9 #980 (EMD, 12/1955, s/n 20833) and "blanked-end" P72 2959 (Pullman-Standard, 2/1956) are operating #211 (GPT-RON), the weekday Greenport Scoot. Archive: Mike Boland

nyandw wrote: ↑Sat Feb 19, 2022 9:44 pm
BAR #69 with coach 2953 sealed ends - Greenport 1973 Dan Marra, Sr. photo What's the story with the sealed ends, and did it work?

Therefore, this is #2959 and incorrectly labeled in the photo!?

There was an article in the September 1991 issue of the LIST-NRHS Semaphore titled - (Page 8)
"The Long Island Rail Road: One Families Tradition" about Charlie Read's Father - Walter H. C. Read (1876-1953)
The article mentions that Charles B. Read (Born March 25, 1917) followed in his Father's footsteps to the LIRR...
Hired in December 1936 - Fireman June 26, 1937 - Engineer April 9, 1943...
Charlie Read had 41 1/2 years in Engine Service retiring on June 30, 1977 from the LIRR.

The Precision National GP9 began life as DT&I 980, and went to PNC for scrap. PNC rebuilt it and leased the locomotive to the LIRR amongst others. I cannot determine if the old Geep was eventually scrapped, but being a scrapper, PNC had little sentimentality for old locomotives. As "PECO" or "Precision Engineering Company", they had a contract with EMD to destroy everything that was pushed into the yard. This included historically important or preservation marked locomotives. That is what happened to the Santa Fe PA1's even though preservation groups had money in hand to save at least one.
The BAR Geeps were maintained in nearly new condition on the Bangor and Aroostook. When BAR fell on really bad times, they began to lease the old Geeps and scrap the F3a's and BL-2's. Several of the latter two types remain in preservation today, but others met the end in Derby, Maine. LIRR beat up the leased GP9's, but the Penn Central sent them back in deplorable condition, with little crankcase oil and missing parts. I believe one exists today.

ConstanceR46 wrote: ↑Sun Feb 20, 2022 11:00 pm i think the panels were primarily to reduce dust intrusion into the car?

I agree with you. I can not think of another good reason to modify the car in this manner.

The railroad seemed to be satisfied with vestibule chains, rather than folding end gates, for safety purposes on locomotive hauled coaches, such as the P72 cars.