S. Berliner, III's sbiii.com IR Boxcabs Page keywords = Ingersoll Rand boxcab ALCo GE IR I-R American Locomotive Company General Electric oil electric diesel engine rail road 1 11 195 401 1000 museum marine water front dock pocket

Updated:   07 Sep 2011, 07:50  ET
{Restored most missing images 31 Dec 02;
will scan TrainShed image shortly}
[Page converted 07 Sep 2011;
    original AT&T Worldnet Website begun 30 May 1996.]
Update info on the top on ALL pages for your convenience.

URL:  http://sbiii.com/boxcabir.html
[was at "home.att.net/~Berliner-Ultrasonics/boxcabir.html"]

S. Berliner, III
Consultant in Ultrasonic Processing
"changing materials with high-intensity sound"

[consultation is on a fee basis]

Technical and Historical Writer, Oral Historian
Popularizer of Science and Technology
Rail, Auto, Air, Ordnance, and Model Enthusiast
Light-weight Linguist, Lay Minister, and Putative Philosopher

note - The vast bulk of my massive Web presence (over 485 pages) had been hosted by AT&T's WorldNet service since 30 May 1996; they dropped WorldNet service effective 31 Mar 2010 and I have been scrambling to transfer everything.  Everything's saved but all the links have to be changed, mostly by hand.  See my sbiii.com Transfer Page for any updates on this tedious process.

Old I-R Logo I-R Logo

S. Berliner, III's


IR Boxcabs Page


I-R 60-ton Demo

A new type of locomotive!
Ingersoll-Rand 1925 Demonstrator #9681
(later CNJ #1000)
(ALCo builders photo S-1484 - source uncertain;
possibly from 1980s AAR flyer)




Oil-Electric ("Diesel") Locomotives

(American Locomotive Company - General Electric - Ingersoll-Rand)

INDEX to Boxcabs Pages:

note-rt.gif   The primary Boxcabs Index has been moved to a separate page, together with links and credits.

Boxcab Help - A service for boxcab afficionados,
posting reasonable questions (at my sole discretion).

There are now more than seventy-five (75) BOXCAB pages;
see the full INDEX, now on a separate page.

[A new "bugaboo" has reared its ugly head - complexity of organization -
see COMPLEXITY on my main index page.]


Oil-Electric ("Diesel") Locomotives

(Ingersoll-Rand - General Electric)


    Introduction to the IR Boxcab brochure (follows).
    List of Illustrations.
    First Main-Line Diesel Passenger Test.
    Ingersoll-Rand's Instructions.
    General Electric's instructions.
    More Pix of the I-R Phillipsburg Facility.

In addition, there is now (22 Aug 00) a I-R Page 2
with a 1936 oil-electric catalog of the first 113 units.

Also, an original GE Demo Brochure is now (16 Aug 2005)
reproduced on the AGEIR Boxcabs page.

{That left-hand logo, above, is a crankcase access plate from an early I-R loco engine.}

Where it all began (and, to a degree, ended); driving home from Pennsylvania on Route 22 E/B into New Jersey on 12 May 01, I pulled over between downtown Phillipsburg and the new mall area to the east, on the south side of 22, opposite the great Key City Diner, and shot this photo of the original main entrance to the Ingersoll-Rand plant, drove in and took a picture of the modern main gate with the new main plant and some of the older buildings to the SE (the main office and engineering building is off to the right - S), and one of a large cluster of older buildings to the SW:

I-R Phil 1 I-R Phil 2 I-R Phil 3
(All photos taken 12 May 01 by and © 2001 S. Berliner, III - all rights reserved)
[Thumbnail images; click on pictures for larger images.]

I say it all ended there also, because the I-R Phillipsburg plant switchers, #90 and #91 (ex-DL&W #3001), may well have been the last of the first series of boxcabs to remain in active service.

See below for more pix of the Phillipsburg facility.

First of all, I want to credit and thank Ingersoll-Rand for inducing "a retired old-timer" to copy the 1929 I-R booklet, "The Oil Electric Locomotive - Ingersoll-Rand", Form 10009, IR Press 11-29, and send it to me.

    The booklet had been turned in by a recent retiree.

Second, I will reproduce the booklet, in whole or in part, here and received permission to do so from I-R on 19 May 98; in the interim, as I add more and more of it to this page, I'll just list those locomotives pictured (photos were heavily retouched) and other illustrations.

The frontispiece is a photo of NYC Tri-Power locomotive #1550 DE A, superimposed on a city skyline.

The title page, "THE OIL-ELECTRIC LOCOMOTIVE", is sub-titled "THIS BOOK TRACES THE GROWTH AND DEVELOPMENT OF THE OIL-ELECTRIC LOCOMOTIVE WITHIN THE SHORT SPAN OF A FEW YEARS".  I-R's Administrative Office was then located at 11 Broadway, New York, New York.

There were over "3,500,000 horsepower of oil engines in service" by then.

There is no mention whatever of ALCo in the booklet.


PG  RR                     HP   1 of  ROAD #  PHOTO #
==  ==                     ==   ====  ======  =======
 6  NYC (Putnam Div.)      750   -    1550    -
 7  B&O (26th St., NYC)    300   -    1       A27660 {? - illegible}
 8  GN (Minneapolis)       600   -    5100    26824
 9  LIRR (LIC)             600   2    401     32202
10  Erie (NYC float svce.) 300   2    ?       12217 {?}
11  DL&W (NYC float svce.) 300   2    3001    25534
12  C&NW (Chicago)         300   3    1002    27009
13  RDG (Philadelphia)     300   2    59 {?}  25144
14  CRRNJ (Bronx Terminal) 300   -    1000    -
15  LV (W 27th St.,NYC)    300   -    100     27066
16  IC (Chicago)           600   6    9000    -
17  Hoboken Mfrs.(Hoboken) 300   -    500     31696
18  Donner Steel (Buffalo) 300   4    21      29022
19  Amer.Rolling Mill Co., 300   6    6001    29684
      (Middletown Plant, Ashland, KY.){sic - *}
20  Red River Lumber Co.,  600   -    502     28012
      (Westwood, CA)
21  Utah Copper Co.,       300   -    600     -
      (Bingham, UT)
22  Union Carbide Co.,     300   -    11      29606
      Niagara Falls, NY)
23  Erie (main line        600   -    22      27886
      passenger svce. test#)
24  The 300-hp oil engine generator set       31567
25  The 825-hp oil engine generator set       26344
26  The 600-hp truck                          31578 {?}
27  The 300-hp truck                          31572
28  The operating station showing controls    31571
29  Top view of 600-hp unit showing roof      31566
30  (comparison charts of oil-electric vs. steam)
31  (tractive effort curves)
      (plan and side cross sections)
      (plan and side cross sections)
      (plan and side cross sections)

* {sic} - ARMCO's Middletown plant was in Middletown, Ohio, NOT Ashland, Kentucky!

Here's that #6001 (item 19, above):

Armco 6001
A working boxcab - ARMCO (American Rolling Mills) #6001
(photo from
TRAIN SHED CYCLOPEDIA #20 - restored 14 Aug 04 )

# - The passenger test run was made with the Erie 600-hp 100-ton #22 on 13 Oct 1927, starting at 7:00 AM.  The run was 183.7 miles 5 hours 30 minutes (4 hours 51.5 minutes actual running time) hauling four coaches of 165.5 tons (282 tons total load).  Six stops of three minutes each were made; speed was restricted by construction along right-of-way.  The average speed was 37.7 M.P.H., with a maximum speed of 56 M.P.H.  The train log is given in full.  The run was between the Erie Stations in Hornell, NY, and Meadville, PA.

Locomotive characteristics of 300, 600, 800, 1100, and 1600-hp locomotives are tabulated (to follow).

I-R uses the term "box-type cab" and all units are double ended (2 engineer's control stands).

(the text of the 1929 brochure)

{cover page:}



{frontispiece - no text}

{title page:}



I-R Logo


11 Broadway New York, N.Y.

{page 4:}

The oil engine will produce reliable power at a lower cost than any other form of prime mover.  Its economy, dependability, and other desirable features have gained constantly increasing recognition.  In the industrial field alone there are now more than 3,500,000 horsepower of oil engines in service.

The oil engine was applied to railroad motive power for the first time in 1924.  Today, actual figures show it to be the most economical form of power that the railroad world has ever known.

{to be continued}


Tracy Atkinson wrote on 28 Feb 99 {ever so slightly edited}:

"ARMCO's Middletown plant is in Middletown, Ohio, not Ashland Ky. as your listing suggests {Ed. comment - see correction (and photo), above}.  I grew up there and used to watch this engine at work.  It's main duty was hauling hot metal cars ("kettle cars" locally) from the mill's iron smelters near Hamilton, Ohio, about twelve miles to the Middletown plant where the steel furnaces were - open hearths and later electrics.  You could feel the heat of these cars INSIDE an auto waiting at a crossing.  I understand they could keep the iron hot for 24 hours or so and often had to sit on a siding for hours on end waiting for the furnace.  I wonder if the heat they radiated was the reason for removing the rear radiators on the engine, although putting the air tanks in their place would seem to counter this."

"I doubt if these cars were the reason for the link and pin coupling as my recollection is they had regular knuckle types, but then my memory is not exactly perfect.  I DO remember that up close they made a fearful rumble to a little kid!  (I also remember their steam predecessor - the little 0-4-0 in the Dayton Carillon Museum.)"

Thanks, Tracy!


Original mimeo sheets for 100-tonner retyped and reproduced here verbatim,
with all typos and formatting:

Ingersoll-Rand's instructions:


              Weekly inspection, appr. 150 hrs.

1   Clean and inspect all oil purifiers.
2   ( oil purifiers bowls should be cleaned every 24 hours.)
3   clean and inspect duplex fuel oil screens.
4   Inspect fuel injection pump plunger adjustment.
5   Inspect distributor adjustment set screws.
6   Fill rocker boxes to proper level.
7   Fill water tanks to proper level.
8   Take up all leaks.
9   Fill crank case with lubricating oil to proper level.
10  After inspection and work is done,equipment should be operated
    to see all is in first class condition before handing over to

              Monthly inspection, appr. 600 hrs.
              in addition to other inspections.

1  Flush and refill water system.
2  Inspect water pump and impellor.
3  Inspect lubricating screen in crank case.
4  Clean air intake filters.
5  Clean fuel filter box and screens.
6  Grease flexible coupling.
7  Inspect gov. and gearing thru hand hole cover.

              Quarterly inspection, appr. 1300 hrs.
              in addition to other inspections.

   Check clearances on crank pin bearings and if they exceed limits
   close bearings in.

               Semi annual inspection, appr. 3600 hrs.
               in addition to other inspections.

   Change lubricating oil and clean crank case.
   Take up main berings and thoroghly inspect interior of crank
   Take up on crank pin bearings if necessary.

               Annual inspection, appr. 7200 hrs.
               in addition to other inspections.

   A complete overhauling of engine, a representative of the I. R.
   Co. will be present if notified.

   These suggestions may be changed, altered or added to, to suit
   local conditions, for more detailed instructions please refer to
   instruction book.

                              Ingersoll Rand Co. representative,
                                 (s) Ed. P. Gallagher

General Electric's instructions:

                         INSTRUCTIONS FOR LOCOMOTIVE
                                 No. 110-1
                                _ _ _ _ _ _ _

                      Weekly inspection, appr. 150 hrs.

 1.  Inspect batteries for gravity and water.
 2.  TRACTION MOTORS - check armature bearing oil level, axle bearing oil level.
 3.  Turn grease cup two turns on generator.
 4.  Turn grease cup two turns on generator.
 5.  Turn grease cup two turns on traction motor blowers.
 6.  Turn grease cup two turns on radiator fan motors.
 7.  Turn grease cup one turn twice a week on compressor motors.

                      Monthly inspection, Approx. 600 hours
                      in addition to other inspections.

 1.  GENERATOR AND EXCITER - Examine commutator, armature clearance, field connections.
 2.  TRACTION MOTORS       - Check commutator bead ring, grease each gear with  pound
                             of block gear grease.
 3.  AIR COMPRESSOR MOTOR  - Examine same as generator, fill crank case to proper level
                             with air compressor oil.
 4.  TRACTION MOTOR BLOWERS- Examine same as generator.
 5.  RADIATOR BLOWER MOTORS- Examine same as generator.
 6.  CONTACTOR COMPARTMENT - Tighten all loose connections and parts, replace all
                             burned or worn contactor contacts, examine tension on
                             reverser fingers, clean and lubricate all air cylinders.
 7.  CONTROLLER            - Clean and lubricate fingers, check coil action.
 8.  THROTTLE SWITCH       - Examine connections and spring tension, wipe off contacts.
 9.  BATTERY PANEL         - Inspect for loose connections.
10.  SWITCHES              - Inspect all hand switches for loose or broken parts.

                        Semi Annual Inspection, Approx. 3600 hours
                             in addition to monthly inspection.

 1.  Check air gap of generator after taking up main bearings.
 2.  TRACTION MOTORS - a. measure bearing wear; axle 1/8" armature 1/16",endplay 5/16" and
                          3/16" respectively.
                       b. replace waste in dip pocket.
                       c. examine gear and pinion for mesh wear.

                         Annual Inspection, Approx. 7200 hours
                          in addition to other inspection.

 1.  GENERATOR         - Clean by spraying with carbon tetra-chloride
 2.  TRACTION MOTORS   - Remove motor from truck - see instruction book for details
 3.  COMPRESSOR MOTORS - Drain and refill crank case
 4.  Dielectric test with megger

                 The above suggestions may be altered or changed to suit local
         conditions. For more details refer to instruction book.

                                                        (s) B. T. Ridgewell
                                                     B. T. Ridgewell

                                           General Electric Company representative

I-R's Mr. Gallagher may have been a great mechanic, but he wasn't much of a technical writer, not that GE's Mr. Ridgewell was that hot a writer, either.

I want to thank Norm Holmes of the Portola Railroad Museum/Feather River Rail Society for supplying copies of these instruction sheets.

More Pix of the I-R Phillipsburg Facility.

Ron Titus, who worked for I-R at the Phillipsburg plant (as did his father before him) sent these photos of the facility as it stands today:

I-R Phil Loco Shed 08 1
2008 I-R Phillipsburg Loco Shed - 1
(Cropped from 2008 Photo by R. Titus - all rights reserved)
[Click on thumbnailed image for larger image.]

I-R Phil Loco Shed 08 2
2008 I-R Phillipsburg Loco Shed - 2
(Cropped from 2008 Photo by R. Titus - all rights reserved)
[Click on thumbnailed image for larger image.]

I-R Phil Powerhouse 58
1958 I-R Phillipsburg Powerhouse
(1958 Photo from the collection of R. Titus - all rights reserved)
[Click on thumbnailed image for larger image.]

Ron describes the pictures thusly (slightly edited):

The photo of the IR Loco Shed (1) is looking south.  The building at one time was natural brick with the same type of commercial windows on the left and right side as the power house building behind it, to the right {west}.  There was a main line that ran on the left {east} of the building.  There were two sets of tracks going into the building, in each door and out the back, and then switched back onto the main line.  There was also a line that ran to the right {west} side of the shed where we would stop and fill the diesel tanks on the rail equipment.  Fuel came from the power house.  That track was also switched back on to the main line on the other side of the loco shed.  There was also a line that went into a floor hopper inside the power house.  The leanto and elevator in this photo are gone along with the track.  Back in the '70s, they took out the windows on the left and right sides and blocked them up.  They also blocked up the other end of the loco shed and took out the doors (see IR Loco Shed photo 2), then put stucco over the whole building.  It was a place in time when everyone was trying to save heating fuel costs.  A pit inside was also filled in as we were phasing out the use of the plant rail system and ripping up track.  Conrail helped make that decision when they told I-R they wanted $5,000 a month to maintain the one switch left coming into the plant.  I-R decided to ship everything by truck .... Conrail were {expletive deleted} who didn't want any short line work so they made it as difficult as they could for people to use the rails locally.  We also had a very hard time meeting on-time shipping dates after the stuff left the plant and, when we had stuff coming into the plant, it was always late or lost.

There were 21 miles of track in the plant at one time ... all gone ... NOW the new owners are trying to get the line brought back in.  They turned it into an industrial park with lessees wanting the service.... The last photo shows the power house where the coal cars were unloaded into the floor hopper; then it was sent by conveyor up the tower to overhead hoppers where it was fed into the boilers.

The loco shed was called Lokey for short, slang for "Loco Shed" ... Low-Key ... Ha!  It is still standing but no tracks, used now just for storage; it had steam heat and two sets of tracks going in.  One had a pit to work under the equipment.

There is a I-R Page 2
with a 1936 oil-electric catalog of the first 113 units.


  What happens to all this when I DIE or (heaven forfend!) lose interest?  See LEGACY.

There are now more than seventy-five (75) BOXCAB pages;
see the full INDEX, now on a separate page.


See Copyright Notice on primary home page.

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To tour the Boxcabs pages in sequence, the arrows take you from the Boxcabs index page to this first Boxcabs page, to continuation pages 3 and up, then 100-tonner LIRR #401 and her sisters, survivor boxcabs (with map) and survivor notes, survivor CNJ #1000 (the very first), Ingersoll-Rand boxcabs (with instruction manual), other (non-ALCo/GE/I-R) boxcabs, Baldwin-Westinghouse boxcabs, odd boxcabs, and finally model boxcabs.

© Copyright S. Berliner, III - 1999, 2001, 2002, 2004, 2005, 2008, 2011  - all rights reserved.

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