|Manufacturer||Kawasaki Rail Car, Inc.|
|Replaced||all C1 bi-levels, P72 and P75 single-levels|
|Entered service||Fall 1998|
|Number built||134 cars|
C car with toilet, 23
T cars (no toilets), 67
TT car with toilet, 44
|Fleet numbers||C car, 5001–5023|
T car, 4002–4134
TT car, 4001–4087
C car, 137
T car, 143
TT car 137
|Operator(s)||Long Island Rail Road|
|Line(s) served||Ronkonkoma Branch|
Port Jefferson Branch
Oyster Bay Branch
|Car length||85 ft 0 in (25,910 mm)|
|Width||9 ft 10.5 in (3,010 mm)|
|Height||14 ft 5.59 in (4,409 mm)|
|Maximum speed||100 mph (161 km/h)|
|Weight||C Car: 148,771 lb (67,481 kg)|
T Car: 141,375 lb (64,127 kg)
TT Car: 144,338 lb (65,471 kg)
|Power supply||480 V AC 60 Hz|
|Coupling system||Type H tightlock knuckle coupler|
|Track gauge||4 ft 8+1⁄2 in (1,435 mm) standard gauge|
The C3 is a bi-level coach railroad car built by Kawasaki. Ordered by the Metropolitan Transportation Authority for use on the Long Island Rail Road, the cars began to enter revenue service in 1997. The rail cars are pulled and pushed by EMD DE30AC and DM30AC over both electrified and non-electrified territory.
There are three types of C3 cars: cab car with toilet (C Car), trailer car (T Car), and trailer car with toilet (TT car). The C car is normally at the opposite end of a consist from the locomotive.
The C3 railcars are connected to one another by a standard mechanical H type tightlock coupling, which is used across the board on all modern passenger equipment. MU, COMM, and 480 volt line are the electrical jumpers. Air connections between the cars are made through two air hoses, brake pipe, and main reservoir.
The C3s are the first trains on the LIRR to feature automated announcements with LED destination sign displays, announcing the current station, the following station, and destinations along the routes. However, over the years of service, the components often fell into disrepair, obliging the train crew to make announcements instead.
Additionally, despite being based largely on the C1s, the C3s are not mechanically compatible with their C1 prototypes.
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The C3s design was largely on their C1 prototypes, with a few key differences. Seating inside the C3 cars is arranged as 2–2 abreast, with some rows being 2–1 abreast. The lack of a middle seat contrasts with the seating onboard the C1 prototypes; the C1s had 3–2 abreast seating, which received poor feedback from passengers. The C3s also feature technological upgrades, including the LED destination sign displays and automated announcements.
As the C3 cars are designed to use high-level platforms, passengers enter the train on either end of the railcar on a midlevel, entering a vestibule, thence climb or descend a short flight of steps to the upper and lower seating levels; accessible seating is available on the entrance (middle) level. The cars can accommodate two wheelchairs. The seats are cantilevered, mainly to make cleaning easier.
The doors on the sides of the railcars are single-leaf doors, which slide open.
The C3s, like the C1s, are roughly 14 feet 6 inches (4.42 m) in height, and, as aforementioned, cannot serve Grand Central Madison due to their height exceeding the maximum clearance in the 63rd Street Tunnel.
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Long Island Rail Road
Bilevel rail car
Oyster Bay Branch
Hunterspoint Avenue station (LIRR)
List of Long Island Rail Road stations
EMD DE30AC and DM30AC
- "Long Island Rail Road Commuter Bi-Level". Kawasaki Rail Car Inc. Archived from the original on July 26, 2010. Retrieved August 1, 2011.
- BI-LEVEL C-3 CARS Operator's Manual, Transit Documentation Consultants, January 2000
- "Long Island Rail Road Commuter Bi-Level". July 26, 2010. Archived from the original on July 26, 2010. Retrieved April 3, 2022.
- Rather, John (January 3, 1999). "With New Cars, L.I.R.R. Gathers a Bit of Momentum; Diesel Lines Go to the Head of the Class; Electric Service is Next Project". The New York Times. ISSN 0362-4331. Retrieved January 25, 2023.
- Dunn, John (2013). Comeng: A History of Commonwealth Engineering. Vol. 5: 1985–1990. Kenthurst, New South Wales: Rosenberg Publishing. ISBN 978-1-922013-52-1.
- "Chapter 28: Comments and Responses on the Draft Environmental Impact Statement". East Side Access Environmental Impact Statement (PDF). mta.info. MTA Capital Construction. March 2001. Archived (PDF) from the original on March 15, 2018. Retrieved February 2, 2018.
- Lambert, Bruce (May 31, 1997). "The Tall Little Train That Usually Could". The New York Times. ISSN 0362-4331.
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