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Currently, the fleet is maintained at [[Pitkin Yard]] and [[Jamaica Yard]], running on the {{NYCS|A}}, {{NYCS|F}}, {{NYCS|R}} and {{NYCS|S|Rockaway Park Shuttle}}.
Currently, the fleet is maintained at [[Pitkin Yard]] and [[Jamaica Yard]], running on the {{NYCS|A}}, {{NYCS|F}}, {{NYCS|R}} and {{NYCS|S|Rockaway Park Shuttle}}.

The R46 looks very similar to the R44 but the diffrinces is a manurfacure that R46 was made by Paulman Standard Company and R44 was made by St Louis Car Company and the trains used diffrint motors too. https://www.1src.com/video/t_w7vhiAwnD1Y


==History==
==History==

Revision as of 21:47, 7 September 2017

R46
An R46 train on the "A" train at Far Rockaway–Mott Avenue.
Interior of an R46 car.
In service1975-present
ManufacturerPullman Standard Rail Company
Built atChicago, Illinois
ReplacedAll remaining R1-R9s, some R10s, and all GE R16s
Constructed1975–1978
Refurbished1990–1992
Number built754
Number in service748 (580 in revenue service during rush hours)
Number scrapped4
Formation4 car sets
Fleet numbers5482–6207, 6208–6258 (even)
(originally 500–1227, 1228–1278 (even))
Capacity70 (seated-A car)
76 (seated-B car)
OperatorsNew York City Subway
DepotsConey Island Yard (396 cars)
Pitkin Yard (356 cars)[1][2]
Service(s) assigned"A" train  "C" train  "N" train  "Q" train  "W" train  Rockaway Park Shuttle[3][4]
Assignments as of June 30, 2024
Specifications
Car body constructionStainless steel with fiberglass end bonnets
Train length4 car train: 300 feet (91 m)
8 car train: 600 feet (180 m)
Car length74 ft 8.5 in (22.77 m) (over anticlimbers)
Width10 ft (3,048 mm) (over threshold)
Height12.08 ft (3,682 mm)
Platform height3.76 ft (1.15 m)
EntrySmall extension on the bottom edge of door.
Doors8
Articulated sections1-2 in the advertisement frames on the inside ends of the car.
Maximum speed55 mph (89 km/h)
Weight91,000 lb (41,277 kg) (A car)
86,670 lb (39,313 kg) (B car)
Traction systemGeneral Electric SCM 17KG192AH1
Traction motorsGE 1257E1
Power output115 hp (85.8 kW) per axle
Acceleration2.5 mph/s (4.0 km/(h⋅s))
Deceleration3.0 mph/s (4.8 km/(h⋅s)) (Full Service)
3.2 mph/s (5.1 km/(h⋅s)) (Emergency)
Electric system(s)600 V DC Third rail
Current collector(s)Contact shoe
Braking system(s)New York Air Brake "SMEE" Braking System, Tread Brake unit model D7587719
Safety system(s)dead man's switch, tripcock
Headlight typeHalogen light bulb
Track gauge4 ft 8+1⁄2 in (1,435 mm)

The R46 is a New York City Subway car model built from 1975 to 1978 by the Pullman Standard in Chicago, Illinois for the IND/BMT B Division. The cars replaced all remaining R1-R9 series cars, some R10s, and all GE R16s, which had many reliability issues. Along with the previous R44s, the R46s are 75 feet (22.86 m) long.

Description

Inside the driving cab of an R46 on the IND Rockaway Line

The R46s are numbered 5482-6207 and 6208-6258 (even numbers only). 5482-6207 were originally numbered 500-1227 (except numbers 941 & 1054, as those two cars were scrapped prior to overhaul), and 6208-6258 were originally numbered 1228-1278, even numbers only.

The R46 order consisted of 754 single cars, originally planned to be 745,[5] that were numbered from 500-1278. Even cars with cabs are A cars; odd cars without cabs are B cars. The cars cost about $285,000 each. The first two trains of R46s were placed in service on the F and N on July 14, 1975, with a brief ceremony at the 34th Street–Herald Square station, attended by Mayor Abraham D. Beame and MTA Chairman David Yunich.[6] The fleet is infamous for having had frequent problems in the first decade of service. During the 1976 U.S. Bicentennial celebration, cars 680 and 681 had white, red and blue star bands on their bases and were respectively renumbered 1776 and 1976.[7] The first R46s were assigned to the F train.[8]

The R46s were constructed with sheet rubber floors, plastic seats, fluorescent lighting, spaces for ceiling advertisements and the use of air springs instead of heavy metal springs. The change in springs reduced noisy and bumpy rides. The cars weren't equipped with straphangers like previous models. Instead, horizontal bars that passengers could hold on to were installed. The cars were built with air-conditioning.[9][10]

Currently, the fleet is maintained at Pitkin Yard and Jamaica Yard, running on the A, F, R and Rockaway Park Shuttle.

The R46 looks very similar to the R44 but the diffrinces is a manurfacure that R46 was made by Paulman Standard Company and R44 was made by St Louis Car Company and the trains used diffrint motors too. https://www.1src.com/video/t_w7vhiAwnD1Y

History

Delivery

Poster celebrating the new R46 cars

On April 7, 1972, Pullman Standard bid on the contract for 900 subway cars and it was the lowest bidder. It put out a bid of $273,000 per car, or $246 million for the entire contract. Other bidders included General Electric, Rohr Industries, and Westinghouse Electric Corporation. The cars were to be constructed almost identically to the R44s. Once the order was awarded to Pullman Standard, the cars were constructed at the company's shops on the South Side of Chicago. The subway car order was the largest single order of passenger cars in United States railroad history at the point of the fleet's completion.[11] Once the order was reduced to 754 cars the entire cost of the order was reduced to $210.5 million. The first cars were expected to be testing in the NYC Subway by October 1973, and all of the cars were expected to be delivered by October 15, 1975.[9] However, because there was a strike at the Pullman Standard on October 1, 1977, along with other problems, the final R46s entered service in December 1978, three years behind schedule.[12]

Cracks, Brake Flaws, and Other Issues

In March 1977, there was a crack found in the frame of one of the lightweight Rockwell trucks, which resulted in a motor breaking loose from the trucks transom arms, striking an axle. By 1978, cracks were found in 264 R46 trucks. Because of these problems, all R46s had to be checked three times per week for truck cracks. In February 1978, 889 cracks were found in 547 of the trucks. The cracking was such a bad problem, that on June 14, 1979, New York City Mayor Koch ordered R46s with trucks that had 2 or more cracks out of service. Then, more that 1,200 cracks had been found by that day and they were classified into seven types. There was an account that called the R46s "the most troubled cars ever purchased". By this time, the number of cracks had almost doubled, from 889 cracks found in February 1979 to 1,700 in March 1980. In order to keep track of the R46s structural issues, they were inspected several times a week. In September 1980, two types of cracks that were not seen before were found on the trucks. As a result, the NYCTA tried to minimize usage of the R46 fleet, until their trucks were replaced with new R44 type standard trucks ordered from General Steel and Buckeye Industries.

In July 1979, Pullman Standard informed the MTA that the hand brake assemblies for the R46 were problematic. In late July 1979, inspections revealed that the steel where the car body was joined to the truck was wearing away, a severe safety issue. At the end of 1979, many other flaws were discovered in the R46 fleet, and the Transit Authority filed another US$80 million charge against Pullman Standard and a number of other subcontractors. This lawsuit invalidated an agreement made with Pullman by executive director John G. DeRoos for US$1.5 million in spare parts to remedy the defects.

On April 26, 1986, cars 1054 and 941 were heavily damaged when an E train hit the tunnel wall near 179 Street–Jamaica. This resulted from the motorman, Alick Williams of Saint Albans, having a heart attack; he died at the scene.

General Overhaul Program

Plaque showing restoration of R46.
An R46 LCD sign on the "R" train. This replaces the original rollsign that was on the cars.

From 1989 to 1992, Morrison-Knudsen of Hornell, New York rebuilt all except the two damaged R46s through the NYCTA's General Overhaul Program (GOH). The two damaged cars were scrapped on June 4, 1987.[13]

During the GOH, the fleet received the same LCD destination signs as the R44s, replacing the older rollsigns and the blue stripes on the side of the cars were removed, resulting in the appearance of an entirely unpainted carbody (the fiberglass ends remain painted silver to match the stainless sides). Other improvements included the rebuilding of all mechanical systems and making the R46 more compatible with other car types. The R46 cars were linked into sets following their general overhaul. Like the R44s, their original two-note warning tones were replaced with the same ones found on the R62, R62A, R68 and R68A, although there are a few cars that still retain their original warning tones.[14] Due to the overhaul, the fleet's reliability has vastly improved, and the R46 is no longer considered to be the lemon that it once was.

After their overhaul, the R46s were renumbered 5482-6258 in the early 1990s. Cars 5482-6205 were linked in sets of four, cars 6208-6258 (even only) were linked up as A-A pairs, and cars 6206-6207 were configured as one A-B married pair.[13]

Post-Overhaul

In 1981, the New York Transit Authority's car replacement program estimated that the R46s would be replaced in 2011.[15] However, the MTA now estimates the cars to remain in service until the mid-2020s, when they will be replaced by the R211s.[16]

Since the late 2000s, the R46s have been undergoing intermittent rounds of scheduled maintenance as their parts age over time.

On May 2011, the R46 was starting to phase out on the G with the R68. http://www.nycsubway.org/wiki/R-46_(Pullman-Standard,_1974-1975).

On May 2, 2014, cars 5742-5745 were involved in a derailment due to track defects while running on the F.[17] They were pulled from service until being repaired in February 2016.[18]

On June 27, 2017, cars 6150-6153 were involved in a derailment north of 125th Street while in service on the A. Cars 6150-6151 suffered body damage as they collided with tunnel columns, and the whole set was taken out of service.[19][20][21][22] It is unknown if the damaged cars will be repaired.

See also

References

  1. ^ "Car Assignments: Cars Required June 30, 2024" (PDF). The Bulletin. 67 (7). Electric Railroaders' Association. July 2024. Retrieved July 26, 2024.
  2. ^
    • 'Subdivision 'A' Car Assignment Effective December 19, 2021'. New York City Transit, Operations Planning. December 17, 2021.
    • 'Subdivision 'B' Car Assignment Effective December 19, 2021'. New York City Transit, Operations Planning. December 17, 2021.
  3. ^ "Car Assignments: Cars Required June 30, 2024" (PDF). The Bulletin. 67 (7). Electric Railroaders' Association. July 2024. Retrieved July 26, 2024.
  4. ^ 'Subdivision B Car Assignment Effective June 30, 2024'. New York City Transit, Operations Planning. June 30, 2024.
  5. ^ "www.nycsubway.org". www.nycsubway.org.
  6. ^ "First New Subway Train in Service". The New York Times. July 15, 1975. ISSN 0362-4331. Retrieved December 25, 2016 – via New York Times Archive.
  7. ^ Cunningham, Joseph; DeHart, Leonard O. (1993-01-01). A History of the New York City Subway System. J. Schmidt, R. Giglio, and K. Lang.
  8. ^ "IND LINE IS GETTING A FIFTH NEW TRAIN". The New York Times. February 22, 1976. ISSN 0362-4331. Retrieved December 26, 2016 – via New York Times Archive.
  9. ^ a b Malcolm, Andrew H. (September 25, 1972). "Work Begins on 752 Subway Cars for New York". The New York Times. ISSN 0362-4331. Retrieved December 25, 2016 – via New York Times Archives.
  10. ^ "New Horse, Old Blinders". The New York Times. September 11, 1972. ISSN 0362-4331. Retrieved December 26, 2016 – via New York Times Archives.
  11. ^ Prial, Frank J. (April 8, 1972). "Pullman Bids Lowest on 900 Subway Cars". The New York Times. ISSN 0362-4331. Retrieved December 25, 2016 – via New York Times Archive.
  12. ^ Annual Report. Metropolitan Transportation Authority. 1978. p. 6.
  13. ^ a b "www.nycsubway.org". www.nycsubway.org.
  14. ^ https://m.youtube.com/watch?v=pTdxF5XNLcY
  15. ^ The New York Transit Authority in the 1980s.
  16. ^ MTA CAPITAL PROGRAM MILESTONES - March 31, 2011
  17. ^ Donohue, Pete (December 12, 2014). "F train derailment caused by unrepaired track defects: MTA". NY Daily News. Retrieved 2017-07-16. {{cite news}}: Cite has empty unknown parameter: |dead-url= (help)
  18. ^ "New York City Subway Car Update" (PDF). The Bulletin (April 2016). Electric Railroaders' Association. March 30, 2016. Retrieved March 30, 2016.
  19. ^ "NYC subway derailment blamed on 'human error'". TODAY.com. Retrieved 2017-07-16.
  20. ^ Santora, Marc; Ferré-sadurní, Luis (June 27, 2017). "Subway Derailment in Manhattan Injures Dozens". The New York Times. ISSN 0362-4331. Retrieved June 27, 2017.
  21. ^ Armstrong, Kiley; Eltman, Frank (June 28, 2017). "l Supervisors suspended amid NYC subway derailment probe". The Washington Post. Retrieved June 29, 2017.
  22. ^ "MTA: Unsecure Rail Stored on Tracks Caused Harlem Subway Derailment". NY1. June 27, 2017. Retrieved June 29, 2017.

Further reading

  • Sansone, Gene. Evolution of New York City subways: An illustrated history of New York City's transit cars, 1867-1997. New York Transit Museum Press, New York, 1997 ISBN 978-0-9637492-8-4
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