R46 (New York City Subway car)
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The R46 is a New York City Subway car that operates on the IND and BMT routes of the New York City Subway. They were built by Pullman Standard in Chicago, Illinois in 1975–78. These cars, as well as the previous R44 were 75 feet long. While the R44 had Westinghouse propulsion, the R46 had General Electric propulsion.
The R46 order was 754 cars, numbered from 500-1278. After they were rebuilt in 1990–92, they were renumbered to 5482-6258. Only 752 cars were rebuilt by Morrison-Knudsen. Two of the cars had been scrapped, due to accidents.
The R46s currently serve on the F, G, R, V, and occasionally the E trains, and are based out of Jamaica Yard in Queens. The R46 fleet is arranged in linked sets, mostly ABBA, but some sets are arranged as AA, and one set is in an AB configuration. Even cars with cabs are A cars, odd cars (without cabs) are B cars. After the overhaul, the R46's were equipped with LCD side screens. Prior to overhaul the R46 was painted in the MTA Blue stripe paintscheme.
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[edit] R46 problems
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Issues with the R46 fleet dated back to delivery, as part of the 754-car order was significantly behind schedule due to a strike at the builder, Pullman Standard. As a result of the strike and other problems, the last of the R46s were deployed in December of 1978, three years behind schedule.
In March of 1977, a crack was found in the frame of one of the lightweight Rockwell trucks resulting in a motor breaking loose of the truck, striking an axle. By 1978, there had been cracks found in 264 R46 trucks. Because of these problems, all R46s had to be checked three times a week for truck cracks. In February of 1978, 889 cracks were found in 547 of the trucks. The cracking became so bad that on June 14, 1979, New York City Mayor Koch ordered R46s with trucks that had two or more cracks out of service. The more than 1,200 cracks that had been found by that day were classified into seven types. An account called the R46s "the most troubled subway car ever purchased". The R46 Rockwell truck mess continued into 1980. By this time, the number of cracks found on the trucks almost doubled, from 889 cracks logged in February 1979 to 1,700 in March 1980. To keep track of their structural issues, R46 trucks had to be inspected several times a week. As of March 1980, 62 R46s were out of service due to truck cracks, and 112 were out of service for other reasons. In September 1980, two cracks of a type not seen before were found on the trucks. As a result, the NYCTA minimized use of the R46 fleet.
In July of 1979 Pullman Standard informed the TA that the hand brake assemblies for the R46 could be faulty and they should be removed. In late July 1979, inspectors reported that steel was wearing away in the spot where the car body is joined to the truck, and that this could be potentially unsafe. By the end of 1979, numerous other flaws in the R46 fleet were found, 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. In late December of 1981, the NYCTA won US$72 million in damages from Rockwell International, but the City Department of Investigation indicted seven high-ranking transit officials in connection with the planning, purchase, inspection and acceptance of the R46 subway cars. Improprieties such as favoritism to certain contactors and mismanagement were cited. On March 8, 1982, Rockwell paid New York City US$80 million in damages for the costs which resulted from the faulty trucks.
Many R46s were assigned to the Brighton Line, but criticism from residents along the line about excessive vibration forced the NYCTA to shift them to the A and CC services. Due to shortages caused by the R46 issues, most R16s, some of which were intended to be replaced by the R46, were put back into service while the R46 troubles were sorted out. Just as the R44 put the St. Louis Car Company out of the passenger car business, the R46 order put Pullman Standard out of business.
From 1989 to 1992, Morrison-Knudsen rebuilt the R46 fleet. After overhaul, the R46 fleet featured LCD destination signs. During overhaul the blue stripe on the side of the car was removed, resulting in the appearance of an entirely unpainted carbody (The fiberglass ends remain painted silver to match with the stainless sides). Other improvements included the rebuild of all mechanical systems, making the R46 more compatible with other cartypes. Since the overhaul, the reliability of the R46 has vastly improved and the R46 fleet is no longer considered to be the lemon that it once was. The R46s are currently scheduled to remain in service until at least 2015.
[edit] R-46 specifications
| Car builder | Pullman Standard Rail Company; Chicago, IL | |
| Car body | stainless steel with carbon end bonnet | |
| Unit numbers | 5482-6258 | |
| Fleet of | 752 cars | |
| Car dimensions | 75 ft long 10 ft wide 12 ft 15⁄8 in high |
22.86 m long 3.048 m wide 3.7 m high |
| Track, standard gauge | 4 ft 81⁄2 in | 1.435 m |
| Doorway width (side—clear opening) |
4 ft 2 in | 1.27 m |
| Wheel diameter | 34 inches | 864 mm |
| Propulsion system | General Electric SCM, DC Traction motors Model: 1257E1 | |
| Power (4 per car) | 113 horsepower | 86 kW |
| Brakes | New York Air Brake System (NYAB) "SMEE" Braking System | |
| Average car weight (after overhaul) (empty) |
91,000 lbs (A car), 86,670 lbs (B car) | 41,277 kg (A car), 39,313 kg (B car) |
| Maximum speed | 65 mph | 105 km/h (Later Lowered) |
| Total seated passengers | (Cab Car) A car: 70 / (No Cab) B car: 76 | |
| Air conditioning system | Two Thermo King HVAC units each car. | |
| Maximum Train Length | 8 Cars (2 Units) | |
| Notes |
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| Price per car (new, 1975) | US$275,381 | |
[edit] References
- 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 978-0963749284
[edit] External links
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