. A History of the IRT SMEE Cars, 1948-1964.
A History of the IRT SMEE Cars, 1948-1964.
A History of the IRT SMEE Cars, 1948-1964.

A History of the IRT SMEE Cars, 1948-1964

IRT WH R-12 5722 in its as-delivered paint scheme, at Allerton Avenue on the White Plains Road line (despite its #7 bulkhead sign). February 1964. Collection of David Pirmann. A History of the IRT SMEE Cars (Delivered 1948-1966), by George Chiasson, Jr., 1988.

Effective in June, 1940 the Board of Transportation of the City of New York assumed control of all IRT properties, and this resulted in an end to all independent IRT car design efforts. Engineering personnel were consolidated with those already employed by the City (and its own IND), as well as those integrated from the former BMT. Through this the die was cast in the uniform design of equipment, as based on the proven R-1/9 series. Such an approach would seem to be a logical progression, after 35 years of operation of five separate and basically incompatible fleets of cars. The biggest advantages of this approach were that it could aid in the reliability of service, and help to foster system growth. Expected progress in this area was then delayed by World War II, but as the conflict ended this group was at work developing a single, standard car design which in the right physical dimensions would be fit for service throughout the New York Subway system. Indeed, were it not for the physical constraints presented by the oldest parts of the IRT's subway, an overriding desire to develop one all-purpose car design might have been realized. The new car design work was one response to the post-war political environment in the city, in which improvement and modernization were paramount in all public facilities, the subway being no exception. The IND, emerging as the embodiment of this attitude, became the testing ground and the prime beneficiary, with the results spreading eventually to the former IRT and BMT. In 1947, IND R-7 car #1575 became the BOT's post-war prototype, being rebuilt by ACF to post-war specifications following a collision. Its numerous features, adopted as the new standard of the time, included a new body constructed of welded sheet metal panels, the first of its kind in New York, and had an unusual rounded roof monitor, akin to that on the IRT's 1938 World's Fair Steinways. Interior fixtures were of stainless steel, strung with small bracket fans, versus the traditional porcelain. Lighting was provided by immensely brighter fluorescent tubes and velon seating supplanted the original rattan. Underneath was a conventional GE control system, to provide compatibility with the older R-1/9s. Indeed, the 1575 was quite a head-turner when it entered service on the E and F lines. 1938 Pullman-built R7A 1575, the body prototype for future Board of Transportation purchases under contracts R-10, R-12, and R-14. Part of the Transit Museum fleet, 1575 is shown here leading a fan trip service on the BMT Brighton line in 2004. Photo by David Pirmann. In early 1947, even before the public was exposed to car 1575's relative magnificence, the Board of Transportation placed a production order with ACF under Contract R-10, calling for 400 similar units to be used on the IND. These, however, were to be technically superior to the older IND standard cars, with two 100 HP motors per truck instead of the traditional motor truck/trailer truck arrangement; a new type of outboard frame, roller bearing "equalizer" truck; and a new type of braking system called Straight Air Motor Car Electric-Pneumatic Emergency (SMEE), which introduced the concept of blended dynamic and air braking to the system, as had been practiced for years elsewhere. Following later that year were agreements with ACF for two orders of IRT-sized cars of like design, 100 under Contract R-12, and 150 through Contract R-14, to be used on the Flushing line. To downsize the R-10 body to meet the shorter and narrower requirements of the IRT, straight longitudinal seats were prescribed, as well as the reduction of one door set. Corresponding modifications were made to interior appendages and the window arrangement, and noiseless electric door motors were substituted for the more traditional pneumatic type employed on the R-10s. The IRT cars were also divided evenly as to control group, as had been the R-10s, with half receiving Westinghouse Switch Group, and half arriving with General Electric PCM type. These would be common standards for the next several years. The first train of R-12s entered service on July 13, 1948 under the watchful eye of Mayor O'Dwyer, and as they did the Flushing line officially became route #7. A slight drawback was that the R-12s could only be run in 8- or 9-car trains, because the platforms on the Flushing line were only extended for 10-car trains of Lo-Vs, which did not open the front or rear doors. This had been the case with the 1938 World's Fair cars as well. The R-12s were also prohibited from service on the Astoria line, which was still operated as an IRT route at the time. This aided in system plans to rationalize redundant operations from the predecessor companies, which eventually resulted in the modification of the Astoria route to accommodate BMT Subway trains. Interior of R-14 5837 as seen in 1962. Collection of David Pirmann. The R-14s began arriving on the #7 in August, 1949 and mixed in trains with the earlier cars. By this time, the R-12s were experiencing some problems (as were the R-10s), which necessitated a redesign of the emergency brake valves for all cars. Finally, the use of rubber in the heavyweight truck suspension assemblies was causing truck frame difficulties, and had to be modified with steel componentry. The R-14s received like modifications. During 1948, the BOT ordered 250 additional IRT SMEEs under Contract R-15. This order was actually split into four separate numerical groupings, to avoid car number conflicts with the BMT's D-Type fleet (6000-series). Mechanically, the R-15s continued to draw on post-war SMEE standards; but the carbody included major revisions such as a "turtleback" contour roof with indirect ventilation system, foam rubber seat cushions to supplant the velon, large ceiling-mounted axiflow fans, inside conductor's positions and a strange "porthole" appearance to the individual door leaves. Though compatible with the R-12/14 cars, the custom for many years after the R-15s began running in February, 1950 was to keep the two car types separate because of the operational differences at the conductor's position. Finally, cars 6216-6225 were the first on the system to be built with public address systems, long since adopted as a fixture throughout the subways. Together, the three groups replaced all Standard, Steinway, and 1938 World's Fair cars in Queens, from which they went to the IRT Main Lines and enabled the extension of Locals from 5- to 10-car consists. Platform extensions to permit the full operation of 10-car "R-type" trains on the Flushing line were completed by 1953. The R-15's porthole window design really stood out in the clean MTA blue and silver paint scheme. Here, R-15 6222 leads a train on the Woodlawn line at 167th Street in November, 1970. Photo by Joe Testagrose. In 1951 the voters of New York approved a wide-ranging Bond Issue for the Board of Transportation, aimed at expansion of the system which would fulfill plans to complete the IND, as it had been planned before World War II. However, continued financial distress, which fostered creation of the New York City Transit Authority in 1953, led to a re-examination of the direction in which the agency was moving. By 1954, the prevailing sentiment was that the bond money would be wiser spent on rejuvenation of the existing physical plant. One of the results of this policy decision was the acquisition of modern SMEE equipment to replace the original IRT fleet, now 40 to 50 years old. Hence, a total of 400 new IRT cars were ordered from St. Louis Car Co. under Contract R-17. As the R-12s had been, the R-17s were a miniaturized version of a sister order for the IND (Contract R-16), and had carbodies which were modified accordingly (3 door sets, longitudinal, foam-rubber seating, altered sash arrangement, etc). However, the GE-equipped half of the order, cars 6500-6699, ushered in use of the dual-cam MCM control group. This was a package which had been in development since World War II, as an outgrowth of work done by the Transit Research Corporation for PCC technology. The R-17s were also the first IRT cars to have stainless steel handstraps. All 400 cars were initially assigned to the Lexington-Pelham Local, which thus became the #6, beginning on October 10, 1955. By late 1956 they had replaced all of the older Hi-V cars which had been operating there. Mainly of the "Gibbs" type, some went to the scrapper and others were transferred to West Side services. During this time, the NYCTA performed its first experimentation with air-conditioning, outfitting one R-15 (6239) in 1955, then an entire set of R-17s (6800-6809) in 1957. Both attempts were largely unsuccessful. Following a reorganization of the NYCTA in 1955, another 250 IRT SMEEs were ordered from St. Louis Car under Contract R-21. A year later, this was extended by 250 more cars to be acquired under Contract R-22, which was further increased to 450 by delaying construction projects funded through the original 1951 bond issue. Together, these were to complete the replacement of all Hi-Vs, and enable retirement of the ex-BMT and MUDC wooden cars still running on the Third Ave. line in The Bronx. Both types were changed little from the R-17s, the only noticeable exterior differences being square-windowed storm doors rather than rounded. The R-22s were the first cars to be outfitted with sealed-beam headlights, and a new style of steel handstrap was used inside. Mechanically the cars were also similar to the R-17, though the last ten R-22s (7515-7524) were modified with lighter under-car materials and fiberglass seating to combat the persistent overweight nature of the SMEEs. Finally, both the R-21 and R-22 orders were divided equally between Westinghouse and GE control groups, with the final 20 Westinghouse units (7504-7524) receiving a modern cam system, which succeeded the older Switch Group, as well as an experimental static-state motor-generator aimed at reducing maintenance requirements. The 1970s and 1980s were not kind to the IRT fleet. This R-21 (7189) nears the end of its service life at Dyckman Street in 1983. Photo by Steve Zabel, collection of Joe Testagrose. The R-21s began operating on the 7th Avenue-Broadway Express (signed up #1) on November 7, 1956 and were increased in number through early 1957. Late in the year, they were joined by 80 of the GE R-22s (7525-7604), and in combination they replaced all Hi-Vs on the Broadway Express by April, 1958. The balance of the R-22 fleet entered service on the 7th Avenue-Bronx Express (#2) starting January 13, 1958 and the resultant car shifting led to final retirement of the last Hi-Vs in September. Meanwhile, the IRT SMEE fleet suffered its first losses in August, 1957 when R-17s 6673 (GE) and 6786 (WH) were badly damaged in a collision near Zerega Ave. on the Pelham line. Both cars were eventually scrapped. On January 30, 1959, R-21/22s from the Broadway Express began wandering to the 7th Avenue-Broadway Local (#1) and 7th Avenue-Lenox Local (#3) in the advent of the "West Side Changeover". Under this massive service change, which took effect on February 6, the 7th Avenue-Broadway Express was eliminated, being replaced by conversion, of the 7th Avenue-Lenox Local into an Express, which was thus extended into Brooklyn. The 7th Avenue-Broadway Local (now the #1), became a full-time route to South Ferry. In the aftermath of these changes, R-21/22s from the Broadway Express were shifted to supply 100% of the service on the new #1 Local, while R-22s continued to supplement various Lo-V types on the #2-Bronx Express. Lo-Vs were used entirely on the 7th Avenue-Lenox Express. Partly due to pressure resulting from the application of more advanced technologies on other systems (such as Chicago, Cleveland and the Hudson & Manhattan), and partly due to financial constraints, the NYCTA paused in its car acquisition drive in the late 1950s. Exactly how genuine the effort was on the part of NYCTA staff to utilize broader technological improvements remains unclear, but great resistance is evident, being rooted in the commitment to standardize on the BOT's post-war specification. The respite proved to be brief, as more car orders were pushed through before adequate evaluation of the possible use of these technologies could be performed. This fast-track approach stemmed from the anxiety of upper level TA management to retire the large and rapidly-aging IRT and BMT fleets, and the fiscal realities which dictated that as many cars as possible be ordered while the funds were made available, regardless of amenities. Inevitably, the result was several large orders (eventually totaling 210 units for the IRT and 550 for the BMT), which closely subscribed to the BOT's post-war standards, and by most measures of the time were primitive. Then Chairman Charlie Patterson, an advocate of the use of modern technology, was forced to defer a hoped-for test of such componentry to a later time. To ease financing of the equipment acquisition, several orders were placed, spread over a period of years. First in line were 110 cars for the IRT under Contract R-26, followed up by an additional 100 units through Contract R-28. At the same time, 230 cars were slated from St. Louis Car Co., to be known as R-27s. In contrast to the previous SMEEs, the R-26/28s were arranged in semi-permanently coupled married pairs. Under this arrangement, pioneered elsewhere as early as 1923, each car was provided with an operating cab at only one end, being joined by a coupler at the "blind" end. In each pair, the even-numbered ("A") car had the low-voltage converter and batteries beneath, while the odd ("B") car was equipped with the air compressor. In this fashion, individual cars were incapable of independent operation, but any two could run together, sharing equipment, provided there was one A and one B car present. In theory, this concept would reduce the cost and necessity of fleet maintenance, as the number of these vital components could be halved. It was also helpful in reducing the overall weight of the carbody, but the real Achilles heel in this area, the heavyweight trucks, remained unchanged. As usual, the R-26/28s were evenly divided between Westinghouse and GE control. However, the Westinghouse cars employed the same Cam control as had been tried on R-22s 7505-7524 in 1958, while the GEs were outfitted with that company's most up-to-date system, called Single Cam Magnetic (SCM). Electrically, the R-26/28s began the use of circuit breakers for low-voltage switches, replacing the outdated and sometimes hazardous fuses. Bodywise, they were similar to the last 10 R-22s, having fiberglass longitudinal seating, as well as a modern style of handstrap. On the exterior, they were the first to have a sealed window on the storm door, replacing the movable sash of the R-15 to R-22 series. Brand new olive-drab R26 cars (7765 and 7784 and mates) await service at the East 180th Street yard. Collection of David Pirmann. These new cars were assigned in their entirety to the #6 line between October, 1959 and early 1961. By mid-1960, they had freed up most of the GE R-17 cars, which were shifted to the West Side lines, where they mixed with R-21/22s. On the #2, this led to a marked reduction in use of Lo-V cars, and also permitted surplus SMEE trains to be used nights and weekends for a brief period on the Lexington-Jerome (#4) Express, as well as on a continuing basis on the weekend Lexington-White Plains Rd. (#5) Express. Integration of the GE R-17s into R-21/22 trains on the #1 yielded enough extra cars to operate a few SMEE consists on the #3 for the first time. That route was at the time limited to 9-car trains. On January 4, 1962 an automated 3-car WH R-22 train, known as "SAM", was placed in operation on the 42nd Street Shuttle. This project had been enthusiastically backed by Chairman Patterson, and was seen as a long-term solution to the nagging problem of how to run this abbreviated service most efficiently. On February 4, ten more R-17s (the remaining GEs and WH cars 6700-6704) left the #6 for the West Side lines, and resulted in the introduction of short R-17/21/22 consists on the shuttle from Times Square to Grand Central. Through this and the reduced amount of equipment required to cover service on the #2 line, all of the 1938 World's Fair Steinways were exiled to the Third Ave. line in The Bronx. In early 1961, the NYCTA proceeded with its next level of equipment orders, following the series of acquisitions it committed to in 1958. First, agreement was reached with St. Louis Car Co., now a subsidiary of General Steel Industries, on an order for 236 IRT cars under Contract R-29. These were to be almost identical to the R-26/28 series, the only obvious differences being the use of a drawbar to join married pair sets permanently, and a bright red exterior livery, set off by a blue and orange City of New York seal. The first 118 cars were equipped with Westinghouse Cam control, the latter with General Electric SCM I. The GE half of the order also initiated the use of high-voltage circuit breakers on the cars, main panels. Finally, at the behest of Chairman Patterson four R-29s were outfitted with lightweight General Steel #70 trucks, to fulfill his earlier promise to explore a more advanced level of technological development. More IRT cars were ordered from St. Louis-GSI later in the year, using capital funds and a portion of the proceeds obtained through an October, 1962 bond issue. These consisted of 540 cars under Contract R-33 and 424 additional units through Contract R-36. As before, there was controversy regarding the lack of advancement in technological level of the designs. One of the larger points of contention was the Transit Authority's reticence to use air conditioning, something which it claimed would have required a major re-design effort and result in delivery delays. Amenities was another focal point, which was not really addressed. Unfortunately, the passing of Chairman Patterson, the strongest advocate of advancement, resulted in a stagnation, if not downright rejection, of efforts to bring the Transit Authority's equipment standards beyond the basic parameters of 1940. In 1963, this was changed somewhat when the Budd Co., which specialized in stainless steel car construction, and had been proposing that the New York system explore this avenue since the 1930s, was awarded a 600-car order for the BMT/IND under Contracts R-32 and R-32A. It was too late to be of consequence to equipment in the pipeline for the IRT, however, which was of sufficient quantity to completely replace the pre-World War II cars still in service on the main lines. A trial run was made with the first R-29 train on April 29, 1962 along the #7 Flushing line. The next day, they were placed in #1 7th Avenue-Broadway service, separate from the R-17/21/22 consists. Through the summer, the R-29s gradually supplanted the older SMEEs on the #1. In turn, the R-17/21/22s grew in number on the #2 and #3 lines, so that by early July it was no longer necessary to use Lo-Vs to fill schedules. The old cars then became concentrated on the East Side Expresses, enabling the last Flivver cars to be withdrawn from the Lexington-White Plains Rd. line as of August 10. In early September, 1962 R-17s 6650-6704 were shifted back to the #6 from the West Side Expresses, forcing the return of a few Lo-V trains to these services. This was indicative of expanded fleet requirements, which induced the general mixture of SMEEs throughout the system to enable them to cover as many trips as possible. Thus, as of October 1 there were R-17/21/22 cars mixed with R-29s on the #1, R-29s joining R-17/21/22s on the #2 and #3, and new cars (R-17/21/22/29 sets) in base service on the #4 Lexington-Jerome Express. In addition, the general intermixing of R-17s and R-26/28s commenced on the #6. SMEEs, now in mixed R-17/21/22/29 consists, were still being used nights and weekends on the #5 as they had been since 1960. To provide extra equipment for the start of 11-car trains, GE R-17s 6500-6549 were transferred from the West Side IRT to the #7 Flushing line as of November 1, 1962. Two weeks later, their absence was compensated by the arrival of the first "Main Line" R-33s. This group was comprised of the first 500 cars produced under Contract R-33, 270 equipped with General Electric SCM, and 230 with Westinghouse Cam. The Main Line R-33s were virtually identical to the R-29s, their only innovation being the substitution of plywood sub-flooring for the more traditional aluminum or steel framing. The huge number of cars took several months to enter service, being assigned among all IRT Main Line routes except the #6. This included the #5, which was gradually assigned enough mixed SMEE consists from the #2 and #4 lines to severely curtail its need for Lo-Vs. As of March, 1963 the R-29s and Main Line R-33s had begun mixing in #6 trains. On March 18, the first R-12/14/15 cars were transferred off the Flushing line, appearing briefly on the East Side routes (#4, #5 and #6), then finally migrating to their full-time assignment on the #1. By May, the ex-Flushing cars were also running of the #2 and #3 lines, with 30 more GE R-17s being traded to #7 service, where they were sometimes trained with R-15s. When they became gradually intermixed with other SMEEs on the West Side, the R-12/14s were not to be in the conductor's positions because the conductor's controls were on the outside. As a result they were often observed on the ends of a train. At last, with the influx of new cars on the #6, 70 R-17s (6650-6719) were freed up and distributed to the other Main Lines, providing enough equipment to permit removal of all Lo-Vs from Lexington-White Plains Rd. service by July 8, for the remainder of the slack summer period. On September 26, 1963 the first trains of "World's Fair" R-33 and R-36 cars were operated on the #7. This was a special fleet of 430 cars, destined for permanent assignment to the Flushing line in commemoration of the 1964-65 World's Fair, to be held at Flushing Meadow Park. Adorned in a distinctive aqua and blue livery, they included the final 40 cars of Contract R-33 as single units, equipped with Westinghouse Cam control, and 390 cars of the R-36 contract in married pairs (split into 178 Westinghouse and 212 GE). Despite their special status, the World's Fair cars were fully compatible with previous IRT SMEEs, and offered no marked technological improvement other than the use of single-pane "picture window" sash to replace the traditional two-piece lift type. This had required some fairly simple structural modifications to the standard carbody design. As the World's Fair cars were phased in on the Flushing line, they were regularly mixed with R-17s to form 11-car trains, because there were not enough single-unit R-33s to impact the schedule. The GE R-17s on the #7 began filtering slowly back to the Main Lines (except the #6) as more World's Fair R-33s were placed in service on November 4, 1963. This ultimately resulted in the return of 100 R-17s (6620-6719) to their home on the #6 by mid-1964. In turn, the R-12/14/15 cars replaced by the arriving World's Fairs were transplanted to the #1, #2 and #3 routes until November 30, 1963 when the entire group was reassigned for a time to #4 service to aid in removal of all Lo-Vs. The last of the oldest IRT SMEEs left the Flushing line by April 17, 1964. A few Lo-V trains were restored to #5 service in late September, 1963 to usher in the fall schedule. The continued influx of Main Line R-33s and finally the assignment of the R-12/14/15s to the #4 in late November led to their complete withdrawal from both East Side Express lines as of December 23, 1963. On the #2 and #3, a handful of Lo-Vs hung on through late February of 1964, by which time delivery of the Main Line R-33s was nearly complete. On March 15, 1964 the TA reassigned 40 Main Line R-33 cars to the #7, to fill greatly expanded schedules for the Fair, until the remaining World's Fair cars could be delivered from St. Louis-GSI. Used on a temporary basis, they had paper signs taped in the front windows to avoid having to install new roller curtains. This group was generally mixed with at least one of the remaining Flushing R-17s to make an 11-car consist, occasionally being blended with their sister World's Fair R-33s for the same purpose. Meanwhile, the Transit Authority's worst subway fire in history, at Grand Central on the 42nd St. Shuttle on April 21, 1964, destroyed a total of seven SMEE cars. Apparently ignited under the automated SAM train, which was slated for re-conversion to manual operation, it spread through the terminal by feeding on oil-soaked wood and thickly-painted steel. The good fortune that there were no fatalities is reflected by the immense damage inflicted. SAM WH R-22s 7509, 7513 and 7516 were incinerated; GE R-17s 6595, 6597 and 6601, and GE R-22 #7740 were also beyond repair. When reopened three weeks later, the 42nd Street Shuttle was still using short R-17/21/22 consists. Aftermath of the fire in the 42nd Street shuttle, April 23, 1964. Photo by Herbert P. Maruska. The final batch of new cars, the "Main Line" R-36s began service on the #2/4/5 lines July 24, 1964. These final 34 cars of the R-36 contract, were again unchanged from the Main Line R-33s, having Westinghouse Cam control in entirety to account for the electrical imbalance in the World's Fair R-36 order. The delivery of this last order for the IRT brought the final number of cars procured since 1947 to 2,450 (less the nine units lost in various mishaps). It should be noted that the Main Line R-36s did offer one giant step in the direction of progress, for in early 1965 they were the first cars to be equipped with functioning radios. By June of 1964, the R-12/14/15s had begun wandering onto all IRT Main Lines, being used but briefly on the #6. In July, the Transit Authority began experimenting with the use of SMEEs on the Bowling Green-South Ferry Shuttle. This mini-route had been running since 1909, and had a small platform hewn into the inner loop at South Ferry, located in a tight inside curve, tailored for the use of door spacing appropriate to its customary Lo-Vs. At first, a pair of ex-Flushing GE R-17s was used, with warning given to passengers about the hazards of the tight spacing and large gap at the center doors. In succeeding weeks, these were replaced by two GE R-14s, Lo-Vs once again, a GE R-12/14 pair and two WH R-17s from the #6. Finally, the lowest numbered R-12s (5703-5706) were permanently assigned as of September 6, with the middle doors rendered inoperative. This was no small feat considering the SMEEs are designed to share door motor drives on alternating panels. In January of 1965, the final few GE R-17s were returned from Flushing to the Main Lines (except the #6). By May 31, when the Main Line R-33 and R-36 classes were assigned to specific routes to provide at least one radio-equipped set in each train, the first real IRT SMEE assignment took shape:

#1/#3R-12s 5745-5802, R-14s 5803-5952; R-15s 5953-5999 & 6200-6252; R-21s 7050-7299; R-22s 7300-7399 #2/#4/#5R-17s 6500-6699; R-22s 7400-7749; R-29s 8570-8805; R-33s 8806-8999 (#5); R-33s 9000-9199 (#4); R-36s 9524-9557 (#2) #6R-17s 6700-6899; R-26s 7750-7859; R-28s 7860-7959; R-33s 9200-9305 #7WF R-33s 9306-9345; WF R-36s 9346-9523 & 9558-9769 42 St. ShuttleR-12s 5730-5744 Bowling Green ShuttleR-12s 5703-5706 (as modified)

WH R-12s 5707-5729 were at this time placed exclusively in Work Service, being effectively the first IRT SMEE retirees at 17 years of age. While this assignment had not yet taken on the familiar characteristic of dividing car types by equipment type (WH or GE), there are indeed the beginnings of SMEE assignment tendencies which lasted for many years hence. These were part of a change in the basic philosophy of how IRT SMEE cars should be best distributed, for no longer was it paramount that the newer cars be spread about so as to obviate the need to use Lo-Vs, or to accommodate a new lengthening of trains. From this point on, the fleet was rationalized mainly on the basis of maintenance and operational requirements. Thus, crews could become accustomed to a predictable assortment of equipment, and cars could be grouped at given maintenance facilities to enable some type of uniformity in required spare parts, as well as maintenance procedures for the 24 distinct series of IRT SMEE cars. Such had also been the apparent policy of the Interborough Rapid Transit Co. in earlier days, as there was always an attempt to keep some car types on given lines (such Standard and Deck Roof Hi-Vs on Broadway and Lenox; and Gibbs Hi-Vs on the Pelham). Thus, under the emerging assignment guidelines, the #1 and #3 routes were merged, with maintenance being performed at 240th St., and the small yard at the former 147th St. Shops being used for the storage of the Lenox Expresses. All equipment used on the #6 took advantage of the large facility at Westchester Yard. The #2/#4/#5 and 42nd St. Shuttle routes, which comprised the largest part of required service on the system, had most repair work performed at the East 239th Street facility in the Bronx, being supported by three smaller carbarns at New Lots Ave. in Brooklyn, Mosholu Yard off the Jerome Ave. line and the medium-sized East 180th Street Shop at the junction of the Dyre Ave. and White Plains Rd. lines. Routine maintenance and storage of the World's Fair fleet on the #7 was carried out at Corona Yard east of 111 Street. Major repairs for these cars, as had been the case since the 2nd Avenue-Queensboro Bridge connection was broken in 1942, was performed at Coney Island Shops of the BMT. Repair of the four cars on the Bowling Green Shuttle was generally performed in the shuttle track at that station. In September, 1965 the 200 WH R-17s from the #6 line were swapped to the #2/#4/#5 lines (some leaving the Lexington Ave. Local for the only time in their service careers), and in exchange the top 200 R-22s (GE cars 7550-7749) began running for the first time on the #6. These assignments lasted only for a few months, and would not be repeated for nearly 20 years. Also at this time, GE R-17 #6580 became the 10th SMEE to enter premature retirement following a bad derailment along the #2 line on September 25, 1965. By late November, the presence of red "GE" and blue "WE" stickers was being noted on the cab sashes of all IRT cars. Toward the end of January, 1966 it was becoming evident that car groups were being shifted, the goal evidently being their redistribution based exclusively on electrical equipment. Finally, on February 16, the SMEEs assumed their "permanent" assignments, which set a pattern followed, in many ways to the present time.

IRT SMEE Cars by Group (As Built), 1966-1991

  • 9/01/87: 14 cars
  • 9/10/87: 4 cars
  • 9/17/87: 2 cars
  • 10/26/87: 10 cars
  • 10/29/87: 8 cars
  • 11/18/87: 10 cars
  • 11/20/87: 10 cars

On November 25, the final 32 WH R33s were removed from the #3 and stored, along with the last five WH R-22s. 20 of these were restored to temporary operation on the #5 by late December, before they were rebuilt. As of September 14, 1987 the five trains of soiled WH R-33s left on the #6 line were restricted to rush hours only use. On December 10, two 10-car sets were moved to the #5, the rest being withdrawn by December 31, 1987 after cars were transferred in from the Flushing line to replace them.

30 of the 36 ex-#6 units were restored to service on the #5 as of January 7, 1988, with the other six turning up 11 days later adorned in the Fox Red graffiti-free livery. By February 1, four more ex-#6 WH R-33s had been so treated, and all were mixed in trains with the repainted but unrebuilt GE R-33s (and by then GE R-17s) on the #5. "Dirty" WH R-33s were steadily depleted in number through 1988, the last 10-car train operating on the #5 on October 14. This completed the excision of graffiti from the IRT system. Six more WH R-33s reappeared in the Fox Red livery three days afterward, replacing four others which had disappeared into 207 St. Shops. Two more WH R-33s were off the rebuild by the end of December, 1988 and finally, the last 4 of them were removed from #5 service on February 6, 1989.

The color history of the WH R-33 fleet is much the same as that of the R-29s, having been delivered in red, then eventually recovered in the silver and blue. As a flagship fleet of sorts for the #6 line, these cars were among the first on the Main Lines to receive air-conditioning in 1980, generally being redone with beige and orange interiors in the process. The WH R-33s were also among the first IRT cars to receive the white livery in the Fall of 1982, being completed by March, 1983. During this rehabilitation, several of the cars had their hard gray fiberglass seats repainted in blue as a test. They were then rather well taken care of, and thus provided a good number of readily repainted units when they began shifting to the #3 line later that year. A total of 28 WH R-33s were eventually redone in Fox Red to join the graffiti-free fleet between January, 1987 and October, 1988. This small group was the last of the series to operate in service on the #5 in February, 1989.

21. WE "World's Fair" R-33s 9306-9345 remained on the #7 line to Flushing throughout their career after February of 1966, being the single unit of consists which made 11-car trains possible. One unit, 9306, was removed from services and preserved at the New York Transit Museum, in original condition, during 1976. As the paired World's Fair cars were air-conditioned by 1983, the single R-33s became more conspicuous in operation. They were also freely mixed with other cars from the Main Lines which ran in Flushing between 1980 and 1987. The first World's Fair R-33s were rebuilt as part of an early prototype program in 1981-82. As the World's Fair overhaul was modified and expanded, the entire fleet was gradually encompassed, the last of the single units entering Coney Island Shops in late 1984.

As delivered, the World's Fair cars were colored in a delightful combination of aqua and sky blue on the outside, and a blue-green hue on the interior. During the temporary operation of Main Line R-33s in 1964, this made for quite a color clash. The World's Fair R-33s then remained fairly stationary in their factory livery through the mid-1970s. A few cars then actually received the silver and blue exterior scheme, with beige and orange interiors, before the entire World's Fair fleet on the #7 was repainted in the "Great White" colors between October, 1981 and January, 1982. This was the form in which the World's Fair R-33s, in general, were placed into rebuilding.

22. WH "World's Fair" R-36s 9346-9523 were also captive to the #7 line in Queens as of February 16, 1966. One train of Main Line R-36s was brought onto the Flushing line in April, 1972, and as a result, one 10-car set of WH World's Fair R-36s (9376/9377, 9408/9409, 9418/9419, 9474/9475, 9496/9497 and 9516/9517) was swapped to service on the #1/#3. There they remained until the Main Line cars returned in May of 1973.

As part of the fleet shifts of October 22, 1976 cars 9504-9523 (20 in all) were transferred permanently to the #1/#3 lines, in part to replace the R-17s moved over to the #4. These cars became intermixed with the others used, and for the first time it was possible to see the former Flushing R-12/14/15s and the World's Fair R-36s which had replaced them in a single consist. World's Fairs 9494-9503 were shifted from the #7 to the #4 line on June 2, 1978, partly in response to complaints by Bronx politicians, and stayed until May of 1979. They had been also used briefly on the #2/#5 lines during February of that year.

With the assignment splits of January 10, 1983 units 9504-9523 were allocated to the #3 line. By this time, some of the "career" cars from the #7 had been shipped out for a trial rebuilding program. Finally, as the World's Fair R-36s began going out to rebuilding en masse, those turned over to the Main Lines in 1976 were brought back to Queens; 9514-9523 on June 20, 1984 then 9504-9513 as of July 5. All cars in this group had already had air conditioning installed. Through the year, the WH World's Fair R-36s which had not already been put through the rebuilding program were gradually taken off the #7 line, the last train running in late November, 1984.

How most of the "Redbird" (R-26, R-28, R-29, R-33, and R-36 contracts) met their fate: "Reefing." States all along the east coast agreed to allow stripped "Redbird" cars to be dumped in their coastal waters to create artificial reefs for marine life. This car is going down along Shark River Reef in New Jersey, October 2003. Photo by Rich Galiano/www.njscuba.net.

The WH World's Fair R-36s were also painted in the bright two-tone blue livery when they arrived, and for the most part managed to avoid being redone in the MTA silver and blue standard colors well into the 1970s. The 20 cars reassigned to the #1/#3 in October, 1976 were redone shortly after arrival (including green and gray interiors), as was the 10-car set used on the #4 in 1978-79. When later air-conditioned, the interiors of the #1/#3 cars were redone in the beige and orange. If not repainted as part of this process, the interiors of the Flushing cars retained their bluish green and gray tones. By late 1979, some cars on the Flushing line were being repainted, however, making for a constant mix of silver and fading aqua-colored consists. By mid-1981 well over half of the World's Fair R-36s had been recolored in silver, suffering the effects of rife vandalism immediately afterward. The incredible strain this placed on Corona Shop forces was one of the leading causes which brought about application of the all-white livery in 1981-82. By late 1984, all unrebuilt WH World's Fair R-36s had been phased out of #7 service in this configuration.

23. "Main Line" WH R-36s 9524-9557 were a unique group of cars over the years, being assigned to service on the #6 as of February, 1966. In October, 1968 one 10-car train (9530-9539) was transferred to the #1/#3 in exchange for an equal number of WH R-17s. The remaining cars (9524-9529 and 9540-95-57) followed in 1970, their arrival freeing up the 6200-series WH R-15s for shipment to the #2/#4/#5, where they acted as de facto replacements for the GE R-12s shifted to the Third Ave. line in 1969. In April, 1972 cars 9524/9525, 9532/9533, 9536/9537, 9540/9541, 9544/9545 and 9548/9549 began operating in Flushing, being restored to the #1/#3 in May, 1973.

A car shortage on the #7 line resulted in the loan of WH R-36s 9548-9557 from April 27 to August 17, 1981, during which time they were usually run together in a train with one World's Fair R-33. The entire group was then concentrated in #3 service with the January, 1983 reassignments. On June 20, 1984 after the first R-62s on the #4 freed up SMEEs for transfer to other lines, Main Line R-36s 9524-9533 were transferred from the #3 line to service on the #7, from which they would eventually join the World's Fair cars in being rebuilt by late 1984. The other 24 cars were finally moved off the #3 to Flushing as of February 15, 1985, but their journey to Morrison-Knudsen was briefly interrupted that April for a short visit to the #4. By early May of 1985, all unrebuilt WH Main Line R-36s had been removed from service for GOH.

The Main Line R-36s shared the solid tartar red exterior scheme of the Main Line R-29s and R-33s (as well as a like purplish-blue interior) when new. They became silver and blue while running on the #1/#3 in the early 1970s and remained so through the fall of 1983 (being air-conditioned in the process). They then employed the all-white colors through their removal from service for GOH, standing out in #7 consists (along with WH World's Fairs 9504-9523) due to their dirty black roof lines.

24. GE "World's Fair" R-36s 9558-9769 were faithfully assigned to the #7 line from early 1966 right through 1982, when they began going to various locations as the rebuilding program evolved. They had also been air-conditioned by this time. The last of the GE World's Fair cars was removed from service in Flushing by September of 1984 for the massive overhaul.

The GE World's Fair R-36s had an identical paint history as the Westinghouse cars which stayed in Flushing, being two-tone blue through the late 1970s, when some cars were redone in the silver and blue standard colors. Most did not receive the modified interiors of beige and orange, however, until repainted as part of the Great White Fleet in late 1981. This was the last coat for the group before being taken out of service for GOH in 1984.

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