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| Re: Question for Joe F. -Woodlawn - PG shuttle 3rd rail shoe (1394222) | |||
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Re: Question for Joe F. -Woodlawn - PG shuttle 3rd rail shoe |
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Posted by JOE @ NYCMTS - NYCTMG on Mon May 2 05:28:06 2016, in response to Question for Joe F. -Woodlawn - PG shuttle 3rd rail shoe, posted by Express Rider on Sun May 1 20:45:50 2016. Hello Express RiderIn early 1950, a very small number of IRT Hi-V cars (with hand level control doors) originally were assigned to the Polo Shuttle to replace Composite cars whose trucks were needed for 3rd Ave EL Q-Types and spare parts. These Hi-V cars eventually were predetermined to be either scrapped by 1952, or assigned to work motor service, when they could then be replaced by spare either Steinway or Standard low-V Motor cars -- due to the 1948 thru 1950 release of Steinways from the Flushing Line which were replaced by R-12, 14 and 15 cars - the Steinways going into mainline IRT Routes. The Steel Hi-V Cars, like their 1952 Low-V later replacements, had their standard steel paddle subway 3rd rail shoes "cut back" -- the end tips that were designed to ride on the further-away from track SUBWAY 3rd rail, were cut off, leaving intact, the remaining "inner" contact pad which IRT subway paddle shoes had for riding on the closer, higher "EL" style 3rd rail. COMMON SENSE would presume that this simple "cut off" torch work was done at Woodlawn Shops for expedience and convenience. ALL IRT pre-war and the earliest post war steel IRT (R-12-14-15-17) Subway cars had this "dual mode" style subway 3rd rail paddle shoe equipped on their shoe beams. So they could operate on ELEVATED ONLY lines fitted with "dual" 3rd rails. Even the IRT Flushing line had dual 3rd rails until the El style 3rd rails were finally all removed about 1955. That line still used some IRT wood EL cars as WORK & Maintenance TRAIN MOTORS, even tho wood EL PASSENGER revenue trains stopped service variably between June 1942 (IRT 2nd Ave EL) and Dec. 1949 (the end of BMT Q-Type EL Car Shuttles, which all had subway PADDLE SHOES anyway !!) So those steel cars on the POLO Shuttle had the outer tips of their paddle shoes removed, leaving the inboard tip to ride on (as normally intended) the EL STYLE 3rd rail on the Polo Shuttle as well as to clear the Anderson Avenue Tunnel. The 3rd rail in the tunnel was about 1 1/2 inches away from the wooden backboard of the EL Style 3rd rail. Standard length subway paddle 3rd rail shoes would have needed about 2 more inches PAST the concrete tunnel wall, to clear themselves. ALSO -- the "Manhattan EL Style" 3rd rail was retained, to the Polo Shuttle's end, along with its signature wooden safety backboard which was about an inch HIGHER than the third rail head surface. So standard subway paddle 3rd rail shoes would have had their end tips riding UP UPON the top edge of the wooden safety board, clear off the head of the 3rd rail !!! That safety backboard ENDED where the two shuttle (up and down) ramp tracks met at top of the Woodlawn-Jerome EL, and the shuttle tracks merged with the IRT Woodlawn EL line subway train mainline tracks. At that point, the EL style 3rd rails DID NOT have the backboard affixed, and as such so all the way up to and into, the Woodlawn yards and shops, so as to not foul the normal sized standard paddle shoes of passing steel mainline subway trains. By 1950, the small few MUDC's used on that POLO SHUTTLE line were gone -- and as they were "marooned" to the Woodlawn Line and Polo Shuttle, I would assume they were either scrapped at Woodlawn Yards -- or stripped for parts for sister 3rd Ave El cars, and bodies trucked to West Farms "Starlite" scrap yard. Their much higher clerestory Roofs could NOT clear the E. 158th Street tunnel portals and tunnels of the Woodlawn "subway" below E.161st Street Station !! Once the 9th Avenue El was removed from below W.155th Street, those MUDC's were "marooned" to the Shuttle and Jerome EL line. The Manhattan Els (and the Bronx 3rd Ave EL up to 1957) had "Manhattan EL STYLE" 3rd rail, ALL rails having that back safety wood board. My assumption was that the backboard PREVENTED ANY STEEL CARS, being much heavier vehicles, from trespassing under power on to any of the Manhattan 4 EL Lines. The Bronx 3rd Avenue EL portion, although REBUILT in 1913-16, to handle heavier steel cars, NEVER HAD dual 3rd rails. Instead, it retained this safety backboard on ALL of its own EL style 3rd rails, up until shortly before the December 16, 1956 replacement of wooden MUDC and Q Type EL cars with surplus steel Steinway subway cars. Weeks prior to that date, the wood safety backboard WAS REMOVED from the EL Style 3rd rails on BOTH LOCAL TRACKS ONLY --- so as to clear the standard subway paddle shoes on the Steinway subway cars. The OUT OF REVENUE SERVICE center former express track, RETAINED its EL Style 3rd rail AND ITS WOODEN BACKBOARD --- as the only thing expected to be moving (and stored thereupon) on those tracks, were the surplus MUDC and Q TYPE El Cars -- awaiting eventual removal and disposition. Sadly, the few remaining MUDC's were scrapped at E.174th St (Starlite Grounds)by 1957 and the Q's in gradual small groups, were sent to Brooklyn between mid-late 1957 and early 1958. By end of 1959, all EL STYLE 3rd rail was removed from the Bronx 3rd Ave EL -- and replaced with covered subway position and style 3rd rails. The center tracks had their 3rd rails removed, except north of 200th Street Station where the center tracks were used as layout using SUBWAY STYLE replacement 3rd rail. Well, Rider, heh, a lot of additional tidbits info again here -- hope it was at least interesting for its length. regards - Joe F |
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