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| Re: G 236 Blower and Fan Car...Re: [PHOTOS] Odd Ball NYC Subway Cars (1468159) | |||
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Re: G 236 Blower and Fan Car...Re: [PHOTOS] Odd Ball NYC Subway Cars |
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Posted by JOE @ NYCMTS - NYCTMG on Sun Mar 4 13:22:08 2018, in response to Re: G 236 Blower and Fan Car...Re: [PHOTOS] Odd Ball NYC Subway Cars, posted by Bill Newkirk on Fri Mar 2 15:15:05 2018. Hello Bill (M)This info was sent to me by Nate G and comes from a personal friend of ours and long time NYCTA (MTA) employee. Here is more information from that employee on some of the cars shown in this "Oddball Cars" thread: =================================================================== (quoted) Regarding that interesting set of photos. I can provide answers to questions posted, as follows: --- 6392 - went to scrap, never used again. --- 6621 - was never put on public display. --- G236 - was "blower car" for the "tunnel wash train", meant to dissipate fog/mist from spray cleaning the tunnel walls. The train would frequently cause electrical and signal problems after it passed. --- XC875 - was the IRT clearance test car., and it was 75-feet long. The car was too long to clear either loop at South Ferry, or the connection tracks between the Lexington Ave. Line and the lower level station at 149th Street - Grand Concourse. --- Sperry 140 had height and width clearance problems. It was built to replace the Mack 402/403, and to be more compatible with the other detector cars in the fleet. Upon completion, it was sent to the NYCTA, C.I.Yd., via the South Brooklyn Ry. I (the writer) was to represent RTTD (now RTO) on the test (acceptance) run, but I (the writer) had to respond to a train breakdown. A BMT Trainmaster took my place. The 140 left C.I.Yd. and proceeded to Stillwell Ave., then went up the Brighton Line, as far as Kings Highway, N/B Exp Track (A4), where M of W Engineering felt the car's height would not clear under overpasses beyond that point. The 140 was turned south, and proceeded through Stillwell Ave. onto the sea Beach Line. It was on the N/B Exp Track (E4) at 86th Street, where, again the M of W Engineering had an issue with height clearance. There was also an issue with width clearance. Sperry had "bumped out" the side wall panel, several inches, opposite where the cab would be, at each end of the car (I do not know for what purpose - the end side door pockets were retained, and usable). This added about 6" to 8" inches of additional overall width to the car, rendering it unfit for operation on the IRT, the H&M, the CTA, or any other rapid transit systems' lines where narrow clearance was an issue. This car, that was built with the intention of being almost universally suitable for operation on all rapid transit systems was a failure. The car was very unpopular with Sperry personnel, as its' interior was ten feet shorter and one foot narrower than a standard detector car - it was orphaned off to Australia, until it died. You guys may feel free to pass any of this information along ! ==================================================================== So, there above is more info as copy-pasted from the info received by me -- for those interested regards - Joe F |
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