They'd be baffled by the more complicated service, especially during rush hours. With so many cars lacking working PA systems, you really had to know where you were going before stepping foot on any train. They'd then get mugged. And they'd probably think the whole experience was cool.
From what I remember of the groups, in solid consists, from approximately 4550 to 4600 were N, 4600 to about 4695 were B (maybe also R), 4696 to 4805 were D, 4800s QJ M LL, and only the last 30 or so were E F. Anyone have the exact numbers?
There was a small group of R-40Ms, that had the same rollsigns as the R-42 N group and they had signs for the EE, GG and N. When first delivered, they were numbered 4350-4449 and the last R-40 slants were numbered 4450-4549. At some point, the numbers on both series were swapped so that there was a continuous group of modified R-40s and R-42s starting with 4450. If I recall, the QJ, M, LL group were also the ones with the RR signs. The B group also had A and AA signs. If I recall, the E/F group of cars also had A signs with Rockaway destinations since for a brief time, the TA stopped using HH for the Rockaway shuttles and the R-40s and 42s that remained in the Rockaways used A signs for both the Rock Pk shuttles and the Round Robin.
They weren't so bad in the late 60s and early 70s. I never had to hold my ears while ripping past each local stop along CPW. Which is more than I can say about Chicago's 6000-series cars in the State St. subway. Compared to those cars, the R-10s were as quiet as mice.
All I remember is 45xx to 4695 for the A/AA/B, but when the R44's came in they left the A; 4696-4807 for the D; 4808/4851 for the RR, 4852-4923 Eastern Division + QB; 4924-4949 for the E/F, but transferred to the east + QB when the R 44's arrived.
I remember in the early 1980's, the were starting to mix up the B and D ones, since they were all shot by then, and had to run with blanked signs until they replaced them with comprehensive black and white ones.
Amazing they are holding up in ENY to this day. It was a junky car to start with.
As I understand it (anyone with working knowledge, please chime in...) dark cars weren't just a result of failing to change out tubes and ballasts, but rather wiring or something else that was shot to shit from getting pounded every day and not maintained, right?
Thank you. Next silly question- how did the cars run at all without batteries? How did the doors operate?
Or did the motors and doors bypass the batteries?
I suppose a car with dead auxiliary power also cannot be in the lead position? Since every car subsequent to 1917 is essentially a lo-v (as well as the cars actually named LO-Vs), without charged batteries, there's no power to the control handles/master controller, right?
The R-42s GOHed by CIYd retained their original WH master controllers and equipped with NYAB Newtran brakes instead of WABCO RT-2 brakes. from what I have heard from some M/M the NYAB brakes were not as responsive as the WABCOs which is why they were the first to go along with the Group II GOH R-32s which were similarly equipped. It’s interesting now that many of the T/Os seem to think that the R-68s, which are NYAB equipped, operate more smoothly than the R-68As which have WABCO brakes.
One of the things about the GOH R-30s was that they retained their original SMEE brakes with the ME-42 brake valves instead of the NYAB Newtran brake package. Having operated just about every type of brake equipment on the NYCTS, I can state from experience that the SMEE brake package was far superior the the so called “improved” RT-2 brake systems as found on the R-38s and up even the GOH cars that were WABCO equipped.