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{{Short description|Class of New York City Subway car}} |
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[[Sourced]] |
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{{Infobox train |
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{{Unreferenced|date=January 26 2007}} |
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| name = R68 |
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[[Image:PICT0036.jpg|thumb|610px|An R68 on the [[Franklin Avenue Shuttle]]]] |
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| image = Diligent_on_West_End.jpg |
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'''R68''' is a [[New York City Subway]] car. The 425-car contract was a joint venture of [[Westinghouse Electric Corporation|Westinghouse]] AM-Rail Company, ANF Industrie of Paris, and other companies. The cars were built in France from 1986 to 1988 and shipped to New York Harbor. |
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| imagealt = |
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| caption = An R68 train on the [[D (New York City Subway service)|'''D''']] at [[18th Avenue station (BMT West End Line)|18th Avenue]] |
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| interiorimage = R68 G Train Interior.jpg |
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| interiorimagealt = |
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| interiorcaption = Interior of an R68 car |
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| stocktype = |
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| service = 1986–present |
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| manufacturer = Westinghouse-Amrail Company (aka [[Francorail]]):<br />Westinghouse, ANF Industrie (all cars)<br />[[Jeumont Schneider]] (2500–2724)<br />[[Alstom]] (2725–2924) |
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| factory = [[Crespin, Nord|Crespin]], France |
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| family = SMEE |
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| replaced = {{unbulleted list|Most [[R10 (New York City Subway car)|R10s]], [[R27 (New York City Subway car)|R27s]] and [[R30 (New York City Subway car)|R30s]]|All remaining [[R16 (New York City Subway car)|R16s]]}} |
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| yearconstruction = 1986–1988 |
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| yearservice = {{unbulleted list|April 13, 1986 (revenue service testing)|June 20, 1986}} (official service) |
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| refurbishment = |
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| yearscrapped = |
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| numberconstruction = |
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| numberbuilt = 425 |
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| numberservice = {{NYCS const|numcar}}<!-- please ONLY change this line by editing the NYCS const template and ONLY when the source given at the bottom of the article changes --> |
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| numberpreserved = |
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| numberscrapped = |
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| formation = 2500–2915 (416 cars) are linked into 4 car units<br />2916–2924 (9 cars) remain as single units with OPTO switches added |
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| fleetnumbers = 2500–2924 |
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| capacity = 70 (seated) |
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| operator = [[New York City Subway]] |
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| depots = {{NYCS const|depot}} |
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| lines = {{NYCS const|car}}<!-- please ONLY change this line by editing the NYCS const template and ONLY when the source given at the bottom of the article changes --> |
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| carbody = Stainless steel with fiberglass end bonnets |
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| trainlength = 2 car train: {{convert|150|ft|m}}<br />4 car train: {{convert|300|ft|m}}<br />8 car train: {{convert|600|ft|m}} |
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| carlength = {{convert|74|ft|8.5|in|sigfig=4|abbr=on}} (over [[anticlimber]]s) |
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| width = {{convert|10|ft|mm|0|abbr=on}} (over threshold) |
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| height = {{convert|12.08|ft|mm|0|abbr=on}} |
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| floorheight = |
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| platformheight = {{convert|3.76|ft|abbr=on}} |
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| entrylevelorstep = |
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| art-sections = |
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| doors = 8 sets of 50 inch wide side doors per car |
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| maxspeed = {{convert|55|mi/h|km/h|abbr=on}} |
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| weight = {{convert|92720|lb|kg|0|abbr=in}} |
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| acceleration = {{convert|2.5|mph/s|km/h/s|abbr=on}} |
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| deceleration = {{convert|3.0|mph/s|km/h/s|abbr=on}} (full service)<br />{{convert|3.2|mph/s|km/h/s|abbr=on}} (emergency) |
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| traction = E-Cam control ([[Adtranz]]) |
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| traction motors = {{convert|115|hp|kW|1|abbr=on}} 1447J DC motor ([[Westinghouse Electric Corporation|Westinghouse]]) |
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| poweroutput = |
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| transmission = |
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| aux = |
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| powersupply = |
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| hvac = |
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| electricsystem = {{600 V DC|conductor=third rail}} |
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| collectionmethod = [[Current collector#Contact shoe|Contact shoe]] |
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| uicclass = |
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| aarwheels = |
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| bogies = |
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| brakes = New York Air Braking (NYAB) GSX23 Newtran "SMEE" braking system, NYAB tread brake rigging model TBU190 |
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| safety = [[dead man's switch]], [[train stop|tripcock]] |
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| coupling = [[Railway coupling#Westinghouse H2C|Westinghouse H2C]] |
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| multipleworking = |
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| light = halogen light bulbs |
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| gauge = {{track gauge|ussg|allk=on}} |
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}} |
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The '''R68''' is a [[B Division (New York City Subway)|B Division]] [[New York City Subway]] [[railcar|car]] order consisting of 425 cars built by the Westinghouse-Amrail Company (aka [[Francorail]]), a joint venture of [[Westinghouse Electric (1886)|Westinghouse]], [[ANF Industrie]], [[Jeumont Schneider]], and [[Alstom|Alsthom]]. The cars were built in France from 1986 to 1988 and shipped through [[New York Harbor]]. Of the cars in the fleet, 416 are arranged in four-car sets while the other nine are single cars. |
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The R68 was the third R-type series consisting of {{convert|75|ft|m|2|adj=on}} cars. The first R68 train entered service on June 20, 1986. The R68's manufacturers suffered from significant system integration problems, and the fleet became known as a "[[Lemon (automobile)|lemon]]" in its early years, but its performance was improved following modifications by the [[New York City Transit Authority]]. In the 2010s, a small number of R68s received experimental upgrades. |
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The R68 was built by combining [[R46 (New York City Subway car)|R46]] and [[R62A (New York City Subway car)|R62A]] features to build a better, state-of-the-art subway car with high [[Mean Distance Between Failure]] (MDBF), leading to better service. R68 was the third R-class contract to be built with 75-foot (23 m) cars, which have more room for sitting and standing passengers per car than the 60-foot cars that were used previously. However, because 75-foot cars take longer to load and unload, more recent orders have returned to 60-foot cars. |
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==Description== |
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The R68's first entry to revenue service was on [[June 20]],[[1986]] on the {{NYCS service|D}} service; the first cars were numbered 2500-2507. There were two contracts to supply the R68. The primary order was: 2500-2727, and the R68-1 option order was 2728-2924. The fleet today primarily runs on the {{NYCS service|D}}, {{NYCS service|N}}, {{NYCS service|Q}}, {{NYCS service|S – Franklin Avenue Shuttle|S}} ([[BMT Franklin Avenue Line|Franklin Avenue Shuttle]]), and very rarely on the {{NYCS service|B}} and {{NYCS service|W}}. R68s are based out of the [[Concourse Yard]] in [[the Bronx]] and the [[Coney Island Complex]] in [[Brooklyn]]. |
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[[File:R68 rollsign.jpg|left|thumb|The interior side route & destination rollsign on the [[W (New York City Subway service)|W]]]] |
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[[File:Westinghouse R68 Franklin Avenue Shuttle Train Side Signage.jpg|left|thumb|Exterior fixed side signage dedicated to the [[Franklin Avenue Shuttle]]]] |
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[[File:R68 rollsignfront.jpg|left|thumb|The front route rollsign on the [[Q (New York City Subway service)|Q]]]] |
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The R68 was the third R-type contract to be built with {{convert|75|ft|m|2|adj=on}} cars (the previous two being the [[R44 (New York City Subway car)|R44]] and [[R46 (New York City Subway car)|R46]]), which have more room for sitting and standing passengers per car than the {{convert|60|ft|m|2|adj=on}} cars that were used previously and afterward. Like the R44s and R46s, which are also {{convert|75|ft|m|2}} long, they are prohibited from running on the BMT Eastern Division lines ([[J (New York City Subway service)|J]], [[L (New York City Subway service)|L]], [[M (New York City Subway service)|M]] & [[Z (New York City Subway service)|Z]] trains) because of tight curves. This order was evolved from the '''R55''',<ref>{{cite web | title = Roster Summary By Type | url = http://www.nycsubway.org/cars/bytype.html | access-date = August 25, 2009 | archive-date = June 6, 2012 | archive-url = https://web.archive.org/web/20120606135219/http://www.nycsubway.org/cars/bytype.html | url-status = live }}</ref> a proposed car that was considered in the early 1980s, but never left the drawing board, or purchased due to a lack of funding. Instead, more attention was paid to replacing the [[R12 (New York City Subway car)|R12]], [[R14 (New York City Subway car)|R14]], [[R15 (New York City Subway car)|R15]], and [[R17 (New York City Subway car)|R17]] fleets of the A Division, which were over 30 years old and worn-out at the time. |
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The cars, numbered 2500–2924, cost about $1 million each. They replaced many [[R10 (New York City Subway car)|R10s]] dating from 1948, all remaining 6300-series [[R16 (New York City Subway car)|R16s]] dating from 1954 to 1955, and some [[R27 (New York City Subway car)|R27s]] and [[R30 (New York City Subway car)|R30s]] dating from 1960 to 1962. The cars are built with stainless steel, and are graffiti-resistant.<ref name="Goldman 1982">{{Cite news|url=https://www.nytimes.com/1982/10/15/nyregion/french-us-concern-granted-mta-pact-for-225-subway-cars.html|title=French-U.S. Concern Granted M.T.A. Pact for 225 Subway Cars|last=Goldman|first=Ari L.|date=October 15, 1982|newspaper=[[New York Times]]|issn=0362-4331|access-date=October 2, 2016|archive-date=October 8, 2016|archive-url=https://web.archive.org/web/20161008001425/http://www.nytimes.com/1982/10/15/nyregion/french-us-concern-granted-mta-pact-for-225-subway-cars.html|url-status=live}}</ref> |
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The R68s are currently based in the [[Concourse Yard]] in [[the Bronx]] (cars 2500–2783) and the [[Coney Island Complex]] in [[Brooklyn]] (cars 2784–2924). The Concourse sets are currently assigned to the [[D (New York City Subway service)|D]], while most Coney Island sets are currently assigned to the {{NYCS|B}}, [[N (New York City Subway service)|N]], [[Q (New York City Subway service)|Q]], and [[W (New York City Subway service)|W]], and cars 2916–2924 are assigned to the [[Franklin Avenue Shuttle]]. As built, the R68s were originally single units, with a full-width cab on one end and a half-width cab on the other end. The R68s on the shuttle remain as single units with [[OPTO]] switches added, while the rest of the fleet were reconfigured into sets of four. |
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==History== |
==History== |
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On October 15, 1982, the Metropolitan Transportation Authority announced that it would purchase 225 cars from Westinghouse-Amrail. The cars were built in Crespin, France<ref>{{Cite web |last=Soapranger85 |date=2022-07-19 |title=Le Hippos in France. 1985-1986 |url=https://www.reddit.com/r/nycrail/comments/w2uyro/le_hippos_in_france_19851986/?rdt=47981 |access-date=2024-10-24 |website=r/nycrail}}</ref> from 1986 to 1988 and shipped through [[New York Harbor]]. The first of the 225 cars were initially scheduled to arrive in January 1985, with the entire order complete in May 1986. The projected cost of the order was $210 million, or about $933,000 per car.<ref name="Goldman 1982" /> |
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In [[1985]] the brand new [[R68]] was being deliverd. In [[January]] |
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[[1986]] it made an test run on the {{NYCS service|D}} train. On [[June 20]],[[1986]] the [[R68]] ran full time on the {{NYCS service|D}} Line. In [[1987]] when the {{NYCS service|N}} and {{NYCS service|R}} switch Northern terminals the {{NYCS service|N}} and {{NYCS service|Q}} Trains received the next batch of the [[R68]]. In [[1996]] the {{NYCS service|S – Franklin Avenue Shuttle|S}} shuttle received some [[R68]]. In [[1998]] the [[R40]] went to the {{NYCS service|Q}} Line while the [[R68]] went to the {{NYCS service|B}} Line. In [[2000]] the {{NYCS service|B}} received 20 more [[R68]]. On [[July 22]] [[2001]] the {{NYCS service|Q}} and the brand new {{NYCS service|W}} trans received some [[R68]] from the {{NYCS service|B}} and {{NYCS service|D}} Lines due to construction but the {{NYCS service|B}} and {{NYCS service|D}} still had entirely [[R68]]. On [[February 22]] [[2004]] the {{NYCS service|D}} had the highest [[R68]]. The {{NYCS service|B}} and {{NYCS service|W}} gave up its [[R68]] to the {{NYCS service|N}} Line. Sometimes the {{NYCS service|B}} will borrow the [[R68]] from the {{NYCS service|D}} or {{NYCS service|Q}} Lines and when there's an occur on the {{NYCS service|N}} line the [[R68]] can be change to a {{NYCS service|W}} train. |
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The delivery of the first R68 was made on February 4, 1986, but it failed to pass a sharp curve on the [[South Brooklyn Railway]] trackage on 38th Street in [[Brooklyn]], and as a result, the curve had to be rebuilt and the radius eased somewhat, and the delivery took place on February 26, 1986. The 30-day acceptance test for the R68s began on the [[BMT Brighton Line|Brighton Line]] on April 13, 1986. The R68s' first entry to revenue service was on June 20, 1986, on the Brooklyn half of the divided [[D (New York City Subway service)|D train]] with the first fleet consisting of cars 2500–2507.<ref>{{Cite web|title = www.nycsubway.org: The New York Transit Authority in the 1980s|url = http://www.nycsubway.org/wiki/The_New_York_Transit_Authority_in_the_1980s#New_Subway_Cars_for_New_York|website = www.nycsubway.org|access-date = January 24, 2016|archive-date = September 6, 2017|archive-url = https://web.archive.org/web/20170906031353/http://www.nycsubway.org/wiki/The_New_York_Transit_Authority_in_the_1980s#New_Subway_Cars_for_New_York|url-status = live}}</ref> There were two contracts to supply the R68 fleet. The primary order consisted of cars 2500–2724, while the option order consisted of cars 2725–2924. The R68, therefore, became the first subway fleet to have an option order. |
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==Future Planned== |
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When the [[R160]] is deliverd 205 more [[R68]] will be deliverd and it will run on the {{NYCS service|B}}, {{NYCS service|D}}, {{NYCS service|N}}, {{NYCS service|Q}}, {{NYCS service|S – Franklin Avenue Shuttle|S}}, {{NYCS service|W}} and very rarely on the {{NYCS service|A}} and {{NYCS service|C}}. |
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===Initial problems=== |
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==R-68 Specifications== |
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The R68's manufacturers suffered from significant system integration problems. Poor communication and coordination between the car body builder (ANF Industrie) and the chassis assembler (Westinghouse) led to operational failures. Due to this, the R68s became known as a "[[Lemon (automobile)|lemon]]". During the beginning of service, the R68s had problems with malfunctioning doors, faulty wiring, electrical controls that suddenly lost power, and malfunctioning air brakes. In addition, the fleet had a high breakdown rate.<ref name="Levine 1987 2">{{Cite news|url=https://www.nytimes.com/1987/03/13/nyregion/mta-picks-new-subway-cars-from-japan-over-a-consortium.html|title=M.T.A. Picks New Subway Cars From Japan Over a Consortium|last=Levine|first=Richard|date=March 13, 1987|newspaper=The New York Times|issn=0362-4331|access-date=October 2, 2016|archive-date=October 8, 2016|archive-url=https://web.archive.org/web/20161008001429/http://www.nytimes.com/1987/03/13/nyregion/mta-picks-new-subway-cars-from-japan-over-a-consortium.html|url-status=live}}</ref> Another problem occurred on November 11, 1986, when a train of R68s failed to climb the grade on the [[Manhattan Bridge]].<ref name="Levine 1987"/> The fleet had a [[Mean Distance Between Failure]] of 12,368 miles by the end of 1986—slightly above the system's average, but far less than the MDBF figures for the R62 and R62A fleets.<ref>{{Cite news|last=Levine|first=Richard|date=1986-11-05|title=Column One: Transport|language=en-US|work=The New York Times|url=https://www.nytimes.com/1986/11/05/nyregion/column-one-transport.html|access-date=2023-02-17|issn=0362-4331|archive-date=2017-08-06|archive-url=https://web.archive.org/web/20170806102145/http://www.nytimes.com/1986/11/05/nyregion/column-one-transport.html|url-status=live}}</ref> By April 1987, the MTA's manager of car equipment engineering estimated that 20 percent of the R68 fleet had faulty controllers (which controlled braking and acceleration).<ref>{{Cite news|last=Levine|first=Richard|date=1987-04-05|title=Safety Devices Fail in New Subway Cars|language=en-US|work=The New York Times|url=https://www.nytimes.com/1987/04/05/nyregion/safety-devices-fail-in-new-subway-cars.html|access-date=2023-02-17|issn=0362-4331|archive-date=2023-02-17|archive-url=https://web.archive.org/web/20230217153930/https://www.nytimes.com/1987/04/05/nyregion/safety-devices-fail-in-new-subway-cars.html|url-status=live}}</ref> Extensive work performed by the [[New York City Transit Authority]] provided solutions to the fleet's many problems.<ref name="Levine 1987">{{Cite news|last=Levine|first=Richard|date=1987-02-24|title=Transit Authority is Critical of Its Newest Subway Cars|language=en-US|work=The New York Times|url=https://www.nytimes.com/1987/02/24/nyregion/transit-authority-is-critical-of-its-newest-subway-cars.html|access-date=2023-02-17|issn=0362-4331|archive-date=2022-07-06|archive-url=https://web.archive.org/web/20220706000245/https://www.nytimes.com/1987/02/24/nyregion/transit-authority-is-critical-of-its-newest-subway-cars.html|url-status=live}}</ref> |
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{| class="wikitable" |
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The MTA was given a second option order of an additional 200 subway cars from Westinghouse-Amrail. However, due to problems from the manufacturer, the MTA awarded it to [[Kawasaki Heavy Industries|Kawasaki.]]<ref name="Levine 1987" /> Westinghouse-Amrail offered to have the 200 cars built for $1,012,000 each, while Kawasaki agreed to have them built for $958,000 per car. This order became the [[R68A (New York City Subway car)|R68A]].<ref name="Levine 1987 2" /> |
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|'''Car builder''' |
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|colspan="2"| '''Westinghouse Amrail Company''' and ANF Industrie (now a subsidiary of [[Bombardier]]) in Paris, France |
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===Equipment tests=== |
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In 2010, the MTA proposed mid-life technological upgrades for the R68s, including [[LED display|LED]] destination signs and automated announcements.<ref name="mta.info">{{Cite web |url=http://www.mta.info/nyct/procure/rfi/9003sol.pdf |title=Request For Information No. 9003 {{pipe}} Integrated Communications System on NYCT R62/R62A and R68/R68A Class Rail Cars |access-date=2011-07-07 |archive-date=2011-06-27 |archive-url=https://web.archive.org/web/20110627153047/http://www.mta.info/nyct/procure/rfi/9003sol.pdf |url-status=live }}</ref><ref>{{Cite news|url=https://www.nytimes.com/2011/06/17/nyregion/transit-agency-weighs-digital-upgrade-for-subway-cars.html|title=Transit Agency Weighs Digital Upgrade for Subway Cars|last=Grynbaum|first=Michael M.|date=2011-06-16|work=The New York Times|access-date=2017-07-26|language=en-US|issn=0362-4331|archive-date=2017-08-09|archive-url=https://web.archive.org/web/20170809132328/http://www.nytimes.com/2011/06/17/nyregion/transit-agency-weighs-digital-upgrade-for-subway-cars.html|url-status=live}}</ref> These upgrades were not implemented. |
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|'''Other contributors in the R68 contract:''' |
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|colspan="2"| '''''Jeumont-Schneider''''' cars ''2500-2727'' and '''''[[Alsthom]] Rail''''' cars ''2728-2924''. |
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LED lights were tested on cars 2860–2867. LED lights, door chimes (similar to those on the [[R142]], [[R142A]], and [[R179]]), and PA systems were tested on 2892–2895. Public Address and Intercom, LED displays, LCD displays, and CCTV, as well as Train Operator displays, were tested on cars 2844 and 2846. Display screens were tested on cars 2804–2807. LED lights and surveillance cameras were tested on 2792–2795. |
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Each program gave out the date and time, and all retrofitted cars ran on the G.<ref>{{Cite news|url=http://www.nydailynews.com/new-york/g-trains-test-new-digital-screens-article-1.2727333|title=G trains will be used to test new digital screens|first=Dan|last=Rivoli|newspaper=[[New York Daily News]]|date=July 26, 2016|access-date=July 28, 2016|archive-date=July 28, 2016|archive-url=https://web.archive.org/web/20160728151753/http://www.nydailynews.com/new-york/g-trains-test-new-digital-screens-article-1.2727333|url-status=live}}</ref> However, none of the displays indicated the next stops along the routes.<ref>{{Cite web|url=https://www.dnainfo.com/new-york/20160727/clinton-hill/new-digital-signs-on-some-g-trains-will-display-date-time|title=New Digital Signs on Some G Trains Will Display Date and Time|website=DNAinfo New York|access-date=2016-07-29|url-status=dead|archive-url=https://web.archive.org/web/20160821151408/https://www.dnainfo.com/new-york/20160727/clinton-hill/new-digital-signs-on-some-g-trains-will-display-date-time|archive-date=2016-08-21}}</ref> All upgrades were later removed, and no further upgrades were implemented until early 2021, when car 2860 received a newer LED signage and CCTV system from Suzhou Huaqi Intelligent Technology. The entire consist was pulled from service on April 22, 2021, due to concerns over Suzhou Huaqi's ties to the Chinese government.<ref>{{Cite web|last=Guse|first=Clayton|title=MTA pulls security cameras from NYC subway train due to vendor's ties to Chinese facial recognition company|url=https://www.nydailynews.com/new-york/ny-g-line-surveillance-cameras-cctv-subway-mta-20210422-pg2jooirajenzjxanowqen53c4-story.html|access-date=2021-04-23|website=nydailynews.com|date=22 April 2021 |archive-date=2021-04-23|archive-url=https://web.archive.org/web/20210423121715/https://www.nydailynews.com/new-york/ny-g-line-surveillance-cameras-cctv-subway-mta-20210422-pg2jooirajenzjxanowqen53c4-story.html|url-status=live}}</ref> It is unlikely that further technological improvements will be implemented in the near future.<ref name="mta.info"/> |
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|'''Car body''' |
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|colspan="2"|stainless steel with fiberglass end bonnet |
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===Replacement=== |
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The R68s are scheduled to remain in service until at least 2025–2030.<ref>[http://mta.info/mta/news/books/pdf/100621_1330_CPOC.pdf MTA Capital Program Oversight Committee Hearing, June 2010 (page 20)] {{webarchive|url=https://web.archive.org/web/20101125215251/http://mta.info/mta/news/books/pdf/100621_1330_CPOC.pdf |date=2010-11-25 }}</ref> |
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|'''Unit numbers''' |
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|colspan="2"| 2500-2915 are in 4-car sets and ''2916-2924 are remain in single sets'' |
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In June 2023, the MTA released a document advertising an RFP for the [[R262 (New York City Subway car)|R262]] and R268 models, the latter of which is likely to replace the R68 and R68A.<ref>{{Cite web |date=June 9, 2023 |title=Non-construction Contract Solicitation Notice |url=https://new.mta.info/document/112931 |publisher=[[Metropolitan Transportation Authority]] |access-date=October 23, 2023 }}</ref> In September 2024, the MTA further indicated that a handful of R68 and R68A cars would be retired by [[R211 (New York City Subway car)|R211]] cars. The MTA also wanted to replace the rest of the R68 and R68A fleet with 355 new {{Convert|60|ft|4=-long|adj=mid}} cars, thereby retiring the last remaining {{Convert|75|ft|4=-long|adj=mid}} cars in the New York City Subway system's revenue fleet.<ref>{{Cite web |date=September 2024 |title=2025-2029 Capital Plan |url=https://new.mta.info/document/151266 |access-date=2024-10-07 |publisher=Metropolitan Transportation Authority |page= |pages=84-85}}</ref> Upon the announcement of the second R211 option order in December 2024, it was confirmed that some R68s would be replaced by the second option order.<ref>{{cite web | last=Simko-Bednarski | first=Evan | title=NYC getting more open-gangway subway cars amid new MTA order | website=New York Daily News | date=December 16, 2024 | url=https://www.nydailynews.com/2024/12/16/nyc-getting-more-open-gangway-subway-cars-amid-new-mta-order/ | access-date=December 18, 2024}}</ref> |
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|'''Fleet of''' |
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==See also== |
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|colspan="2"| 425 cars |
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* [[R68A (New York City Subway car)]], the second order |
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|'''Car dimensions''' |
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==Notes and references== |
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|75 ft long<br> 10 ft wide<br> 12 ft 1<sup>5</sup>⁄<sub>8</sub> in high || 22.86 m long<br> 3.048 m wide<br> 3.7 m high |
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===Notes=== |
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|- |
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{{notelist}} |
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|'''Track, standard gauge''' |
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|4 ft 8<sup>1</sup>⁄<sub>2</sub> in ||1.435 m |
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===References=== |
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{{reflist}} |
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|'''Doorway width'''<br> (side—clear opening) |
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|4 ft 2 in ||1.27 m |
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===Further reading=== |
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* 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|978-0-9637492-8-4}} |
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|'''Wheel diameter''' |
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|34 inches ||864 mm |
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|- |
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|'''Propulsion system''' |
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|colspan="2"| Westinghouse (AdTranz) E-CAM XCB248S |
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|- |
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|'''DC Traction Motors''' |
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|colspan="2"|4 Westinghouse 1447J |
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|- |
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|'''Power''' (4 per car) |
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|115 horsepower ||86 kW |
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|- |
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|'''Brakes''' |
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|colspan="2"|New York Air Braking (NYAB) GSX23 "SMEE" braking system, WABCO Air Braking Vaule |
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|- |
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|'''Average car weight'''<br> (empty) |
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|92,750 lb || 42,070 kg |
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|- |
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|'''Maximum speed''' |
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| 65 mph ||105 km/h |
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|- |
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|'''Total seated passengers''' |
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|colspan="2"|70 |
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|- |
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|'''Air conditioning system''' |
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|colspan="2"|Two Stone Safety [[HVAC]] units each car. |
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|- |
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|'''Notes''' |
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|colspan="2"| Transverse cabs at #1 end; narrow cab at #2 end <br>Configured in 4-car sets except cars 2916-2924 are singles used for the [[S - Franklin Avenue Shuttle (New York City Subway service)|Franklin Avenue Shuttle]].'' |
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|- |
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|'''Price per car''' (new, 1986) |
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|colspan="2"|[[United States dollar|US$]]915,000 (BID) |
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|} |
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==External links== |
==External links== |
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{{Commons category-inline|R68 (New York City Subway car)}} |
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*[http://www.nycsubway.org/cars/r68.html nycsubway.org - R68 page information] |
*[http://www.nycsubway.org/cars/r68.html nycsubway.org - R68 page information] |
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{{Clear}} |
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{{NYCS rolling stock}} |
{{NYCS rolling stock}} |
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{{NYCS navbox}} |
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{{DEFAULTSORT:R068 (New York City Subway Car)}} |
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[[Category:Train-related introductions in 1986]] |
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[[Category:New York City Subway rolling stock]] |
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[[Category:Alstom multiple units]] |
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Latest revision as of 15:56, 18 December 2024
| R68 | |
|---|---|
 An R68 train on the D at 18th Avenue | |
 Interior of an R68 car | |
| In service | 1986–present |
| Manufacturer | Westinghouse-Amrail Company (aka Francorail): Westinghouse, ANF Industrie (all cars) Jeumont Schneider (2500–2724) Alstom (2725–2924) |
| Built at | Crespin, France |
| Family name | SMEE |
| Replaced | |
| Constructed | 1986–1988 |
| Entered service |
|
| Number built | 425 |
| Number in service | 425 (356 in revenue service during rush hours) |
| Formation | 2500–2915 (416 cars) are linked into 4 car units 2916–2924 (9 cars) remain as single units with OPTO switches added |
| Fleet numbers | 2500–2924 |
| Capacity | 70 (seated) |
| Operators | New York City Subway |
| Depots | Concourse Yard (268 cars) Coney Island Yard (157 cars)[1][2] |
| Service(s) assigned |       [3][4]As of June 30, 2024 |
| Specifications | |
| Car body construction | Stainless steel with fiberglass end bonnets |
| Train length | 2 car train: 150 feet (46 m) 4 car train: 300 feet (91 m) 8 car train: 600 feet (180 m) |
| Car length | 74 ft 8.5 in (22.77 m) (over anticlimbers) |
| Width | 10 ft (3,048 mm) (over threshold) |
| Height | 12.08 ft (3,682 mm) |
| Platform height | 3.76 ft (1.15 m) |
| Doors | 8 sets of 50 inch wide side doors per car |
| Maximum speed | 55 mph (89 km/h) |
| Weight | 92,720 lb (42,057 kilograms) |
| Traction system | E-Cam control (Adtranz) |
| Traction motors | 115 hp (85.8 kW) 1447J DC motor (Westinghouse) |
| Acceleration | 2.5 mph/s (4.0 km/(h⋅s)) |
| Deceleration | 3.0 mph/s (4.8 km/(h⋅s)) (full service) 3.2 mph/s (5.1 km/(h⋅s)) (emergency) |
| Electric system(s) | Third rail, 600 V DC |
| Current collector(s) | Contact shoe |
| Braking system(s) | New York Air Braking (NYAB) GSX23 Newtran "SMEE" braking system, NYAB tread brake rigging model TBU190 |
| Safety system(s) | dead man's switch, tripcock |
| Coupling system | Westinghouse H2C |
| Headlight type | halogen light bulbs |
| Track gauge | 4 ft 8+1⁄2 in (1,435 mm) standard gauge |
The R68 is a B Division New York City Subway car order consisting of 425 cars built by the Westinghouse-Amrail Company (aka Francorail), a joint venture of Westinghouse, ANF Industrie, Jeumont Schneider, and Alsthom. The cars were built in France from 1986 to 1988 and shipped through New York Harbor. Of the cars in the fleet, 416 are arranged in four-car sets while the other nine are single cars.
The R68 was the third R-type series consisting of 75-foot (22.86 m) cars. The first R68 train entered service on June 20, 1986. The R68's manufacturers suffered from significant system integration problems, and the fleet became known as a "lemon" in its early years, but its performance was improved following modifications by the New York City Transit Authority. In the 2010s, a small number of R68s received experimental upgrades.
Description
[edit]
The R68 was the third R-type contract to be built with 75-foot (22.86 m) cars (the previous two being the R44 and R46), which have more room for sitting and standing passengers per car than the 60-foot (18.29 m) cars that were used previously and afterward. Like the R44s and R46s, which are also 75 feet (22.86 m) long, they are prohibited from running on the BMT Eastern Division lines (J, L, M & Z trains) because of tight curves. This order was evolved from the R55,[5] a proposed car that was considered in the early 1980s, but never left the drawing board, or purchased due to a lack of funding. Instead, more attention was paid to replacing the R12, R14, R15, and R17 fleets of the A Division, which were over 30 years old and worn-out at the time.
The cars, numbered 2500–2924, cost about $1 million each. They replaced many R10s dating from 1948, all remaining 6300-series R16s dating from 1954 to 1955, and some R27s and R30s dating from 1960 to 1962. The cars are built with stainless steel, and are graffiti-resistant.[6]
The R68s are currently based in the Concourse Yard in the Bronx (cars 2500–2783) and the Coney Island Complex in Brooklyn (cars 2784–2924). The Concourse sets are currently assigned to the D, while most Coney Island sets are currently assigned to the B, N, Q, and W, and cars 2916–2924 are assigned to the Franklin Avenue Shuttle. As built, the R68s were originally single units, with a full-width cab on one end and a half-width cab on the other end. The R68s on the shuttle remain as single units with OPTO switches added, while the rest of the fleet were reconfigured into sets of four.
History
[edit]On October 15, 1982, the Metropolitan Transportation Authority announced that it would purchase 225 cars from Westinghouse-Amrail. The cars were built in Crespin, France[7] from 1986 to 1988 and shipped through New York Harbor. The first of the 225 cars were initially scheduled to arrive in January 1985, with the entire order complete in May 1986. The projected cost of the order was $210 million, or about $933,000 per car.[6]
The delivery of the first R68 was made on February 4, 1986, but it failed to pass a sharp curve on the South Brooklyn Railway trackage on 38th Street in Brooklyn, and as a result, the curve had to be rebuilt and the radius eased somewhat, and the delivery took place on February 26, 1986. The 30-day acceptance test for the R68s began on the Brighton Line on April 13, 1986. The R68s' first entry to revenue service was on June 20, 1986, on the Brooklyn half of the divided D train with the first fleet consisting of cars 2500–2507.[8] There were two contracts to supply the R68 fleet. The primary order consisted of cars 2500–2724, while the option order consisted of cars 2725–2924. The R68, therefore, became the first subway fleet to have an option order.
Initial problems
[edit]The R68's manufacturers suffered from significant system integration problems. Poor communication and coordination between the car body builder (ANF Industrie) and the chassis assembler (Westinghouse) led to operational failures. Due to this, the R68s became known as a "lemon". During the beginning of service, the R68s had problems with malfunctioning doors, faulty wiring, electrical controls that suddenly lost power, and malfunctioning air brakes. In addition, the fleet had a high breakdown rate.[9] Another problem occurred on November 11, 1986, when a train of R68s failed to climb the grade on the Manhattan Bridge.[10] The fleet had a Mean Distance Between Failure of 12,368 miles by the end of 1986—slightly above the system's average, but far less than the MDBF figures for the R62 and R62A fleets.[11] By April 1987, the MTA's manager of car equipment engineering estimated that 20 percent of the R68 fleet had faulty controllers (which controlled braking and acceleration).[12] Extensive work performed by the New York City Transit Authority provided solutions to the fleet's many problems.[10]
The MTA was given a second option order of an additional 200 subway cars from Westinghouse-Amrail. However, due to problems from the manufacturer, the MTA awarded it to Kawasaki.[10] Westinghouse-Amrail offered to have the 200 cars built for $1,012,000 each, while Kawasaki agreed to have them built for $958,000 per car. This order became the R68A.[9]
Equipment tests
[edit]In 2010, the MTA proposed mid-life technological upgrades for the R68s, including LED destination signs and automated announcements.[13][14] These upgrades were not implemented.
LED lights were tested on cars 2860–2867. LED lights, door chimes (similar to those on the R142, R142A, and R179), and PA systems were tested on 2892–2895. Public Address and Intercom, LED displays, LCD displays, and CCTV, as well as Train Operator displays, were tested on cars 2844 and 2846. Display screens were tested on cars 2804–2807. LED lights and surveillance cameras were tested on 2792–2795. Each program gave out the date and time, and all retrofitted cars ran on the G.[15] However, none of the displays indicated the next stops along the routes.[16] All upgrades were later removed, and no further upgrades were implemented until early 2021, when car 2860 received a newer LED signage and CCTV system from Suzhou Huaqi Intelligent Technology. The entire consist was pulled from service on April 22, 2021, due to concerns over Suzhou Huaqi's ties to the Chinese government.[17] It is unlikely that further technological improvements will be implemented in the near future.[13]
Replacement
[edit]The R68s are scheduled to remain in service until at least 2025–2030.[18]
In June 2023, the MTA released a document advertising an RFP for the R262 and R268 models, the latter of which is likely to replace the R68 and R68A.[19] In September 2024, the MTA further indicated that a handful of R68 and R68A cars would be retired by R211 cars. The MTA also wanted to replace the rest of the R68 and R68A fleet with 355 new 60-foot-long (18 m) cars, thereby retiring the last remaining 75-foot-long (23 m) cars in the New York City Subway system's revenue fleet.[20] Upon the announcement of the second R211 option order in December 2024, it was confirmed that some R68s would be replaced by the second option order.[21]
See also
[edit]- R68A (New York City Subway car), the second order
Notes and references
[edit]Notes
[edit]References
[edit]- ^ "Car Assignments: Cars Required June 30, 2024" (PDF). The Bulletin. 67 (7). Electric Railroaders' Association. July 2024. Retrieved July 26, 2024.
- ^
- 'Subdivision 'A' Car Assignment Effective December 19, 2021'. New York City Transit, Operations Planning. December 17, 2021.
- 'Subdivision 'B' Car Assignment Effective December 19, 2021'. New York City Transit, Operations Planning. December 17, 2021.
- ^ "Car Assignments: Cars Required June 30, 2024" (PDF). The Bulletin. 67 (7). Electric Railroaders' Association. July 2024. Retrieved July 26, 2024.
- ^ 'Subdivision B Car Assignment Effective June 30, 2024'. New York City Transit, Operations Planning. June 30, 2024.
- ^ "Roster Summary By Type". Archived from the original on June 6, 2012. Retrieved August 25, 2009.
- ^ a b Goldman, Ari L. (October 15, 1982). "French-U.S. Concern Granted M.T.A. Pact for 225 Subway Cars". New York Times. ISSN 0362-4331. Archived from the original on October 8, 2016. Retrieved October 2, 2016.
- ^ Soapranger85 (2022-07-19). "Le Hippos in France. 1985-1986". r/nycrail. Retrieved 2024-10-24.
{{cite web}}: CS1 maint: numeric names: authors list (link) - ^ "www.nycsubway.org: The New York Transit Authority in the 1980s". www.nycsubway.org. Archived from the original on September 6, 2017. Retrieved January 24, 2016.
- ^ a b Levine, Richard (March 13, 1987). "M.T.A. Picks New Subway Cars From Japan Over a Consortium". The New York Times. ISSN 0362-4331. Archived from the original on October 8, 2016. Retrieved October 2, 2016.
- ^ a b c Levine, Richard (1987-02-24). "Transit Authority is Critical of Its Newest Subway Cars". The New York Times. ISSN 0362-4331. Archived from the original on 2022-07-06. Retrieved 2023-02-17.
- ^ Levine, Richard (1986-11-05). "Column One: Transport". The New York Times. ISSN 0362-4331. Archived from the original on 2017-08-06. Retrieved 2023-02-17.
- ^ Levine, Richard (1987-04-05). "Safety Devices Fail in New Subway Cars". The New York Times. ISSN 0362-4331. Archived from the original on 2023-02-17. Retrieved 2023-02-17.
- ^ a b "Request For Information No. 9003 | Integrated Communications System on NYCT R62/R62A and R68/R68A Class Rail Cars" (PDF). Archived (PDF) from the original on 2011-06-27. Retrieved 2011-07-07.
- ^ Grynbaum, Michael M. (2011-06-16). "Transit Agency Weighs Digital Upgrade for Subway Cars". The New York Times. ISSN 0362-4331. Archived from the original on 2017-08-09. Retrieved 2017-07-26.
- ^ Rivoli, Dan (July 26, 2016). "G trains will be used to test new digital screens". New York Daily News. Archived from the original on July 28, 2016. Retrieved July 28, 2016.
- ^ "New Digital Signs on Some G Trains Will Display Date and Time". DNAinfo New York. Archived from the original on 2016-08-21. Retrieved 2016-07-29.
- ^ Guse, Clayton (22 April 2021). "MTA pulls security cameras from NYC subway train due to vendor's ties to Chinese facial recognition company". nydailynews.com. Archived from the original on 2021-04-23. Retrieved 2021-04-23.
- ^ MTA Capital Program Oversight Committee Hearing, June 2010 (page 20) Archived 2010-11-25 at the Wayback Machine
- ^ "Non-construction Contract Solicitation Notice". Metropolitan Transportation Authority. June 9, 2023. Retrieved October 23, 2023.
- ^ "2025-2029 Capital Plan". Metropolitan Transportation Authority. September 2024. pp. 84–85. Retrieved 2024-10-07.
- ^ Simko-Bednarski, Evan (December 16, 2024). "NYC getting more open-gangway subway cars amid new MTA order". New York Daily News. Retrieved December 18, 2024.
Further reading
[edit]- 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 978-0-9637492-8-4
External links
[edit]
Media related to R68 (New York City Subway car) at Wikimedia Commons