Discussion relating to the past and present operations of the NYC Subway, PATH, and Staten Island Railway (SIRT).

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Post by railfan365 » Thu Jun 25, 2009 7:37 pm

Can anyone tell me what coupler types were installed on the various models from the R25's on? I know that the previous R cars were all single units, each with an automatic coupler at each end. However, I'd like clarification as to which married pairs had a drawbar between them and which had a conventional coupler between them, as well what the couplers were like on the R44's and R46's before overhaul. Thanks.

Fan Railer
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Re: Couplers.

Post by Fan Railer » Fri Jun 26, 2009 6:04 am

ok, time to consult my spec sheets:
R1-R9 (BMT/IND): Wabco H2A
R10-R22 (IRT/BMT/IND): H2C

R26-R28, R30-R30A (IRT/BMT/IND): H2C on # 1 end, H2CAR (semi-permanent for married pair operation) on # 2 end
R26 GOH and R28 GOH (IRT): H2C on #1 end, H2CAR replaced by linkbar
R29 and R29 GOH(IRT): H2C on #1 end, Waugh linkbar model # 4F7579

R32, R38, R40S, R40M, R42, and all GOH versions (BMT/IND): H2C and linkbar
R33, R36 (all versions, IRT): H2C, Waugh linkbar # 2F7631 or WABCO linkbar # 565150

R44 pre-GOH (IND): Ohio Brass form 70, no specific info on GOH couplers other than addition of linkbars
R46 pre-GOH (IND): no specific information
R46 GOH (IND): Hadady coupler, # RTD107, Morrison Knudson linkbar

R62-R68A (IRT/BMT/IND): H2C and linkbars

R110A (IRT): WABCO N2C and linkbar
R110B (IND): New York Air Brake Company # RTC-201P and linkbars

R142, R142A (IRT): both same model from WABCO, model # not listed, linkbars
R143, R160 (BMT/IND): same as R142, R142A

hope this helps. :wink: :-D

NOTE: just because certain cars have the same coupler, DOES NOT mean that they are compatible. Compatibility is also based upon brake equipment (primarily), and some other minor systems that i am not aware about. :wink:

Kamen Rider
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Re: Couplers.

Post by Kamen Rider » Fri Jun 26, 2009 2:36 pm

R series compatablity groups



The SMEE fleet plus posibly the 68s .the for the 68s the MTA went back to the tech of the SMEEs. the 130/131 order was to work out the bug in future fleets that ruined the early lives of the 44s and 46s. Ive seen pics of an R38 coupled to a franklin shuttle 68.




R142 and 142A not compatable due to tractive effort diffrences

R143 and 160s not due to CBTC and other factors.
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Re: Couplers.

Post by Stmtrolleyguy » Wed Dec 08, 2010 2:10 am

I was wondering how permanently the connection is between a permanently-coupled pair/set of cars.

I've been reading up on R142s, and the way they're configured with cab-equpped cars on the ends, and trailer cars in the middle.
How hard is it to "break" up a train to service a single car?

The chart below mentions a "linkbar" - what exactly is it? Is it like a non-flexible drawbar of sorts that pinned in place on each car?

I've seen older cars (from other cities) that just have a giant pipe basically bolted between the cars that looks like it would have to be unbolted (20 or so bolts. . . .) or possibly cut with a torch if the bolts rust on. . . .

R36 Combine Coach
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Re: Couplers.

Post by R36 Combine Coach » Wed Dec 08, 2010 7:39 pm

A linkbar is a permanent drawbar used to connect two or more cars in a pair or set.

All R10-42s are fully compatible. Even later cars can run with each other (on the 7 R33/R36 WFs are often coupled with R62As in the yard or nonrevenue moves). In addition to R62As 1901-2155 on the 7, 9 R68s are single units (for Franklin Shuttle).
Since my friend continues to chain smoke nonstop, she is probably an Alco.

District D RTC
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Re: Couplers.

Post by District D RTC » Mon Dec 13, 2010 12:32 pm

Couplers hold little meaning as to compatibilities to run together. The example provided above of the R6A / R33S is a bad one because it is NOT TRUE in service - sure in the yard or on a non-revenue move many things can be made to happen. Just like how R68s and R68As have been mixed once upon a time (one 4-car set of each) and the braking differences really made the train hell on wheels. Never say never - but S.O.P. (standard operating procedure) you would never see 68/68A's together.

As to linked cars - they are LINKED - if you need to service one car you take the entire linked set. If car R142 #1198 was the cripple this would mean 1196-1197-1198-1199-1200 would be shopped. Breaking up linked sets or relinking them is pretty major shop work and is not done regularly. Sure if you had two 5 car units expected to be OOS long term they MIGHT scramble 5 good cars out of them if the correct complement of cars existed but thats a BIG if and it would be a major shop item to turn out a "new" linked set of the 5 'salvaged' cars now as a new link.

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Re: Couplers.

Post by railfan365 » Mon Jan 10, 2011 8:22 pm

Following from the previous post, just what is the difference betwen a permanent link and a semi-permanent link? (I know that either way, the 2 cars involved are locked together - but how so that pemranent is even more work to break up than semi-permanent)

R36 Combine Coach
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Re: Couplers.

Post by R36 Combine Coach » Mon Jan 10, 2011 9:53 pm

Semi-permanent couplings (H2C coupler) have the flexiblity for the cars in the pair set to be swapped around. If one car is ouf of service, it can be mated to a similar car of the same or comptaible type with a semi-permanent coupler (basically single units in paired sets). The permanent coupling uses a link bar which can only be decoupled in the shop or under maintenance, making it not possible to split (or swap) the mates.
Since my friend continues to chain smoke nonstop, she is probably an Alco.

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