BuddR32 wrote: ↑Fri Jul 17, 2020 4:18 am
Nearly all the steel subway cars from the R1 through the last of the DC motor subway cars used the same coupler and could be run in the same consist, I think with the exception of the R46. This is how the can run the Train Of Many Metals today. (perhaps someone here can verify that).
R10-R68A (+ box motors R127/R134), also known as the "SMEE" or postwar generation. The R1-R9 series is prewar "AMUE" and not compatible (though can operate with other prewar cars including A/B Standards and D-class Triplex 6112, recently modified for MU compatibility).
Recall that ALL
LIRR electric equipment from 1908 to 1963(!) was fully compatible.
Backshophoss wrote: ↑Tue Jul 14, 2020 9:39 pm
Willets Point was the Budd test site/Warranty/debug repair point ,the Port Washington branch
doubled as the test trackage for Budd. There may have been in the past a temporary switch to
the TA off the Port Washington Branch to the # 7 line near Willets Point.
There in fact was a connection between LIRR and the IRT Corona Yard, was used for delivery of the R12s in 1948 (and possibly the R14s in 1949 and R15s in 1950 as well). By the time the R33 single units and R36s were delivered for the World's Fair (late 1963-mid 1964) the connection was gone and they arrived from St. Louis via the New
Haven-IRT interchange at East 180th Street (former NYWB) before routed to the 7 through Concourse Yard and
Until 1928 with the extension to Flushing and opening of Corona Shop, in the early years of the IRT Queensboro Line (7), a connection switch between PRR/LIRR and the IRT was at Hunters Point, used for car deliveries and moves between 1915-1928.
It was located here
(off to the right), just east of the tunnel portal.
Since my friend continues to chain smoke nonstop, she is probably an Alco.