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June 1988 - Page 18


New York Subway Cars
D uring 1987's first quarter, the Hornell shop completed overhaul work on eight R-26, 22 R-28 and 38 R-29 subway cars for the New York City Transit Authority (NYCTA). Outshopping of these cars completed overhaul work on contracts covering 110 R-26, 100 R-28 and 236 R-29 cars which had been a major part of Hor nell's production during 1985 and 1986. As this work was winding down , M-K was awarded new contracts in April and July from NYCTA to perform similar overhaul work on 290 R-32 and 286 R-42 cars. Because of the hiatus due to the nor mal delay between contract award and de livery of material for the first cars, a ma jor transitional period occurred during which time shop output was down consid erably following completion of the R-26, R-28 and R-29 cars. A lthough material deliveries began and engineering design details were later worked out, due to lead times no R-32 or R-42 cars were completed in 1987.

MORRISON-KNUDSEN 1987 LOCOMOTIVE COMPLETIONS
Completed Owner Unit No. Builder Model Serial Built Work Performed Location

2-2387 5-487 5-4-87 10587 102887 I I 4-87 I I687 1 1 1887 127-87 12-987 12-14-87 12-14-87 12-1787 12-1987 12-2187 12-2287 12-3187

SPCC Alaska Alaska FNdeM FNdeM NJT MARC NJT NJT MARC FNdeM MARC NJT NJT NJT NJT FNdeM

15 7ll 712 13009 BOI l 4131 73 4134 4139 74 13010 70 4138 4137 4133 4136 13012

GE Budd Budd EMD EMD EMD EMD EMD EMD EMD EMD EMD EMD EMD EMD EMD EMD

U23B RDC-2A RDC-2A SD402 SD402 GP40FH2 GP39H2 GP40FH-2 GP40FH2 GP39H2 SD402 GP39H2 GP40FH2 GP40FH-2 GP40FH2 GP40FH2 SD4002

36818 5609 5420 7396-20 7396-14 33225 34826 33232 34770 34833 7396-11 33226 34765 33242 33231 33235 73969

968 Remanufactured 552 751 772 Remanufactured Remanufactured Remanufactured

H B B B B B B B B B B B B B B B B

7-72 Remanufactured 767 Reman.lNew 269 Reman.lNew 867 Reman.lNew 169 Reman.lNew 269 Reman.lNew 772 Remanufactured 767 Reman.lNew 169 Reman.lNew 867 Reman.lNew 867 Reman.lNew 867 772 Reman.lNew Remanufactured

Abbreviations:
Owners: Alaska-Alaska Railroad; FNdeM-Ferrocarrilles Nadonal de Mexico; MARC-Maryland Rail Commuter; N JT-New Jersey Transit; SPCC-Southern Peru Copper Co. Builders: EMD-ElectroMotive Division. Location: S-Boise, Idaho; H-HorneU, N.Y.

New Jersey Transit Arrow I Cars
A nother major remanufacturing con tract, awarded to M-K in August 1986, was begun at Hornell in 1987 for New Jersey Transit (NJT) to reconfigure 30 of its Arrow I M U passenger cars into stan dard push-pull commuter coaches. T hirty-five of these 85-foot-Iong stain less steel "Jersey Arrow" cars were built for NJDOT/Penn Central in 1968 by S t . Louis Car-traditional self-propelled MU coaches with an operator's station at each end and designed to operate singly or in multiple-car configuration, but with 1 00-mph capability. A pantograph re ceived power for Westinghouse propul sion equipment from an I I kv, 25 hertz, single-phase catenary. The cars had four end platform side and trap doors over step wells, as well as two center vestibule doors, making them suitable for oper-

ation through stations with ground-level or raised platforms. Interiors contained a lavatory at the B end and had a 3 + 2 seating arrangement; total seating capac ity was 1 1 8 . Seating was split so that half the seats always faced opposite the direc tion of travel. These 35 cars were originally num bered in the 1 00- 1 34 series. The original S y mington-Wayne S W800 hook-type couplers restricted their operation; a pro gram was later begun to change couplers to the Wabco N2A design-later also used on the Arrow II and III fleet . As couplers were changed, the cars were renumbered into the 500 series for easy identification. Nineteen cars were renumbered by add ing 400 to the 1 00 car number so the

s equence remained the same. The 1 00 se ries cars were then referred to as "J ersey Arrows" and t h e c o n v e r t e d cars as "Arrow I s . " Car reliability was never very good be cause of poor car wiring and frequent electrical grounds. Hence, the benefits of the coupler change were never fully real ized . The cars eventually became known as "Broken Arrows," and by 1 979 the cars were taken out of service and stored. When NJT Rail Operations, Inc. came into existence in January 1 983, the stored cars represented a large block of unavail able seating capacity. As steam-heated cars were being phased out of its oper ation, NJT developed a plan to return the Arrow I cars to productive service and in crease seating capacity by converting them to HEP-trainbne-equipped push pull commuter coaches, implementing this plan through this remanufacturing contract. Of the original 35 cars, Nos. l OS and 1 34 had previously been scrapped . Cars 5 1 9, 5 2 1 and 523 had each experienced extensive fire damage willie stored and were considered beyond economical re pair, but to make salvageable components available for reuse, all 33 remaining cars were sent to Hornell.

Remanufacturing
Remanufacturing begins with removal of the pantograph, main transformer, propulsion controls, traction motors and gear boxes. The carbody, completely stripped of all seats, interior paneling , lavatory and control apparatus is ready to be reassembled into its new coach con figuration. Of the 30 cars to be remanu factured , half are being made into cab

F errocori l l es Nocionales d e Mexico SD40-2 1 30 1 1 is ready to leave M-K's Boise I ndustrial Complex on Oct. 28, 1 987. It i s one of 25 ex-Mi lwaukee Road SD40-2s being remanufactured for FNdeM. The original M i l waukee Road 30 1 3 was bu i l t i n J u l y 1 972 (serial number 7396- 1 4); it was later renum bered 1 43 and became 5 00 L ine 6375 when that railroad purchased CMStP&P. M-K added extended range brak i ng to these u n its as evidenced by the "D" compartment door ahead of the grid hatch air gri l les. 18


JUNE 1988

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