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626:. The first car to be so painted, 3331, additionally sported a TA seal on the end. The following year, the fleet was redone in this scheme on this occasion without the extra aqua blue stripe. These cars variously had aqua blue roofs or white roofs; 19 of these cars received gray roofs and gray skirts. Beginning in 1970, they were repainted into the MTA's silver with blue stripe scheme. Toward the end of their lives, 110 Westinghouse units that went under the GOH program were painted with a green body, a silver roof, and a black front hood.
592:), improved acceleration from 1.75 miles per hour per second (2.82 km/(h⋅s)) to the current 2.5 mph/s (4.0 km/(h⋅s)). They also featured roofline side destination signs, an arrangement that drew criticism. The R10s were also the first subway cars to incorporate roller bearings, instead of the standard friction bearings found on all older railway stock, as well as being the last subway cars ordered with air-operated door engines. Additionally, the R10s were the first subway cars to be equipped with
25:
858:. The last train of GE-powered R10s and non-overhauled WH-powered R10s ran on November 10, 1988, ten days short of the 40th anniversary of their debut. This was an official date; some were still operating in service as late as February 1989. The rebuilt WH-powered R10s were withdrawn from March 1989 to September 8, 1989, when the last revenue service train ran on the
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131:
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of the original paint scheme were tested, with 3037 in a lighter gray and 3218 in a darker gray. On car 3133, the orange painted-on stripe was replaced by an attached orange plastic strip along the sides of the car. From 1965–1966, they were repainted into an aqua blue/white scheme, directly replicating that of the World’s Fair
617:
The R10s bore several paint schemes during their service lives. The cars were delivered in two-tone grey with orange stripes. In 1964, nine of these cars were painted red with black roofs and black skirts (1822, 1825, 1850, 3099, 3101, 3137, 3234, 3334, 3342). During the following year, two versions
897:
Car 3189 has been preserved by the New York
Transit Museum. The car had an experimental 3-passenger transverse fiberglass interior seating installed in 1969, which has since been removed. It was retired from revenue service in 1984, but was later repainted solid blue and used as a training car for
629:
The original interior paint scheme was blue and gray, conducted with various experiments of this nature. While 1848 was all blue inside, 3219 was painted with bright orange and blue around 1964. When the cars were painted with silver and blue outside, the interiors received a light gray and pale
630:
green paint scheme (on car 1806, which was 2953 by this time, a dark gray was used). At a later date, the original blue and gray scheme resumed being used once again. The rattan seats also received treatment on certain cars, with 3050 in green coloring, whereas 3210 in a bright blue color.
654:
car 1575 was rebuilt from its original appearance by ACF and became the prototype for the R10. The car was designed to test new interior and cosmetic features. After it was rebuilt, 1575 re-entered service on June 30, 1947; however, while it cosmetically resembled an R10, mechanically and
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Other features to be noted were a pair of stainless steel doors that were tested on car 3119, ventilation louvres that were inserted into the side doors on car 3138, and three cross seats that were extended to permit seating by three people on car 3189. These were done during the 1970s.
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route on
November 20, 1948. They were initially the mainstay, and were exclusively assigned to this train, where they remained for almost 30 years, and became synonymous with that route for more than 20 years. During these early years, they made occasional appearances on the
884:. It was repainted into its original two-tone gray and orange striped paint scheme, similar to R7A 1575. The car was restored to operating status in 2017 and has been operating on New York City Transit Museum-sponsored excursions since July 2017, specifically on the
817:
There was a light overhaul program for 110 of the WH-powered cars between
December 1984 and February 1986 in an effort to get the entire fleet in a non-graffiti state. The rehabilitation of the select R10s was done in-house at a budgeted cost of $ 65,000 per car.
588:. Dynamic braking reduced wear and tear on brake shoes, reducing maintenance costs. Improved propulsion, in the form of four 100 horsepower (75 kW) traction motors design, instead of the traditional two 190 hp (140 kW) motors (the setup used in the
578:
As the first series of post-war subway cars, the R10s introduced many innovations. For the first time, the car body was of an all-welded low-alloy high tensile (LAHT) steel construction. This gave the body great strength, as the body and underframe were
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in 1977–8. While the remaining cars may have been considered the second worst operating revenue service car during the 1980s based on MDBF (Mean
Distance Between Failures), doing better than only the R46s, many R10s outlasted the newer
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in
Brooklyn. The car was restored to operating status in 2022 – during which the car was repainted into the aqua blue/white scheme – and has been operating on New York Transit Museum-sponsored excursions since September
873:'s Newark facility to be scrapped and processed. Most R10s were scrapped by June 1990; the last R10 to be taken off property was 3081, the last GE-powered car in existence. It was scrapped sometime in 1993.
554:
The first R10s entered service on
November 20, 1948. Various modifications were made over the years to the R10 fleet, and about 110 cars were lightly overhauled in 1984–1986. Some R10s were replaced by the
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in 1954, and primarily used on
Broadway–Jamaica service to help familiarize crews with SMEE equipment in anticipation of the arrival of the R16 cars, whereupon they were returned to normal IND service.
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together to form a single, durable, and rigid car body, which had strong structural integrity. The R10s also featured a new type of braking system known as the "SMEE" schedule braking, which introduced
551:(GE)-powered cars. The R10s introduced many innovations, including an all-welded low-alloy high tensile (LAHT) steel construction, dynamic braking, improved propulsion, and various cosmetic features.
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cast steel truck frame design also used on many passenger cars and coaches up until the R68As in 1988. Sealed beam headlights were installed on all cars of this class starting in 1956.
610:
Although the they could operate in mixed consists of later SMEE cars, the R10s, for the most part, ran in solid consists throughout their careers. They were briefly mixed with fifty
862:. On October 29, 1989, a train of R10s (3018-3203-3182-2974-3143-3045-3145-3216) led one final farewell excursion run on various IND-BMT Division routes, including the then-new
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type front installed; it was a prototype car for a complete rebuilding of the fleet, which would add modern interiors and air-conditioning. The unit was scrapped in 1980 inside
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383:: GE PCM type 17KG116A switch group, with 17KC76A1 master controller, using GE 1240-A3 motors (100 hp or 75 kW each). All four axles motorized.
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and the rebuilding program never took place with the other cars because of the higher cost of rebuilding the cars as opposed to purchasing new cars.
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These cars were nicknamed "Thunderbirds" by their operating personnel and railfans because of the cars' high speeds.
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train could be equipped with some air-conditioned cars). Many of these displaced R10s were then often used on the
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Their numbers can be found in the New York
Division Bulletin published by the Electric Railroaders' Association.
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The R10 was the last B-Division car to have seats that had thick strand woven cloths covering the entire seat.
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The R10s were originally numbered 1803–1852 and 3000–3349. Cars 1803–1852 were renumbered 2950–2999 in 1970.
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Evolution of New York City subways: An illustrated history of New York City's transit cars, 1867–1997
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Car 3184 has been preserved by the
Railway Preservation Corp. and was previously displayed at the
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and last ran on
October 29, 1989. Two cars have been preserved, while the rest were scrapped.
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543:. A total of 400 cars were built, arranged as single units. Two versions were manufactured:
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assigned to the A in the late 1950s, and with the R42s assigned to the A during 1969–1970.
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Brooklyn/Queens Crosstown Local). Ultimately, the fleet was essentially assigned to the
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735:). During 1978–1979, 2950–2999 were also transferred to Jamaica Yard for use on the
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electrically, it was still an R7A and could only operate with other pre-war IND
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that were found on all pre-war subway cars. Finally, the cars introduced the
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391:: WH ABS type UP-631-A switch group, with XM-179 master controller, using
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2950–2974, 3000–3049, 3100–3224 (WH); 2975–2999, 3050–3099, 3225–3349 (GE)
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beginning on September 13, 1977 (which was, in turn, receiving brand new
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1447-A motors (100 hp (75 kW) each). All four axles motorized.
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940:"Passenger Car No. 1575; Contract R7A (Rebuilt as R-10 Sample)"
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truck crisis, they needed to be placed back into regular
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Thirty cars, numbered 3320–3349 were transferred to the
1250:
Picture of R10 train on LL line during 1979-1984 period
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After retirement, most cars were sent to what is now
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676:service (especially on weekends) and the rush hour
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49:. Unsourced material may be challenged and removed.
691:Then, some R10s were finally displaced from the
922:"The Independent Fleet (1932-1939): Car Notes"
763:were moved to Jamaica Yard for service on the
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779:. Many R10s were used for a few weeks on the
8:
1216:. New York: New York Transit Museum Press.
838:Approximately 53 R10s were replaced by the
783:, then for a slightly longer period on the
421:Edison B4H (32 Volt) battery with 24 cells.
403:100 hp (75 kW) per traction motor
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353:8 sets of 50 inch wide side doors per car
109:Learn how and when to remove this message
16:Retired class of New York City Subway car
1182:https://www.instagram.com/p/CiiTnMngg_U/
1129:"NYC Oddball Subway Cars: R-27 Car 8217"
850:The remaining R10s were replaced by the
650:In 1947, following an accident in 1946,
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1095:: CS1 maint: archived copy as title (
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1050:: CS1 maint: archived copy as title (
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1005:: CS1 maint: archived copy as title (
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667:The R10s first ran in service on the
7:
47:adding citations to reliable sources
1954:Train-related introductions in 1948
58:"R10" New York City Subway car
1959:New York City Subway rolling stock
1286:New York City Subway rolling stock
799:with only occasional usage on the
695:beginning in 1969, when brand new
413:2.5 mph/s (4.0 km/(h⋅s))
14:
524:was the first series of post-war
1964:American Car and Foundry Company
898:road car inspectors at the TA's
530:American Car and Foundry Company
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129:
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727:and later, the rush hours-only
369:81,200 lb (36,832 kg)
295:New York City Transit Authority
34:needs additional citations for
876:Two cars have been preserved:
715:were directly assigned to the
1:
751:service; however, during the
528:cars. They were built by the
157:Interior view of R10 car 3184
806:In 1975, car 3192 had a new
663:Delivery and revenue service
707:cars were transferred from
319:60.3 ft (18.38 m)
291:NYC Board of Transportation
1985:
532:from 1948 to 1949 for the
361:55 mph (89 km/h)
345:3.76 ft (1.15 m)
335:12.2 ft (3.72 m)
175:American Car & Foundry
1929:
1238:R10 cars at nycsubway.org
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1800:Bluebird Compartment Car
602:General Steel Industries
327:10 ft (3.05 m)
882:New York Transit Museum
269:1803–1852 and 3000–3349
1969:1948 in rail transport
1755:BMT (B Division) / SIR
1212:Sansone, Gene (1997).
1147:"Showing Image 127428"
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832:Brighton Beach station
547:(WH)-powered cars and
1165:"Showing Image 42109"
958:"Showing Image 75642"
871:Sims Metal Management
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306:Car body construction
1810:MS Multi-section car
1648:Train of Many Metals
1546:Train of Many Colors
1111:"Showing Image 2485"
887:Train of Many Metals
864:IND 63rd Street Line
703:cars, and displaced
685:BMT Eastern Division
596:, as opposed to the
526:New York City Subway
446:Current collector(s)
208:1983–1984, 1988–1993
142:Train of Many Metals
43:improve this article
1664:(private operators)
1244:They Moved Millions
834:, post-restoration.
466:SMEE Braking System
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803:until April 1983.
427:Electric system(s)
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310:LAHT Carbon steel
192:November 20, 1948
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1772:
1770:
1767:
1766:
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1760:
1757:
1753:
1743:
1740:
1738:
1737:Standard Lo-V
1735:
1733:
1730:
1728:
1727:Steinway Lo-V
1725:
1723:
1720:
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1133:The JoeKorNer
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1103:
1098:
1092:
1078:on 2021-04-23
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988:on 2021-04-23
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830:R10 #3189 at
828:
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722:
719:(so that the
718:
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689:
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675:
670:
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621:
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613:
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582:
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568:
566:
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542:
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531:
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513:
507:1,435 mm
487:
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368:
364:
360:
358:Maximum speed
356:
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318:
314:
311:
308:
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268:
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263:Fleet numbers
261:
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154:
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144:
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138:
132:
127:
122:
113:
110:
102:
99:February 2018
91:
88:
84:
81:
77:
74:
70:
67:
63:
60: –
59:
55:
54:Find sources:
48:
44:
38:
37:
32:This article
30:
26:
21:
20:
1931:
1832:Experimental
1732:Flivver Lo-V
1686:Manhattan El
1600:
1562:(B Division)
1472:(A Division)
1243:
1213:
1194:
1177:
1168:
1159:
1150:
1141:
1132:
1123:
1114:
1105:
1080:. Retrieved
1073:the original
1060:
1035:. Retrieved
1028:the original
1015:
990:. Retrieved
983:the original
970:
961:
952:
943:
934:
925:
916:
891:
885:
875:
868:
849:
837:
816:
805:
709:Jamaica Yard
690:
682:
666:
649:
636:
632:
628:
616:
609:
606:
598:air whistles
577:
574:
553:
545:Westinghouse
521:
519:
452:Contact shoe
450:Top running
409:Acceleration
400:Power output
393:Westinghouse
387:Westinghouse
385:
377:
271:
266:
258:Single units
213:Number built
171:Manufacturer
140:
105:
96:
86:
79:
72:
65:
53:
41:Please help
36:verification
33:
1904:Never built
1858:Work trains
1795:AB Standard
1722:Hedley Hi-V
900:Pitkin Yard
571:Description
484:Track gauge
418:Auxiliaries
282:56 (seated)
197:Refurbished
181:Constructed
1948:Categories
1712:Gibbs Hi-V
1439:B Division
1421:A Division
1346:B Division
1301:A Division
1082:2021-05-04
1037:2021-05-04
992:2021-05-04
908:References
847:and R16s.
822:Retirement
657:R1–9 fleet
590:R1–9 fleet
541:B Division
439:Third rail
316:Car length
272:1970–1989:
267:1948–1970:
163:In service
69:newspapers
1932:See also:
1885:R127/R134
1815:SIRT ME-1
1707:Composite
739:(now the
731:(now the
680:service.
594:air horns
477:WABCO H2C
287:Operators
255:Formation
237:Successor
200:1984–1986
184:1948–1949
166:1948–1989
1762:Elevated
1679:Elevated
1611:Redbirds
1509:Redbirds
1461:(R-type)
1091:cite web
1046:cite web
1001:cite web
503: in
279:Capacity
205:Scrapped
1839:R11/R34
1769:BU cars
1661:Retired
1524:R29/R99
1458:Retired
1293:Current
641:History
498:⁄
145:in 2018
139:on the
83:scholar
1788:Subway
1774:C-type
1700:Subway
1413:Future
1220:
775:, and
699:cars,
659:cars.
581:welded
366:Weight
332:Height
85:
78:
71:
64:
56:
1849:R110B
1844:R110A
1569:R1–9s
1329:R142A
1076:(PDF)
1069:(PDF)
1031:(PDF)
1024:(PDF)
986:(PDF)
979:(PDF)
903:2022.
856:R68As
565:R68As
464:WABCO
350:Doors
324:Width
90:JSTOR
76:books
1895:R161
1890:R156
1691:MUDC
1534:R33S
1446:R268
1429:R262
1398:R211
1393:R179
1388:R160
1383:R143
1373:R68A
1334:R188
1324:R142
1314:R62A
1218:ISBN
1097:link
1052:link
1007:link
892:TOMM
854:and
852:R68s
845:R11s
840:R46s
795:and
787:and
761:R44s
747:and
713:R46s
624:R36s
622:and
620:R33s
612:R16s
563:and
561:R68s
557:R46s
520:The
431:600
389:cars
381:cars
249:R68A
62:news
1921:R83
1916:R55
1911:R39
1875:R95
1870:R65
1865:R8A
1643:R42
1638:R40
1633:R38
1628:R32
1621:R30
1616:R27
1606:R16
1601:R10
1560:BMT
1556:IND
1539:R36
1529:R33
1519:R28
1514:R26
1504:R22
1499:R21
1494:R17
1489:R15
1484:R14
1479:R12
1470:IRT
1378:NTT
1368:R68
1363:R46
1358:R44
1350:SIR
1319:NTT
1309:R62
808:R42
753:R46
705:R40
701:R44
697:R42
652:R7A
538:BMT
534:IND
522:R10
245:R68
241:R46
232:398
216:400
124:R10
45:by
1950::
1594:R9
1589:R7
1584:R6
1579:R4
1574:R1
1558:/
1348:/
1167:.
1149:.
1131:.
1113:.
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729:CC
678:BB
674:AA
509:)
436:DC
1278:e
1271:t
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1226:.
1171:.
1153:.
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1009:)
995:.
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928:.
890:(
860:C
801:A
789:F
785:E
781:D
777:N
769:F
765:E
757:A
741:G
733:C
725:B
721:A
717:A
693:A
669:A
536:/
505:(
500:2
496:1
493:+
491:8
433:V
224:2
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106:(
101:)
97:(
87:·
80:·
73:·
66:·
39:.
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