A cab ride on the New York City EL.
- Thread starter JCitron
- Start date
cascaderailroad
New member
What are all those gauntlets between the rails, with yellow painted ends ?
What made that train so photogenic ... I saw many dozens of photographers
What made that train so photogenic ... I saw many dozens of photographers
traincrazy0918
Keepin it on the rails!
@Cascade
If you'd have read the description of the video, you'd see that the train consists of R-1 Cars, and was an excursion run as these cars were retired in the 1970's; Explains the whistle, the talk of the people riding, the photographers and the cab ride at the same time!
If you'd have read the description of the video, you'd see that the train consists of R-1 Cars, and was an excursion run as these cars were retired in the 1970's; Explains the whistle, the talk of the people riding, the photographers and the cab ride at the same time!
You've never rode NYCTA John? Thats another rail trip for you to schedule. These rails were made circa the depression era, so labor and materials were cheap. There is no cross-over or signaling opportunity spared, particularly on the city-built IND lines (this one's BMT, originally built by private company).
The first "excursion" problem here is R1-R9 were made for the city-built IND division. This excursion is on a BMT division line and on a BMT "M" train (IND routes are identified by letters A though H, BMT J thru Z).
The second problem here is the cab does not have the original R1-R9 traction motors. They have a distinctive 1930s whining machinery sound and that changes pitch with torque. These cars are extremely heavy riveted cast iron and had the trucks to match and easily exceeded 100 db noise when they entered an underground station. You could not shout to another over the noise. It sounds like this cab was refitted with quiet aluminum-era traction motors. That's a spoiler. The other gimme is the rattan seats and I didn't see them.
I would be disappointed if I were an excursioner. This video does not prove it is actually on an R1-R9 in a court of law, except for the whistle.
R1-R9 were truely amazing as they were in service for 50 years!
Boston T does have much tighter curves, but the railway and stock are not as heavy as NYCTA.
Heres a real R1 traction motor from the very first R1 car ever, car 100: https://www.youtube.com/watch?v=j658biVd8OI, from Coney Island, their original "attraction" for their new customers. Thats an excursion.
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The BMT division was a private railway before the 3 divisions were united under 4' 8-1/2" gage. Those inside rails are the original BMT gage.
They are famous due to multiplying 8 million people times 50 years of service.
That would be a real fan trip for sure!
I did ride the EL back in 1964 when I visited my aunt and uncle in the Queens when my parents brought me to the NY World's Fair. My aunt brought me on a private tour back then to Grand Central and back. Then in 1976 I took the UA Turbo to NYC and my aunt drove me from their condo in the Queens out to the Hamptons where she had a house. We had taken the EL from Penn Station up over Sunnyside Yard then to her condo first. So... I do think it's time for another ride.
John
Thomas_The_Tank100
New member
You're more or less right about the BMT being a "private" railway. A "privately-owned, public transit company" is perhaps a better wording though...
However, to my knowledge, the BMT, like the the IRT and IND, was always laid to standard gauge. It was never a narrow gauge operation, unless you have a source that says otherwise. The inside rails are actually Guard Rails.
...
And just as a side note for the thread in general, us New Yorkers never call the Subway the "EL", even when on the above-ground lines in Northern Manhattan, Brooklyn, Queens, and the Bronx.
It's always called the Subway no matter where you are in the City, and not by any other name!
Best,
~TTT100
I was thinking that myself since these are basically all bridges. It's an interesting and fascinating ride. Boston no longer has an EL. This was demolished in the 1970s to make way for the new Southeast Corridor and the Orange Line was moved to the rail cut a long with the commuter rail. About 1969 I had the opportunity to ride on the Boston EL from Sullivan Square in Somerville to Forest Hills in Dorchester. I was about 8 at the time and was allowed up in the motorman's cab to look out the front window. This time wasn't caught on camera, but sure has remained in my mind's camera forever.
John
For guard rails, they are awfully narrow, look at time 1:39. Why would guard rails need yellow-painted ends (i.e. Cascade's observation) ?
I didn't say the IRT and IND were not always standard gage. And BMT track was re-railed with standard gage, but true not this Myrtle Ave line. Look at the 1800s. The BMT Sea Beach line was when originally laid by the NY & MB (Manhattan Beach) in narrow gauge because the Philadelphia Worlds Fair had lots of equipment to sell back in 1876. Ref: http://www.nycsubway.org/wiki/Early_Rapid_Transit_in_Brooklyn,_1878-1913 and http://www.arrts-arrchives.com/mbbr2.html.
I don't think anyone in Boston says "EL" either, so John must have got it from his New York aunt that taught John "EL" because he didn't learn that in Boston.
The ends are painted yellow to signify that they've ended. I believe they are also painted with a reflective material for low visibility situations, commonly to help track workers.
The guard rails, like all rail bridges around the United States, are not meant to re-rail the train or keep it from derailing. They are meant to keep the train from falling off of the elevated structure and onto the street or into an adjacent building, which is why they are not positioned closer to the track, as is found on curves, or near switches. It shares the same characteristics as an ordinary guardrail, found along the highway.
The American standard rail gauge is 1,435 millimeters, or 4 feet, 8 1/2 inches. At no point in history did the New York City Subway use narrow gauge, except during the construction phases to shuttle materials around.
The guard rails, like all rail bridges around the United States, are not meant to re-rail the train or keep it from derailing. They are meant to keep the train from falling off of the elevated structure and onto the street or into an adjacent building, which is why they are not positioned closer to the track, as is found on curves, or near switches. It shares the same characteristics as an ordinary guardrail, found along the highway.
The American standard rail gauge is 1,435 millimeters, or 4 feet, 8 1/2 inches. At no point in history did the New York City Subway use narrow gauge, except during the construction phases to shuttle materials around.
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Actually we called it the EL as well.
Here's a vide, by the way, of the operation in 1986 which is the final year of operation. There are guard rails too on this track.
http://youtu.be/6gpJlcYelWM
The company that originally built the line was called Boston Elevated. They ran what was referred to as the main line and this is today's Orange line.
John
Here's a vide, by the way, of the operation in 1986 which is the final year of operation. There are guard rails too on this track.
http://youtu.be/6gpJlcYelWM
The company that originally built the line was called Boston Elevated. They ran what was referred to as the main line and this is today's Orange line.
John
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