| Steinway Lo-V | |
|---|---|
) A Steinway Lo-V train entering 167th Street | |
| Manufacturer | Pressed Steel Car Company, American Car and Foundry, Pullman Company |
| Constructed | 1915–1925 |
| Number built | 138 cars (138 motors) |
| Number preserved | 0 |
| Number scrapped | 138 |
| Fleet numbers | 4025–4036, 4215–4222, 4555–4576, 4700–4718, 4720–4771, 5628–5652 (all motors) |
| Capacity | 196: 44 (seated) 152 (standing) |
| Operator(s) | Interborough Rapid Transit Company New York City Transit Authority |
| Specifications | |
| Car body construction | Steel |
| Car length | 51 ft 6 in (15.70 m) |
| Width | 8 feet 11 5&fras1;16 inches (2.73 m) |
| Height | 12 feet (3.66 m) |
| Floor height | 3 ft 2 1&fras1;8 in (0.97 m) |
| Doors | 6 |
| Maximum speed | 60 mph (97 km/h) |
| Weight | ~ 74,000 lb (33,600 kg) |
| Traction system | Motor car: Westinghouse 577, General Electric 260 Air Compressor: WABCO D-2-F |
| Prime mover(s) | electric motor |
| Power output | 105 hp (78 kW) (WH 302, one car), 120 hp (89 kW) (WH 302F, 302F1, GE 240C, 259) |
| Electric system(s) | 600 V DC Third rail |
| Current collection method | Top running Contact shoe |
| Braking system(s) | WABCO Schedule AMUE with UE-5 universal valve, ME-23 brake stand, and simplex clasp brake rigging |
| Coupling system | WABCO J |
| Headlight type | incandescent light bulbs |
| Track gauge | 4 ft 8 1&fras1;2 in (1,435 mm) |
The Steinway Lo-V was a New York City Subway car type built from 1915 to 1925 by the Pressed Steel Car Company, American Car and Foundry, and Pullman Company. These cars were built specifically for use on the IRT Corona Line (currently known as the IRT Flushing Line, used by the 7 train), and the IRT Astoria Line (currently known as the BMT Astoria Line, used by the N and W trains). They had special gear ratios to climb the steep grades (4.5%) in the Steinway Tunnels, something standard IRT equipment could not do.[1]
History
The Steinways were among the first low voltage cars delivered to the IRT, starting with the 12 car order from Pressed Steel Car Company in 1915. Pullman then built and delivered 71 Steinway cars in 1916. In 1925, American Car and Foundry delivered 25 Steinway cars, which would be the last standard body IRT cars built. The last Steinways placed in service were 30 cars converted from 22 Low-V trailers followed by 8 Flivver trailers in 1929. These latter cars were originally built as part of the 1915 and 1916 orders from Pullman.[2]
The original 12 cars from 1915 were equipped with the same type of automatic couplers that were developed on the BMT A/B Standards, but the IRT found this equipment troublesome for them and difficult to handle. The cars operated isolated in special consists for many years, until following the 1929 conversions mentioned above, the couplers on these cars were finally converted to the same type typical of other IRT cars, and the IRT at this point finally had a sizeable fleet of Steinway motors, to be expanded in 1938 upon arrival of the World's Fair type from St. Louis Car Co.
Immediately after arrival of these latter cars, the IRT converted the signs and sign box assemblies to that used on the new cars.
The Steinways served the Flushing and Astoria lines until 1950, when they were displaced by the R12, R14, and R15 cars. They were then transferred to the IRT mainline, displaying a distinctively different appearance from other IRT cars. All Steinways, World's Fair type included, had a striking light green interior paint scheme, reflecting what the BMT was painting its own cars with while the Steinways were being maintained at Coney Island Shops. The regular Steinways had once again the original type of large sign and box assemblies restored; however, this was done as cheaply as possible - instead of the hooks to hold the destination sign plates in place, they now had screwed on latches, and the top route sign lacked the frame receptacle typical of that in other IRT cars, giving it a somewhat naked appearance. Additionally, being that these cars, unlike other car types on the IRT, were divided into several small separated groups, it was necessary to distinguish them from other types, and this was done by painting a red line outside under the number as a warning to yardmen not to couple these cars to other types. These were similar to the white lines painted outside on various High-V's.
The cars upon arrival on the mainline were assigned to Broadway, mainly on the Broadway-7th Ave. 242nd St.-Van Cortlandt Park Express, although one train was used from time to time on the Broadway Local as well. They were used in combination with the High-V's and few Low-V's which continued being used here until 1952, when with an equipment shuffle for the purpose of economizing on crews, the cars were transferred to the Lexington Ave.-Pelham Bay Local, joining the World's Fair cars already in use here. After being displaced by the arriving R-17's, they were moved to other lines, mainly the 7th Ave.-East 180th St., Lexington Ave.-Jerome Ave. and White Plains Rd. Expresses. Some cars were transferred to the fragment of the 3rd Ave. el in the Bronx to replace the last of the old MUDC cars from the Manhattan els, as well as other el shuttles until demise of those services or establishment of through subway service to Dyre Ave. Additionally, in late 1958 through early 1959, some of these cars, following the Flivvers and standard Low-V's were moved to the two West Side Broadway and Lenox Ave. Locals to replace the last High-V's in service remaining on those lines. The cars continued on the three express services until 1963, when most of them were retired. A small number remained on the fragment of the 3rd Ave El in the Bronx to finish out their years, until November 3, 1969.
It should be mentioned that a very interesting swap occurred right after unification. Car 4719 was in the Lenox Ave. Shops for heavy long term repairs. The only way cars could be transferred between the Queens Division and the mainline of the IRT at the time was via the 2nd Ave. el Queensboro Bridge Connection, due to close on June 13, 1942. It was seen that the car would not be ready for service by that date, so that it was decided to switch parts around, with 4719 to remain on the mainline and operate as a Low-V motor and in its place, car 4771 was converted to a Steinway motor and sent to the Queens Division in its place. When the cars were all in main line service after 1950, it caused a bit of confusion as car 4719 received the red line outside indicating it as a Steinway in error. As soon as the yardmen discovered the error, the line had to be rubbed out as it was now a standard Low-V motor.
No examples of standard Steinway motor cars survive today, although car 4025 at one time was actually considered for this purpose, as were 4 of the last remaining 1925 series cars in 3rd Ave. el service at the very end.
Similar cars
The 1938 World's Fair Lo-V was technically a "Steinway" car, as it also contained the special gear ratios required to climb the grades of the Steinway Tunnels. However, as the World's Fair Lo-V had a significantly different body style even though operationally exactly like a regular Steinway it is considered a separate and distinct car class and not included in the "Steinway" grouping as laid out here.
See also
- Flivver Lo-V, a low voltage propulsion control IRT subway car built in 1915.
- Standard Lo-V, a low voltage propulsion control IRT subway car built from 1916 to 1925.
- World's Fair Lo-V, a low voltage propulsion control IRT subway car built in 1938.
References
- ^ Sansone, Gene (2004). New York Subways. JHU Press. p. 84. ISBN 0-8018-7922-1.
- ^ "www.nycsubway.org: Chapter 2, The IRT Subway". www.nycsubway.org. Retrieved December 11, 2017.
Further reading
- Gene Sansone, New York Subways: An Illustrated History of New York City's Transit Cars, ISBN 0-8018-7922-1, pp. 73–74, 78–80, 84–85, 95–96.
External links
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