BusTalk

[NEW YORK OMNIBUS 2629]

(see earlier posts)-------Recall-also-that when the "Eye-Are-Tee's" R-12/14/15s were taken out of Flushing line running (1963/1964)-they were banned fro being used by C/Rs due to injuries caused by the antennas (though the R15's had inside door controls-they too were not to be positioned where the C/R would be stationed); Your's Truly rode these relics on the #2/#3 (usually heading uptown) 40-odd years ago-when he was working downtown (Wall Street)-----------"NYO"

[W.B. Fishbowl]

Now while "Shik-aga" never ran the benighted "Borough Bombers," its suburban counterpart, the Regional Transportation Authority (RTA, or "Are-Tee-Yay") did - and, like in "Noo Yawk" and some other cities, they too had problems with this particular problem child among bus fleets in late '80. (Their "Bombers," however, did have old-style mylar front roll signs - and double, at that.)

[NEW YORK OMNIBUS 2629]

WB: Recall also that the "See-Tee-Yay" retired their Old Looks and "Pattons" in the late 1960s/early 1970s-coinciding with "Noo Yawk"; the postwar TWINS ("Oddballs") likewise were gone by the early 1970s (WHITES and "BRILL-boas" lasted until about 1966/1967)----too-recall that the "See-Tee-Yay's" 4000 series cars also carried destination placards in their end windows on the far side of the train door; this was a practice not used in "Noo Yawk"------------ "NYO"

[NEW YORK OMNIBUS 2629]

If any postwar "See-Tee-Yay" rapid transit rolling stock could be referred to as "oddballs" it would certainly be the four articulated units (5000-series) that were appeared prior to 1950; these were three-section units and were quite startling when they began carrying passengers (each unit could seat 96; these units could also operate on catenary); last new articulateds in "Noo Yawk" were purchased between 1936 and 1937-and were retired in 1961) -------"NYO"

[NEW YORK OMNIBUS 2629]

Interesting: in 1948- the R-11s hit the rails; recall these stylish cars had porthole windows on the side doors; in 1950 the sleek R-15's appeared-not only these cars had porthole windows on the side doors- but also on the end doors------The R16s/17s returned to "standard" rectangular windows on the side doors-but retained portholes on the end doors--------"NYO"

[NEW YORK OMNIBUS 2629]

Another era ends on the "Eye-Are-Tee": On this day in 1984-the last of the ancient R-14's* and 15's were retired; they were then running on the #3; Your's Truly indeed felt an acute sense of loss when they disappeared (I often rode these rolling relics daily between Wall Street and TSQ)------the 14's were the last "Eye-Are-Tee" cars running that had "clerestory" roofs-while the R-15's were the first to sport the arch ("turtleback") roof that was used on all "Eye-Are-Tee" cars thereafter (I really dug those portholes on the R-15's doors!) Forty years--------where did the years get too------ "NYO" (The 14's were also the last "Eye-Are-Tee" cars to be equipped with outdoor conductor's controls-though these "slap the caps" controls had been out of use for years)-------

[NEW YORK OMNIBUS 2629]

After the R-14's were retired-the only cars still running with "clerestory" roofs and outdoor conductor's controls were the "Eye-En-Dee's" iconic "Thunderbirds"--------("Are-Tens"); unlike their counterparts on the "Eye-Are-Tee" their outdoor conductor's controls were used right up until the cars were all retired in 1989; they were-in fact-the last "Noo Yawk" subway cars where the conductors would stand between the cars to "slap the caps"----------when the 12s/14s were running on the Flushing line their "caps" were sill in use-------when these cars were transferred to the Lexington and Broadway lines in 1964-the "caps" were no longer used-and the cars were no longer positioned where the conductor would be stationed---------"NYO"

[W.B. Fishbowl]

[NEW YORK OMNIBUS 2629]

WB: Recall now the "Are-16's"*; I know that the "Tee-Yay" referred to these cars as the "Dollar Cars"**; this unflattering reference was due to the fact that the "Tee-Yay" was indeed shelling out BIG $$$$$$$ due to the near-constant repairs of the GE-equipped cars (during the later years-the GE workings were upgraded and worked well-so I hear)------Your's Truly personally recalls (early 1980's) the 16's that had slanted "pockets" flanking the doors (these "pockets" held "upgraded" door controls: see nycsubway org photo #3060); it always had this fellow thinking of the interior of a London "tube" car-------- (I used to take "coffee break jaunts" on the 16's 40-odd years back-out of Broad Street!) *(These ACF-built cars began their "stint" with the "Tee-Yay" in 1955) **The Westinghouse-equipped cars were considered quite reliable (by the "Tee-Yay")-unlike the quirky GE-equipped units; the 16's were-originally-to be gone by 1977-but-instead-solidiered on for another decade-being retired in 1987----------"NYO"

[W.B. Fishbowl]

[NEW YORK OMNIBUS 2629]

WB: Yes------the "Arnines" were taken off the "CC" (then rush hours only) in '76; this is where I last rode these rolling relics-----the "Thunderbird" R-10's ran on the "CC"/C"until 1989------then the R-27's/30's replaced the R-10's-running until 1993; as a kid (1960's) Your's Truly still recalls riding prewar IND rolling stock on the "AA"----------The "16's" were furnished with upholstered seating when new; the R-27's/30's-on the other hand- not only featured plastic/fiberglass seating-they also featured "backs to the wall" seating-a la "Eye-Are-Tee"-------------recall also the R-38's (aka "Brightliner Wannabes"); like the hard-working "Dangerfields" these cars did not garner the "respect" afforded to the glittering R-32's----------recall-also-that the 27's/30's also ushered in the new route letter codes-which replaced the traditional route #'s-----------"NYO"

[NEW YORK OMNIBUS 2629]

This regards the partial building collapse in "da Bronx" (western Bronx) this afternoon (BX40 and BX42 buses are being rerouted); an ABC-7 Eyewitness News report stated that the 6-story building was built in 1915; recall how "da Bronx" then saw a lot of new residential buildings being constructed-as the IRT was being extended northwards---recall-also-TARS strong presence in the borough through the 1940's----and of course----in later years---SURFACE and "stoa" (also-the NYW&B (1912 through 1937)----------"NYO"

[X-Astorian]

[NEW YORK OMNIBUS 2629]

X-Astorian; Greatly appreciate this historical info; also the building address (the one reporter had stated that the collapsed structure was built in 1915)----thanks for sharing this info here: early photos of the original "House That Ruth Built" show that there were indeed spacious open areas that were still not built upon; look at old photos of the IRT Flushing line when it first opened-------------the area adjacent to the new El trackage was still pretty "rural" and open------fast-forward a decade and you could see how the area was built up-in the decade after the Flushing line opened---------too-in the book "LOST TROLLEYS OF QUEENS AND LONG ISLAND" there are quite a few excellent old photos showing the trolleys running through areas that were still quite rural into the 1930's-while other areas were already quite built up----------one telling (1930's) photo shows a center-entrance trolley rolling along streetcar ROW (flanked by traffic lanes) in the Kew Gardens area; a few autos are seen-but no buildings-only woods------the caption states that this area is now chock-a-block with residential buildings-------1930's-era photos show streetcars in other areas-where-though auto traffic had certainly increased-and the surrounding areas still fairly lightly populated-----------"NYO"

[NEW YORK OMNIBUS 2629]

Recall now the ill-fated (and opulent) NYW&B; speculation was that it would ignite a huge real estate surge in lower Westchester-one in which thousands of suburbanites would be flocking to the big green electric trains; although certain areas where the electric railway ran DID-in fact-build up substantially due to the "Westchester" other areas retained their decidedly rural character until after WW2-when the real-estate blitz really took off; sadly-this all took place years after the last NYW&B electrics ran-and the ROW (and nearly all stations) disappeared-------the lack of direct access to GCT was one of the factors that would later seal the fate of this well built-opulent-high speed electric railway-------"NYO"