The R29 was a New York City Subway car model built by the St. Louis Car Company in 1962 for the IRT A Division . A total of 236 cars were built, arranged in married pairs .
62-509: (Redirected from R-99 ) R99 may refer to: R99 (New York City Subway car) R99 (star) Embraer R-99 , a Brazilian Air Force military aircraft Hydrotreated vegetable oil , a sustainable fuel HMS Urchin (R99) , a destroyer of the Royal Navy French aircraft carrier Foch R99 , a NIOSH air filtration rating for respirators Topics referred to by
124-577: A (7) (within a circle) or a <7> (within a diamond) with the word "Express" underneath it. The R62As were displaced by the R188s from January 2014 to March 30, 2018, in preparation for the automation equipment for the Flushing Line . The displaced R62As were returned to the 6 train, from which many R142As were taken and converted to R188s. The first train of R188 cars began operating in passenger service on November 9, 2013. By 2016, most of
186-454: A circular bullet, operates at all times, while express service, denoted by a <7> in a diamond-shaped bullet, runs only during rush hours and early evenings in the peak direction and during special events. The 7 route started running in 1915 when the Flushing Line opened. Since 1927, the 7 has held largely the same route, except for a one-stop western extension from Times Square to Hudson Yards on September 13, 2015. On June 13, 1915,
248-444: A deep maroon red body, black front bonnets and anti-climbers, and a silver roof. Four cars (pairs 8686–8687 and 8804–8805) were tested with G70 trucks. The use of these trucks was discontinued in 1970. The first set of R29s debuted on the 7 service on April 28, 1962. After initial in-service testing, the first train of R29s (8570–8579) operated on the 7 service as a special 10-car train on April 29, 1962. On May 1 of that year, it
310-599: A joint effort between the Port Authority of New York and New Jersey , the MTA, and NJ Transit , this extension was considered again in February 2018. In 2008, the MTA started converting the 7 service to accommodate communications-based train control (CBTC). Originally expected to cost $ 585.9 million, the installation of CBTC was intended to allow two additional trains per hour as well as two additional trains for
372-811: A separate fleet from the rest of the IRT, starting with the Steinway Low-Vs . The Steinways were built between 1915 and 1925 specifically for use in the Steinway Tunnel . They had special gear ratios to climb the steep grades (4.5%) in the Steinway Tunnel, something standard Interborough equipment could not do. In 1938, an order of World's Fair Lo-V cars was placed with the St. Louis Car Company . These cars broke from IRT "tradition" in that they did not have vestibules at each car end. In addition, because
434-420: A single 7 train set is more than in any other New York City Subway service. These trains, however, are not the longest in the system , since a train of 11 "A" Division cars is only 565 feet (172 m) long, while a standard B Division train, which consists of ten 60 foot (18 m) cars or eight 75 foot (23 m) cars, is 600 feet (180 m) long. The 7, throughout almost all its history, has maintained
496-526: Is different from Wikidata All article disambiguation pages All disambiguation pages R99 (New York City Subway car) The R29s entered service on April 28, 1962, and received air conditioning by 1982. The fleet was rebuilt by Morrison–Knudsen between 1985 and 1987. The R29s were replaced in 2001 and 2002 with the delivery of the R142 and R142A cars, with the last train running on October 24, 2002. After being retired, most R29s were sunk into
558-501: The 1 , 3 , and 6 , and all R29s were assigned to the 2 , 4 , and 5 . By February 16, 1966, all Westinghouse cars were moved to the 1 and 3 . A year later, in February 1967, Westinghouse cars 8570–8599 were reassigned to the 6 being displaced by R12s 5707–5729 coming back from work service. The R29s were removed from the 4 in October 1976, and the GE cars were assigned to
620-422: The 1 , the remaining 26 Westinghouse cars assigned to the 1 were displaced to the 3 . Those cars were then gradually transferred to the 6 , with the last 8 cars, 8624–8625, 8664–8665, 8670–8671, and 8682–8683, being transferred on June 25, 1986. By the end of June 1986, 8 more rebuilt Westinghouse R29s entered service on the 2 , joining the first rebuilt Westinghouse pair already there. By July 10, 1986,
682-677: The 1 . From September to November 1983, GE cars 8734–8735 and 8804–8805 were assigned to the 7 to fill in for the R33Ss and World's Fair R36s while they were being rebuilt. On April 5, 1985, the R29s were returned to the 3 with cars 8600–8619 being assigned there. By 1982, all R29s received air conditioning as part of a retrofitting program to replace the cars' original Axiflow ceiling fans. The R29s were rebuilt by Morrison–Knudsen in Hornell, New York as Redbirds between 1985 and 1987 under
SECTION 10
#1732783138488744-450: The 2 and 5 . The Westinghouse cars were assigned to the 1 , 3 , and 6 , with cars 8570–8599 being assigned to the 6 , while cars 8600–8687 were assigned to the 1 and 3 , except from July to August 1978, when 6 assigned cars 8570–8589 were assigned to the 4 . In January 1983, the R29s were removed from the 3 and 5 , so the GE cars were assigned exclusively to the 2 , while Westinghouse cars 8600–8687 were only assigned to
806-856: The 6 on December 26, 2001. Also, starting in May 2001, the R33s were displaced from the 2 to the 5 as the R142s entered service on the 2 , gradually replacing the GE R29s. The last train, consisting of pairs 8708–8709, 8716–8717, 8718–8719, 8784–8785, and 8786–8787, made their final trip on the 5 on October 24, 2002. As the R29 cars were being retired, some were used in work service, including pairs 8600–8601 and 8634–8635, which were used for signal dolly service in 2001, and cars 8716–8719, which were used in 2002 for transporting one of three Rail Adhesion Cars throughout
868-407: The 6 on September 9, 1986. In early December 1986, the last 4 un-rebuilt Westinghouse cars, which were 8570–8571 and 8598–8599, were removed from service on the 6 . By May 6, 1987, all rebuilt Westinghouse cars were in service. By October 22, 1987, all rebuilt cars were in service. After rebuilding, all General Electric R29s were assigned exclusively to the 2 until May 1995, when all of
930-446: The 6 , paving the way for Westinghouse cars 8570–8599 already assigned there to be sent for rebuilding beginning at the end of May. During this time, the remaining R29s were again removed from the 3 . The first pair of rebuilt Westinghouse cars, which were cars 8660–8661, were placed into service on the 2 on May 14, 1986, blending in with the rebuilt R26s , R28s , and GE R29s. By June 2, 1986, as more R62As entered service on
992-530: The 7 service in time for the new 1964–5 World's Fair exhibition in Flushing instead; these cars were also ordered during 1962. Since May 1, 1962, the R29s have been assigned exclusively to the 1 until October 1, 1962, when some were moved to the 2 , 3 , 4 , and 5 . Then by March 1963, 50 R29s were also assigned to the 6 . The R29s were assigned to all A Division routes except for the 7 and 42nd Street Shuttle until May 1965, when they were removed from
1054-531: The 7 Subway Extension , providing a 7% increase in capacity. At the former southern terminal, Times Square, service on the 7 was limited to 27 trains per hour as a result of the bumper blocks there. The new southern terminal at 34th Street–Hudson Yards has tail tracks to store rush-hour trains and can increase the service frequency to 29 trains per hour. New CBTC-compatible cars for the A Division (the R188 contract) were delivered from 2013 to 2016. In October 2017,
1116-699: The A Division of the New York City Subway , providing local and express services along the full length of the IRT Flushing Line . Their route emblems, or "bullets", are colored purple, since they serve the Flushing Line. 7 trains operate at all times between Main Street in Flushing, Queens and 34th Street–Hudson Yards in Chelsea, Manhattan . Local service, denoted by a (7) in
1178-537: The Redbird cars on the 7. The first R62As entered service on the 7 route on February 19, 2002. On November 3, 2003, the last Redbird train made its final trip on this route, making all stops between Times Square and the then-named Willets Point–Shea Stadium. Several Redbird cars running on this service were decorated with Mets logos and colors during the 2000 World Series against the New York Yankees , as
1240-465: The 18 rebuilt Westinghouse cars in service were moved from the 2 to the 6 , but by August 16, 1986, 18 more rebuilt Westinghouse cars entered service on the 2 . A week later, 2 of the rebuilt Westinghouse R29s assigned to the 2 , which were cars 8640–8641, were moved to the 6 , and the rebuilt Westinghouse were gradually transferred from the 2 to the 6 when the last 10 cars, 8634–8635, 8652–8653, 8656–8657, 8668–8669, 8676–8677, were moved to
1302-568: The 1964–65 New York World's Fair. On June 26, 1999, First Lady Hillary Clinton and U.S. Transportation Secretary Rodney E. Slater designated the 7 route as a National Millennium Trail (under the name "International Express"), along with 15 other routes including the Lewis and Clark National Historic Trail and the Underground Railroad . The following table shows the line used by the 7 and <7>, with shaded boxes indicating
SECTION 20
#17327831384881364-405: The 7. Express trains began running on April 24, 1939, to serve the 1939 New York World's Fair . The first train left Main Street at 6:30 a.m. local time . IRT expresses ran every nine minutes between Main Street and Times Square, with BMT expresses having a similar frequency, running just between Main Street and Queensboro Plaza. The running time between Main Street and Queensboro Plaza
1426-461: The CBTC system was activated from Main Street to 74th Street . On November 26, 2018, following numerous delays, CBTC was activated on the remainder of the 7 route. From June 26, 2023, through January 2025, <7> express trains are making all stops between Queensboro Plaza and 74th Street–Broadway due to renovations along the Flushing Line. The 7 operates with 11-car sets; the number of cars in
1488-482: The CBTC-equipped R188 train sets were on the 7, and by March 30, 2018, the last R62A trains were displaced by the R188 cars. The 7 is unofficially nicknamed the "International Express" and the " Orient Express ", in part because it travels through several different ethnic neighborhoods populated by immigrants , especially along Roosevelt Avenue , and also because it was the principal subway route to
1550-661: The Flushing Line east of Queensboro Plaza was shared by the Interborough Rapid Transit Company (IRT) and the Brooklyn–Manhattan Transit Corporation (BMT) from 1912 to 1949; BMT trains were designated 9, while IRT services were designated 7 on maps only. The IRT routes were given numbered designations in 1948 with the introduction of "R-type" rolling stock , which contained rollsigns with numbered designations for each service. The Times Square to Flushing route became known as
1612-779: The Flushing Line ended, and the Flushing Line became the responsibility of the IRT. After the end of BMT/IRT dual service, the New York City Board of Transportation announced that the Flushing Line platforms would be lengthened to 11 IRT car lengths, and the BMT Astoria Line platforms extended to 10 BMT car lengths. The project, to start in 1950, would cost US$ 3,850,000 (equivalent to $ 48,800,000 in 2023). The platforms were only able to fit nine 51-foot-long IRT cars, or seven 60-foot-long BMT cars beforehand. On March 12, 1953, two 9-car super express trains began operating from Flushing–Main Street to Times Square in
1674-416: The Flushing Line runs adjacent to Citi Field and the former location of Shea Stadium . By 2008, all R62As on the 7 were upgraded with LED lighted signs to distinguish between express and local trains. These signs are located on the rollsigns that are found on the side of each car. The local is a green circle around the 7 bullet while the express is a red diamond. Previously, the rollsigns showed either
1736-414: The Flushing Line was opened. The line was extended to Times Square almost exactly a year later, on March 14, 1927. Though an eastward extension to Willets Point Boulevard opened on May 7 of the same year, service was provided by shuttle trains for the first week, until through service was inaugurated. The eastern extension to Flushing–Main Street opened on January 21, 1928. The service on
1798-514: The IRT ran ten-car trains without a second conductor. In 1964, picture window R33S and R36 cars replaced the older R12s, R14s, R15s, and R17s in time for the 1964 New York World's Fair. Early in 1965, the NYCTA placed a strip map indicating all the stations and transfer points for the line in each of the line's 430 cars, helping World's Fair visitors. This innovation was not used for other services and as they shared rolling stock with each other; it
1860-762: The IRT ran ten-car trains without a second conductor. With the 1964–1965 World's Fair in Flushing Meadows–Corona Park in April 1964, trains were lengthened to eleven cars. The Flushing Line received 430 new R33 and R36 "World's Fair" cars for this enhanced service. From May 13, 1985, to August 21, 1989, the IRT Flushing Line was overhauled for improvements, including the installation of new track, repair of station structures and to improve line infrastructure. The project cost $ 70 million. Temporary platforms were built at local stations along
1922-467: The IRT was bankrupt at the time, the cars were built as single ended cars, with train controls for the motorman on one side and door controls for the conductor on the other. Starting in 1948, R12s , R14s , and R15s were delivered to the 7. On November 1, 1962, fifty R17s (6500–6549) were transferred from the Mainline IRT to the 7, allowing for ten-car operation. This was the first time that
R99 - Misplaced Pages Continue
1984-837: The NYCTA did not have. During the construction project, the NYCTA operated 25 trains per hour on the local track, three fewer than the 28 trains per hour split between the local and express beforehand. Running times on the 7 were lengthened by ten minutes during the project. The project was completed in June 1989, six months ahead of its scheduled completion of December 1989. The NYCTA held a public hearing on June 29, 1989, concerning its proposed reinstatement of express service. The NYCTA proposed implementing express service in July 1989 to coincide with changes in regular A Division schedules. It began to plan options to reinstate express service in 1988. Options were presented to local community boards, including
2046-570: The R99 retrofitting program. Unlike the R26s and R28s , the R29s retained their original propulsion equipment after being rebuilt. In June 1985, the first 10 GE R29s were removed from service to be sent to Morrison–Knudsen in Hornell, New York for rebuilding. After being rebuilt, the cars returned to MTA property in September 1985. The cars then entered service on the 2 on October 21, 1985. By
2108-703: The cars were moved to the 5 to improve fleet reliability. Meanwhile, all Westinghouse cars were assigned exclusively to the 6 . In 1996, New York City Transit Authority announced their plans to phase out the Redbirds with the R142 and R142A fleets. Starting in May 2001, as the R142As entered service on the 6 , the Westinghouse R29s were gradually phased out until the last train of Westinghouse cars, consisting of pairs 8588–8589, 8632–8633, 8640–8641, 8656–8657, and 8682–8683, made their final trip on
2170-516: The crowded Queens Boulevard Line. The elimination of Woodside as an express stop was done in part because trains at the station would be held up by passengers transferring between the local and the express, which led to delays at the 33rd Street merge, negating the time savings. On July 28, 1989, the Metropolitan Transportation Authority (MTA) Board approved the change by a vote of 5–3. <7> express service
2232-452: The end of February 1986 to be sent to Morrison–Knudsen in Hornell, New York , for rebuilding along with the last un-rebuilt GE cars. The first Westinghouse cars assigned to the 3 were removed from service for rebuilding in March 1986. From April to early May 1986, with the arrival of the then new R62As on the 1 , half of the Westinghouse R29s assigned to that route were displaced to
2294-424: The end of February 1986, the last un-rebuilt GE R29s were removed from service on the 2 , which were cars 8722–8723, 8746–8747, 8748–8749, 8752–8753, and 8788–8789. By June 10, 1986, all rebuilt GE cars were in service except for mis-mated pair 8702–8723, which did not return from rebuilding until all cars were rebuilt. The first pair of Westinghouse R29s, which were cars 8660–8661, were removed from service by
2356-401: The evening rush hour. Super express service was discontinued in the morning rush and evening rush, on January 13, 1956, and December 14, 1956, respectively. Holiday and Saturday express service was discontinued on March 20, 1954. On November 1, 1962, fifty R17s (numbers 6500–6549) were transferred from the Mainline IRT to the 7, allowing for ten-car operation. This was the first time that
2418-534: The express track in the four intermediate stations. The work began on April 5, 1993. When the viaduct reconstruction finished on March 31, 1997, ahead of schedule, full <7> express service was reinstated. Throughout this entire period, ridership grew steadily. The 7 Subway Extension, which travels west and south to 34th Street and 11th Avenue, near the Jacob K. Javits Convention Center in Hudson Yards ,
2480-408: The expresses that arrived two minutes afterward. With the elimination of express service and the unreliable merge at 33rd Street , service reliability had increased, with on-time performance often exceeding 95%. Keeping local-only service was dismissed as it would not have saved times for the large number of riders boarding east of Junction Boulevard heading to Manhattan, because it did not provide for
2542-479: The first subway cars to feature a bright red paint scheme since the R17s . In 1970–1975, the R29s were repainted into the MTA corporate silver and blue scheme. In 1982–1983, the R29s were repainted full white (roof, bonnets, and sides were all painted white) in an attempt to combat graffiti . During rebuilding by Morrison–Knudsen at Hornell, New York , from 1985 to 1987, the R29s were repainted into Redbirds with
R99 - Misplaced Pages Continue
2604-470: The first test train on the IRT Flushing Line ran between Grand Central and Vernon Boulevard–Jackson Avenue , followed by the start of revenue service on June 22. The Flushing Line was extended one stop from Vernon–Jackson Avenue to Hunters Point Avenue on February 15, 1916. On November 5, 1916, the Flushing Line was extended two more stops east to the Queensboro Plaza station . The line
2666-535: The line when track work was being performed on local track in station areas to provide access to trains. The major element was the replacement of rails on the Queens Boulevard viaduct. This was necessitated because the subway was allowed to deteriorate during the 1970s and 1980s to the point that there were widespread "Code Red" defects on the Flushing Line, and there were some pillars holding elevated structures that were so shaky that trains would not run if
2728-451: The line's capacity of 30 trains per hour under other service patterns for express service. The NYCTA created a service plan with the goals of maintaining existing levels of reliability, having local service run at existing levels or higher than the pre-1985 level, and providing faster running times. The NYCTA proposed the reintroduction of express service, running to Manhattan between 6:30 and 10 a.m. (changed to 6:30 to 9:45 a.m. at
2790-401: The mid-1990s, the MTA discovered that the Queens Boulevard viaduct structure was unstable, as rocks that were used to support the tracks as ballast became loose due to poor drainage, which, in turn, affected the integrity of the concrete structure overall. <7> express service was suspended again between 61st Street–Woodside and Queensboro Plaza; temporary platforms were installed to access
2852-490: The morning rush hour. The super expresses stopped at Willets Point before skipping all stops to Queensboro Plaza, bypassing the Woodside and Junction Boulevard express stops. The running time was cut down to 23 minutes from 25 minutes. Beginning August 12, 1955, four super expresses operated during the morning rush hour. On September 10, 1953, two express trains from Times Square were converted to super express trains in
2914-415: The most efficient use of subway cars, and because it did not provide an attractive alternative to the overcrowded Queens Boulevard Line . Super express service was dismissed as the demand for local service would require two or three locals for every express, replicating the problem of the pre-1985 service pattern. Skip-stop service was dismissed for limiting the capacity of the line to 24 trains per hour, from
2976-552: The ocean as artificial reefs , but two cars have survived. The R29s were numbered 8570–8805. Between 1985 and 1987, the R29s were overhauled under contract R99 . Therefore, the cars are also known as R99s in their post-overhaul state. The R29s are very similar to appearance to the R26s and R28s , with the exceptions that they were built by a different company and permanently paired with link bars (instead of couplers). The R29s were split into two sub groups: The R29s wore several paint schemes during their service lives. They were
3038-761: The route at the specified times: <7> trains typically run express east of Queensboro Plaza. As of June 2023 , due to structural renovations on the IRT Flushing Line, <7> trains only run express east of 74th Street–Broadway. In addition to regular local and rush-hour express services, "Super Express" service to Manhattan is also provided after New York Mets games weeknights and weekends at Citi Field , as well as after US Open tennis matches: starting at Mets–Willets Point and operating express to Manhattan, also bypassing Junction Boulevard , Hunters Point Avenue and Vernon Boulevard–Jackson Avenue . As of 2023, Super Express trains only bypass Hunters Point Avenue and Vernon Boulevard–Jackson Avenue due to work on
3100-403: The same term [REDACTED] This disambiguation page lists articles associated with the title R99 . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=R99&oldid=1231573205 " Category : Disambiguation pages Hidden categories: Short description
3162-688: The service across the Hudson River to the Secaucus Junction train station in New Jersey. Though the project was supported by New York City mayor Michael Bloomberg and New Jersey governor Chris Christie , MTA chairman Joseph Lhota announced in 2013 that the New Jersey extension would not be pursued, in favor of the Gateway Tunnel project , which entails a new tunnel to Manhattan for Amtrak and NJ Transit trains. As part of
SECTION 50
#17327831384883224-417: The service pattern in place before May 1985, the continuation of all-local service, Super Express service running nonstop between Willets Point and Queensboro Plaza and Skip-Stop Express service. Before May 1985, express service operated to Manhattan from 6:30 to 9:45 a.m. and to Main Street from 3:15 to 7:30 p.m. Expresses ran every three minutes on average and locals ran every six minutes; due to
3286-718: The system ( R33 8885). These pairs of cars were later reefed. After retirement, all but one pair was stripped of all parts and sunk into the Atlantic Ocean to create artificial reefs . Today, cars 8678–8679 are the only surviving R29s. This pair was retained for work service and stored at the Unionport Yard until July 2013, when the pair was moved to Concourse Yard for storage, along with R26s 7774–7775 and R28s 7924–7925. 7 (New York City Subway service) The 7 Flushing Local and <7> Flushing Express are two rapid transit services in
3348-484: The time of implementation) and to Flushing between 3:15 and 8:15 p.m.. Express service would bypass 61st Street–Woodside , allowing one express train to run for every local, with expresses and locals both running every four minutes. The operation of expresses and locals at even frequencies was expected to aid in the even spacing of trains arriving at 33rd Street. The fast express service was expected to discourage riders boarding north of Junction Boulevard to transfer to
3410-406: The uneven split in service, in practice one express train would be followed two minutes later by another express train, and then an additional four minutes would elapse until the next express train arrived. This split between expresses and locals was in place due to high demand for express trains. Express trains that arrived four minutes after the previous trip had carried twice as many passengers than
3472-505: The wind exceeded 65 mph (105 km/h). <7> express service was suspended for the duration of the project; however, extra 7 service was provided for Mets games and Flushing Meadows Park events. During the project, delays of up to 10 minutes on weekdays, and 20 minutes on weekends were expected. The New York City Transit Authority (NYCTA) had considered running express bus service to replace <7> express service, but decided against it as it would require hundreds of buses, which
3534-452: Was 15 minutes and the running time between Main Street and Times Square was 27 minutes. Express service to Manhattan operated in the morning rush between 6:30 and 10:43 a.m. Express service to Main Street began from Times Square for the IRT at 10:50 a.m. and the BMT from Queensboro Plaza at 11:09 a.m., continuing until 8 p.m. On October 17, 1949, the joint BMT/IRT operation of
3596-470: Was delayed five times. The 34th Street–Hudson Yards station , originally scheduled to open in December 2013, then pushed to May 2014. And then pushed again to September 13, 2015, and has been serving passengers ever since. However, the overall station construction project was not completed until early September 2018. In 2010, New York City officials announced they were considering a further extension of
3658-499: Was opened from Queensboro Plaza to Alburtis Avenue (now 103rd Street–Corona Plaza ) on April 21, 1917. Service to 111th Street was inaugurated on October 13, 1925, with shuttle service running between 111th Street, and the previous terminal at Alburtis Avenue on the Manhattan-bound track. On March 22, 1926, Flushing Line service was extended one stop westward from Grand Central to Fifth Avenue , when that portion of
3720-506: Was possible for cars to have the wrong strip maps. The 7 was the last service to run using " Redbird " cars, and the 7 ' s fleet consisted entirely of R33S/R36 Redbird trains until February 2002. In 2001, with the arrival of the R142 / R142A cars, the Transit Authority announced the retirement of all Redbird cars. From January 2002 to November 2003, Bombardier -built R62A cars from other routes gradually replaced all of
3782-470: Was restored on August 21, 1989, pushed back from July. Express service saved six minutes from Main Street to Manhattan and four minutes from Junction Boulevard. In September 1989, 200 riders and Republican Mayoral candidate Rudolph Giuliani rallied at the 61st Street station to protest the elimination of express service. Express service resumed stopping at Woodside on a six-week test basis on February 10, 1992, after pressure from community opposition. In
SECTION 60
#17327831384883844-430: Was transferred to the 1 service. The original intention was to assign all of these cars to the 7 service, while transferring the existing R12 and R14 cars to the mainline IRT services to begin replacing their existing Low-Voltage cars, many of which were approaching 50 years of age at the time. However, plans had changed, and it was decided to order new R33S single cars and R36 married pair cars to completely re-equip
#487512