Budd M1 / M3
| M1 / M3 | |
|---|---|
 Long Island Rail Road train # 2820, an eight-car train on the Far Rockaway Branch, departs from Cedarhurst Station on the way to Far Rockaway.
|
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| Number: | 1264 M1: 770 M1A: 178 M3: 174 M3A: 142 |
| Manufacturer: | Budd Company |
| Year of construction (s): | M1 / M1A: 1968-1973
M3 / M3A: 1984-1986 |
| Retirement: | M1: 2007 M1A: 2009 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 25.91 m (per car) |
| Height: | 3,962 mm without roof horn |
| Width: | 3,200 mm |
| Top speed: | 160 km / h |
| Power system : | 650 V DC – 750 V DC
Third rail |
| Power transmission: | Contact shoe |
| Brake: | pneumatic , dynamic |
| Train heating: | electric heat, air conditioning |
| Coupling type: | WABCO Model N-2 |
| Floor height: | 1,219 mm |
| Loading height: | 1,219 mm |
The M1 and M3 are two similar series of multi-unit electric railcars built by the Budd Company for the Long Island Rail Road , the Metro-North Railroad, and Metro-North's predecessors, Penn Central and Conrail . Originally known as Metropolitans by Budd, the cars are better known under the model names M1 (late 1960s / early 1970s) and M3 (mid 1980s). The Metro North vehicles were offered under the M1A and M3A series .
overview
Although the LIRR fleet of around 900 electric multiple units of the type MP54 built between 1908 and 1930 was expanded between 1955 and 1963 by around 150 newer multiple units of the types MP72 and MP75, the LIRR fleet still comprised a large number of increasingly older pre-war vehicles, which the company could not replace for financial reasons. In 1965, the almost bankrupt suburban railway was taken over by the state-owned Metropolitan Commuter Transportation Authority, which was renamed the Metropolitan Transportation Authority in 1968 . This was then able to provide sufficient capital resources to get the system in good shape. One of the first items on the list was an extensive order for new electric railcars that could replace the remaining MP54s and offer modern convenience and performance.
The railcars marketed by Budd under the name Metropolitans were known for their rounded ends and quarter-point sliding doors at the time of their introduction. The cars were designed lightweight, fully air conditioned, offered exclusively high-floor entrances without steps and have a top speed of 160 kilometers per hour and the possible use in the automated train operation ( Automatic Train Operation designed). The Metropolitans were also the trigger for extensive changes to the infrastructure in their area of operation. For high-floor access, all stations on the electrified LIRR routes were equipped with elevated platforms from 1966 to 1968. The increased demand for electricity made it necessary to switch the power supply on the LIRR lines equipped with busbars from 650 V DC to 750 V DC. On December 30, 1968, the M1 was first used in scheduled operation. The first use was an 8-car train from Babylon to Penn Station .
With a completely new look both inside and out, the Metropolitan vehicles blurred the line between traditional aerial tramway and fast transit, with the later R44 and R46 ranges for the New York subway adopting many of the same design elements. Compared to the older cars, with their casement windows, slow speeds, rough suspension, and growling gears, the Metropolitans ushered in a new era of commuting in the New York area.
M1 / M1A series
The M1 series was funded by both New York State and the then fledgling Metropolitan Transportation Authority, which partially began operating the routes during the contract. The 770 M1 (9001-9770) built for LIRR between 1968 and 1973 represented the largest single order for multiple electrical units in North America up to this point. From 1968 to 1971 the basic order was 620, followed by 150 option cars in 1973. An additional 178 M1A (8200-8377) were built for the former New York Central commuter service of 1971 and 1973, leaving the railroad with its remaining pre-war MU vehicles and the 100 4500 series ACMUs (which required a 20 year overhaul ) could replace. Each car that used Budd Pioneer III axles and was powered by four GE 1255 A2 traction motors delivering 148 hp (110 kW) had 592 hp. They were developed to be able to drive 160 kilometers per hour in operation, but only reached around 130 kilometers per hour in operation due to route and signal restrictions. The LIRR cars also supported the automatic train operation, although this was never in use.
Cosmopolitans
Following the success of the M1 / M1A, the MTA and a joint venture between GE, Budd, the Canadian Vickers, and Avco produced a number of structurally similar cars for the New Haven Line . The M2 built between 1972 and 1977, which Budd referred to as Cosmopolitans , completely replaced the former New Haven electric multiple units on the New Haven Main Line and the New Canaan Branch. Budd and MTA later licensed the design to other manufacturers for updated versions.
GTELs
In the late 1970s, eight “GTEL” (Gas Turbine-ELectric) trains were built; four were built by Garrett AiResearch and four by General Electric . These cars were numbered 4001-4008 and were powered by both a gas turbine engine and a third set of rails for dual mode operation. They have been tested by the LIRR to see if it is possible to drive such cars on non-electrified branches. They used the M1 bodies but had low entry stairs. After about 1977 the cars were out of service. The Garrett-built cars were eventually scrapped, while the General Electric-built cars became M1As for Metro-North.
M3 / M3A series
With the expansion of the electrification areas of both railways, the MTA ordered another series in 1982, the M3 series. The M3 were essentially compatible with the M1 series and very similar (outwardly). They had updated mechanical elements, like the use of General Steel Industries GSI-70 axes , and a few other minor differences. Traction motor cooling was added to the M3 at the expense of the added weight, which was offset by the use of more powerful GE-1261 engines that developed 160 hp (120 kW). Even with the added power, this resulted in different acceleration and deceleration rates than the M1.
Between 1984 and 1986 for the LIRR 174 M3 (9771-9944, 9891 and 9892 renumbered 9945 and 9946 after the Long Island Rail Road massacre) with 142 M3As (8000-8141) for Metro North, which between 1984 and Arrived in 1986.
This order was the penultimate order from Budd, which left the plant in April 1987 after adopting the name TransitAmerica, under which the last M3s were manufactured, although their builders kept the Budd name.
Redevelopment
With the introduction of the M3 series, the M1 and M1A vehicles were each converted at the end of the 1980s to extend their useful life. The refurbished interiors were very similar to those of the M3. Still, time began to take its toll on the original M1 wagons, and time was running out for the wagons by the end of the 20th century.
Some Metro-North M3As were slightly updated in the interior in 2006/2007. However, the LIRR M3s have retained their original old-fashioned interior style of wood and synthetic leather.
In 1994, all of the M1 and M1As were given headlights placed in the center of their front fiberglass hoods to illuminate the upper areas. This change came after an incident in which a Metro North train driver operating an M1A train was seriously injured and blinded when an ash block under an underpass fence crashed through the train's windshield.
Decommissioning
M1
In 1999, the MTA placed the order with Bombardier Transportation to build the replacement for the M1 series, the M7 series. With the arrival of the first M7 at LIRR in 2002 and the first M7As at Metro North in 2004, both lines began to retire the M1 series. LIRR decommissioned the last M1 cars in January 2007, while a small number of M1As were in use in Metro-North until March 2009.
The Long Island Railroad Museum in Riverhead , NY received the M1 pair 9547/9548. The 9411/9412 pair went to the Nassau County Fire Service Academy at Bethpage as a training cart . The cars 9401 and 9591 were renumbered E401 and E591 and serve as rail adhesion cars . The 9745/9746 pair was stored by the New York Transit Museum until May 2018 before being removed from property for scrapping.
M3
In the 1990s, the M3 car 9776 was destroyed in an accident and then scrapped. His "partner" 9775 was converted into a rail adhesion wagon and renumbered to E775. On January 22, 2013, the 9870 car went out of service because it collided with a car at Brentwood Station and caught fire. His partner 9869 was paired with 9772, who had lost his partner 9771 due to power outages on this car. Car 9932, which lost its partner for unknown reasons, was also converted into a rail adhesion car and renumbered as E932.
Between 2011 and 2013, 20 M3 vehicles were taken out of service prematurely and cannibalized for the maintenance of other vehicles; in 2018 they were scrapped.
In 2018 the M3 pair 9901/9902 was converted into a pair of rail adhesion cars. The cars have been renumbered E901 / E902. They have been retrofitted with high-power lasers from Laser Precision Solutions in the Netherlands to burn leftover leaves.
As of 2013, the MTA spent nearly $ 2 billion to source a replacement for the M3 series, the M9. The fleet is similar to the M7 and the first vehicles were delivered in 2018. As of October 2017, 92 M9 vehicles were planned, with options for up to 494 more.
Due to delays in the M9 contract, Long Island Railroad plans to rebuild and commission at least 80 to 100 M3 cars by at least 2024.
literature
- Brian J. Cudahy: A Century of Subways: Celebrating 100 Years of New York's Underground Railways. Fordham University Press, New York 2003, ISBN 0-8232-2292-6 .
- William D. Middleton : When the Steam Railroads Electrified. 2nd Edition. Indiana University Press, Bloomington, Indiana 2001, ISBN 0-253-33979-0 .
Web links
Individual evidence
- ^ Oyster Bay Railroad Museum. Retrieved June 22, 2020 .
- ↑ Car struck in deadly collision with LIRR train was trying to go around gates. January 22, 2013, accessed June 22, 2020 .
- ↑ LIRR Train Collides With Car at Crossing, 2 Killed. In: NBC New York. Retrieved June 22, 2020 (American English).
- ^ LIRR turning to laser to clean tracks. Retrieved June 22, 2020 (English).
- ↑ Wayback Machine. August 7, 2008, accessed June 22, 2020 .
- ↑ 2018 10:54 p.m.: Video shows new LIRR cars arriving. Retrieved June 22, 2020 (English).
- ↑ LIRR seeks M9A EMUs. December 6, 2017, Retrieved June 22, 2020 (American English).
- ↑ Union Turnpike: Screen Shot 2019-07-24 at 7.17.32 PM. July 24, 2019, accessed June 22, 2020 .