The tribulations of bringing AC to the subways

Too much basketball; too little time for a full post. So instead, I’ll bring a summer tradition back to Second Ave. Sagas. I run this piece each year as the temperatures soar, and although spring has been relatively cool, it’s getting hotter and stickier out. The heat is at its worst in the subways as we wait on sweltering platforms for trains to arrive. By and large, though, subway cars offer a cool reprieve the sweat-inducing stations. While newer rolling stock models have some AC quirks — it’s generally much cooler in the middle of the cars than it is at the ends underneath the air conditioner units — outside of the rare AC malfunction, the trains are kept temperate.

It wasn’t always like this. In the early days of the subways, ceiling fans shuffling around stifling air were the norms. While platforms weren’t as heated by AC exhaust as they are today, traveling underground in the summer was never a pleasant experience. Today, as the temperatures climb toward July and August, the air conditioned train car is something we shouldn’t take for granted.

The R-17, shown here in operation as the Shuttle in 1982, was the first subway car outfitted with air condition. (Photo via Steve Zabel at NYCSubway.org)

I’m a summer guy through and through though with sun light lasting well into the evening and the green grass of a baseball field always a welcome sight. Yet, the subways during the summer are utterly unbearable. When a train pulls up to an underground station in the summer, passengers rush in as much to board their train as to find some solace amidst the cool air of a subway car. With new rolling stock spread throughout the city, temperatures inside are far more tolerable than those outside.

The worst part of riding around New York City in the summer are the underground waits. With train cars spewing heat from industrial-strength air conditioners, the stations themselves see temperatures soar beyond tolerable levels. The stagnant air induces sweat at hours of the morning far too early for that kind of heat, and only the blessed air conditioning of the train cars makes a commute tolerable.

These days, we take our air conditioned subway cars for granted, but it wasn’t always like that. The MTA undertook its current air conditioning efforts in 1967, and the thought of a summer ride without AC lives on only in the memories of long-time New Yorkers. So as we sit on the cusp of summer and Transit turns on the AC, let’s hop in the Wayback Machine to a time when the New York City Transit Authority just couldn’t quite get air conditioning right.

Our journey begins in September of 1955, an odd time to test air conditioning as the heat is already dissipating by then. On a day that saw the outside temperature hit just 62 degrees, NYCTA ran a successful test of its first air conditioned subway car, an retrofitted R-15 car. As station temperatures hit 81 degrees and the mercury outside climbed to 87.5 in un-air conditioned cars, the test car saw temperatures fluctuate between 68 and 73 degrees. The authority proclaimed this one-day test a success, and plans to outfit the entire subway fleet at a cost of $700 per car were drawn up.

This optimism was short-lived. A year later, the NYCTA unveiled another test run of the air conditioned cars. Six R-17 cars equipped with loud speakers, air conditioned and in-route music provided, of course, by Muzak, made headlines as Transit officials again extolled the virtues of air conditioning. At the time, Transit planned to test these cars along various IRT routes but ran into early troubles.

The authority tried to test it on the Shuttle route, but the short trip did not provide for ample testing time. “The run between Times Square and Grand Central takes one minute,” wrote The Times, “apparently too brief a time to cool the hot subway air taken in during the stops of one and one-half to two minutes at the shuttle terminals.” Passengers complained as well of stale air and high humidity.

By 1962, the promise of air conditioning had failed to materialize, and the NYCTA declared the $300,000 experiment a failure. Even after the successful test runs, Transit found humidity levels well beyond acceptable. “As humidity built up and breathing became difficult,” The Times said in 1962, “passengers fled to the fan-ventilated cars…To add to passenger discomfort the cool air was dissipated when doors opened at stations, while the humidity remained unchanged.” While PATH announced air conditioning, NYCTA was left searching for solutions.

Five years later, the city struck air conditioning gold. After tinkering with the technology, Transit found a costly solution, and early test runs were again successful. This time, the humidity levels were kept in check, and railfans began to stalk the air conditioned cars, riding them along the F line from terminal to terminal to bask in the cool air. With a grant from the government and $15 million from the city, Transit finally promised to outfit its rolling stock with AC.

Even still, the going went slowly. By August of 1970, finding an air conditioned car was likened to finding a needle in a hay stack, and a 1973 proposal called for full air condition only by 1980. Throughout the 1980s, those struggles continued. At various points in the decade, air conditioning either didn’t work or was on the verge of breaking down. In 1983, while Transit officials alleged that 50 percent of cars were air conditioned, one rider found himself with AC during only 20 percent of his trips.

Today, with new rolling stock and a better maintenance program in place, the subways are blissfully air conditioned, a haven from the heat outside and in the station. I’m too young to remember those days of un-air conditioned trains, but I have vague recollections from the mid-to-late 1980s of stiflingly hot rides in graffiti-covered cars. Even if the new rolling stock can seem somewhat sterile at times, I’ll take that air conditioning as the mercury rises and summer settles in to stay for the next few months.