Do most rapid transit railcars have 33’ or 36 inch wheels? I am typically referring to the standard type rail coaches i.e PATH NYC Subways not PCC types.
The basic question is right up there with, “How tall is the average wife?” There is no meaningful answer.
In Japan, most rapid transit cars have 860mm wheels. Of course, in Japan just about everything has 860mm wheels, including steam loco pilot and trailing trucks.
As for the US, since rapid transit equipment ran (and still runs) on a variety of gauges, the only way to be sure what wheels a specific series of cars was built with is to look at the specifications.
If you are following a prototype, there is no, “Most.” If freelancing, suit yourself.
Chuck (Modeling Central Japan in September, 1964 - on 860mm wheels)
My GUESS is that CTA, Washington Metro, BART, and Cleveland use 33-inch because they are relatively low profile equpped lines, but Philadelphia, NY (A and B divisions), Baltimore heavy rail, Miami use 36. Boston may use 36 on the Red Line but 33 elsewhere. I am guessing and might be able to check on this unless someone else does first.
CTA used 26-inch wheels on its PCC rapid-transit cars (6000 series, 1-50). All equipment currently in service uses 28-inch wheels and the 5000 series currently being delivered uses 28-inch wheels. CTA does not use nose-hung traction motors but instead has the motors mounted with a longitudinal drive shaft using hypoid gearing at the axle, similar to a rear-wheel drive automobile. This reduces unsprung weight.
I am typically referring to the standard type rail coaches i.e PATH NYC Subways not PCC types.
How does one define a “standard” rapid transit car? They have come in a variety of shapes and sizes and what fits on one system usually won’t fit elsewhere. In New York, the clearances on the IRT division are too tight for equipment for the BMT/IND division, Boston’s various rapid transit lines all have their own fleets, and I don’t think that they can be interchanged. CTA equipment will fit on SEPTA’s Norristown Line, but extension plates were added at the doors to close the gap to the platforms.
Incidentally, Chicago, Cleveland and Boston all had PCC rapid transit equipment, different from PCC streetcar designs.