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New York's Metropolitan Transportation Authority will not investigate the mysterious appearance of a dead shark on a Queens-bound N subway train, a spokesperson said today. 22-years-old at the time, Morris was working as an intern at photo agency Black Star and was determined to make something of himself as a photographer.
Christopher Morris, based in Paris, was born in California in 1958 and began his career as a documentary conflict photographer working almost exclusively for TIME Magazine, where he has been on contract since 1990. Posted on January 21, 2015 by publicdelivery- Posted in Public Delivery and tagged 1981, Christopher Morris, graffiti, NYC, photography. The only non-profit organization that produces public art projects and exhibitions on every continent. AboutThe only non-profit organization that produces public art projects and exhibitions on every continent. The so-called IRT "SMEE" fleet consisted of all cars built for the former Interborough lines between 1948 and 1964, including the popular "Redbird" cars retired in 2003. Beginning in 1940, when the Board of Transportation unified the three divisions of the subway system, car design was centrally managed and the first of these types, the R-10 for the Independent lines, was ordered in 1947.
The R-12, ordered from American Car & Foundry in 1948, was the first "IRT" sized car based on this new design, shorter, narrower, and with straight longitudinal seats and one less door pair per side compared to the R-10. The R-33s were the first mainline cars to be rebuilt by the Metropolitan Transit Authority beginning in 1987 and ending in 1991.


However these cars suffered from rust, especially the R-33 cars on the Lexington Avenue IRT #4 line (9216-9305, and later 8836-8857 from IRT #5). The original carbody lighting design called for the lights to be run directly off the 600V supply (with a polarity reverser relay when florescents came along).
The Flushing cars were rebuilt in 1985 by Coney Island, before the more thorough car overhaul program was devised. They Moved the Millions, Chapter 5, The IRT Second Generation, a more extensive description of the SMEE fleet on the IRT lines is provided in Ed Davis's They Moved the Millions.
A History of the IRT SMEE Cars, 1948-1964, George Chiasson, Jr.'s extensive documentation about the IRT SMEE car classes.
A Historic Perspective of the R-26, R-28, and R-29, a look at the final years of the early "Redbird" classes, by George Chiasson, Jr. Once added to your personalized homepage, just edit widget settings to select your desired view.
He has been credited with redefining political coverage in America during his years working at the White House for TIME Magazine from 2000 till 2009. There were 100 of these cars and another 150 nearly identical twins ordered under contract R-14, also from ACF, in 1949. The first of these was built in 1959, again by ACF, and rebuilt by Morrison-Knudsen from 1985 to 1987. After general overhaul, the R-33's improved performance made the cars one of the most dependable subway cars in the system.
On these cars, a solid-state converter replaces the older motor-generator set for converting 600V to battery voltage, and the same converter unit also contains a solid state lighting inverter to take the battery voltage, chop it to AC, and step it up to drive the fluorescent bulbs. They left a lot of "old technology" behind, including the Motor-Generator and the classic SMEE pneumatic units.
Simultaneously to his career as a photojournalist, Morris has expanded his work into the fashion world. It was common up until the General Overhaul period in the late 1980s to see trains made up of different car types in different liveries.


The R-15, R-17, R-21, and R-22 contracts followed from 1950 to 1958, nearly identical-looking cars built by ACF and St. These cars reportedly went back to passenger service but were eventually stripped and reefed. That is why the R33s are preferred to be converted into work cars rather than other Redbird types.
In some cases, some cars had small holes under windows and when it rained, water would seep though the roof and make large puddles on the floor.
When the 600V failed (car crosses a contact rail gap), the relay goes off and the normally-closed contacts of the relay apply 37V battery voltage to a set of emergency, or "battery" lights. That's why those are the only cars that still go "puff" when the doors close, and why the lights still blink out across third rail gaps. Like the R-26 and the R-28 cars, the R-29s also suffered deterioration and overwork, especially those on the IRT #6 Pelham line (cars 8570-8690).
Also in 2002 during the summer months, cars 7848-49 were used as temporary school cars at the south side of East 180th Street Yard at the end of Track 10. But for some reason, after only a few months, the MTA opted to strip the cars and reef them.
One pair, cars 9294-95, were so worn out that their car numbers could not be seen on the number plates. In prolonged power-out, the inverter gradually shuts down banks of lights until only two lights are on in the entire car. The pair was reportedly mechanically dead in November 2002 and remained in the yard through March 2003, with the front end signed for the IRT #5 - Dyre Avenue line. There are some inside the long fluorescent glass fixture, and there is one each in the center of each axiflow fan.



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