The New York Subway

provide an equipment unequaled on any interurban line is nowhere better illustrated than in the careful study given

se were considered in this investigation, which included a study of the relative advantages of long and short cars, single and multiple si

precedented conditions, and required a complete redesign of all the exis

speeds with

e subway, especially at times of

mbined with smalles

reduce possibility of damage from either

forms limited the length of trains, and tunnel cle

an express train of eight cars in the subway to conform to the schedule speed adopted will require a nominal power of motors on the train of 2,000 horse power, with an average accelerating current at 600 volts in starting from a station stop of 325 amperes. This r

am railroad car and locomotive construction, so that while it was essential to keep down the weight of the train and individual cars to a minim

cars used in the subway represent the acme of car building art as it exists to-day, and that all available

les of design. From these the management believed that the details of construction could be more perfectly determined than in any other way. Consequently, in the early part of 1902, two sample cars were built and equ

car building works in the country. Contracts were finally closed, however, in December, 1902, for 500 cars, and orders were distributed between four car-building firms. Of these cars,

F STEEL PA

st flexible operating conditions, and for this reason would best suit the public demands at different seasons of the year and hours of the day. In order further to provide cars, each of which would be as safe as the others, it w

otor truck at one end carrying two motors, one geared to each axle; the tr

OF STEEL P

features of the cars may

for 52 passengers. This length is about 4 feet more tha

of the usual gates. The enclosed platforms will contribute greatl

truction is similar to that in use on Pullman cars, and has been demo

provides a rigid and durable bed structure for

e devices against defects i

nt, permitting circul

e valve on truck op

valve in connection w

e car, and also the corresponding dimensions of the s

tached to the side sills by steel castings and forgings. The car body end-sill channel is faced with a white-oak filler, mortised to receive the car body end-posts and braced at each end by gusset plates. The body bolster is made up of two rolled steel plates bolted together at their ends and supported by a steel

between white ash posts at corners and centers of vestibuled platforms. These posts are securely bolted to the steel longitudinal sills, the steel anti-telescoping plate below the floor, and to the hood of the bow which serves to reinforce it. This bow is a heavy steel angle in one piece, reaching from plate to plate and extending back into the

IEW-STEEL

and sheathing are covered with fire-proofing compound. In addition, all spaces above the motor truck in the floor framing, between sil

Wi

plied. The wires under the floor are carried in ducts moulded into suitable forms of asbestos compound. Special precautions have been taken with the insulation of the wires, the specifications calling for, first, a layer of paper, next, a layer of rubber, and then a layer of cotton saturated with a weather-proof compound, and outside of this a layer of asbestos. The hangers supporting the rheosta

rovided with a door of steel plate, forming a box, the cover, top, bottom, and sides of which are lined with electrobestos 1/2-inch thick. All of the switches and fuses, except the main trolley fuse and bus-line fuse, which are encased and placed under the car, are carried on this switchboard. Where the wires are

cept that on the front platform of the first car, on which the passengers would not be allowed in any case. The side of the cab is formed by a door which can be placed in three positions. When in its mid-position it encloses a part of the platform, so as to furnish a cab for the motorman, but when swung parallel to the end sills it encloses the end of the platfor

sengers. These doors are closed by an overhead lever system. The sliding door on the front platform of the first car may be partly opened and secured in this position by a ba

SKELETON FRAMI

onstructed so as to adjust themselves to suit the various positions of adj

shut the light away from the motorman. Another attachment is the peculiar handle on the sliding door. This door is made to latch so that it cannot slide op

way coaches are longer and wider than the Manhattan, and there are two additional seats on each end. The seats are all finished in rattan. Stationary crosswise seats are

the ordinary practice, and is desirable in subway operation and to insure safety and comfort to the passengers. The side wi

W OF PROTECT

fastened to the floor with ovalhead brass screws, thus p

n each side deck ceiling is provided. There are two lamps placed in a white porcelain

ECTED WOODEN CAR,

extends the full length of the clerestory on each side of the car, supported in brass sockets at the ends and

by means of rods running along each side of the clerestory, and each rod is operated

bell cord thimbles, chafing strips, hinges, and all other trimmings. The upright panels between the windows and the corner of the car are of plain mahogany

PROTECTED

el

sons was the fact that no cars of this kind had ever been constructed, and as the car building works of the country were in a very congested condition all of the larger companies declined to consider any standard specifications even for a short-time delivery, while for cars involving the extensive use of metal the question was impossible of immediate solution. Again, there were a number of very serious mechanical difficulties to be studied and overcome in the construction of such a car, such as avoidance of ex

AME OF PROTEC

suitable for railway service. None of the car-building companies was willing to undertake the work, but the courteous co?peration of the Pennsylvania Railroad Company was secured in placing its manufacturing facilities at Altoona at the di

ubway operation. From this original design, however, a second design involving very original features has been worked out, and a contract has been given by the Interborough Company for 200 all-steel cars, which are now being cons

W OF MO

ral Arra

from those of the wooden car. The following table gives the dimen

ll-Steel Cars.

posts, 42 ft. 7 ins. 41

51 ft. 2 ins. 51 ft

, 51 ft. 5 ins. 51 ft

8 ft. 8-3/8 ins. 8 ft.

, 8 ft. 10 ins. 8 ft

, 8 ft. 11-7/8 ins. 9 f

t. 10-3/4 ins. 8 ft. 7-

ft. 8 ins. 8 ft. 8 i

l to top of plate, 7 ft. 3-1/

ter sill to top of roof, 8 ft. 9-7/8

truck center plate (car light), 2 ft

e sill at truck center (car light), 3 ft. 1

f not to exceed (car light), 12 ft. 3

ills and secured to longitudinal angles by rivets. This corrugated sheet holds the fireproof cement flooring called "monolith." On top of this latter are attached longitudinal floor strips for a wearing surface. The platform flooring is of steel plate covered with rubber matting cemented to the same. The side and end frame is composed of single and compound posts made of steel angles or T's and the roof framing of wrought-iron carlines and purlines. The sides of the cars are double and composed of steel plates on the outside, riveted to the side posts and belt rails, and lined with electro

W OF MOT

uc

r end, the other for the trailer end of the car. The

ck. Trail

4 ft. 8-1/2 ins.

f wheel flanges, 4 ft. 5

bove rail, car body loaded wit

rings above rail, car bo

ruck, 6 ft. 8 i

te with car body loa

n forged, 2-1/2 ins. x 4

wrought-i

nsom, stee

, cast steel.

bars, wro

late, ca

ught iron, 1 in.

elliptic, lengt

outside dimensions, 4-7/8 ins.

center, steel tired, diam

dard, 2-5/8 ins. x 5-1/4 i

at center, 6-1/2

r at gear seat

t wheel seat, 7-3

. x 9 ins. 4-1/

alleable iron, M

d with the greatest care for severe service, and their