1081:. However, this could be dangerous for motormen and shop personnel alike by creating an electrocution hazard. Even unpowered trailer cars had to carry the 600 volts through these jumpers because it was necessary to pass on the voltage to motor cars behind the trailer so as to synchronize them with the lead car. However, Low Voltage propulsion control utilized battery voltage (32 volts) to control the train's motors. This battery voltage was what would pass through the motorman's control stand and between cars. Tractive effort throughout the train was synchronized by the battery voltage in this way. Meanwhile, each car would respond individually to the battery voltage, by moving its own 600 volt contacts to direct power obtained locally by each car directly from the third rail toward the motors. Using 32 volts to control the propulsion in this way was a much safer proposition than the 600 volts associated with the older high voltage setup. This also meant that an A/B Standard crossing onto a dead section of the third rail would not energize it by bridging the gap between it and the previous live section. This was especially beneficial to track workers who had requested the third rail power off in performing their duties. All told, Low Voltage propulsion control tremendously improved safety for train crews, shop crews, and track gangs. However, the conductor had a 600 volt knife switch located inside his control panel to activate the ventilation system and other accessories.
1113:, the last of the prewar cars, were retired from service). Additionally, a "Variable Load" feature, designated on these cars as an "Empty and Load" device, automatically adjusted each car's braking effort to compensate for uneven passenger loads in different cars throughout the train. This activated when the doors opened and shut down while the last door of a car was closed, provided that the motorman's electric brake plug was engaged. At terminals, this was customarily deactivated. It was basically a fledgling system, yet to be perfected, as other cars using this same AMUE Universal braking system that did not have this variable load feature were actually seen to have a more effective braking response, such as with the Low-Vs and Steinways on the IRT.
131:
970:'s discretion. When lowered, these seats would block side door leaves, so they were protected by lock to ensure only a conductor could lower them. Many of these latter were removed in later years. On the outer side doors, these were situated toward the center of the cars on cars 2000–2299 and toward the end of the cars on cars 2300–2899 and 4000–4049. Under regular conditions, 78 seats were available for riders in each car. During the 1950s, many (but not all) of the rattan seats were replaced by sprung leather or a plastic compound (velon) that replicated the feel of rattan.
787:
1021:
the IRT practice of using kerosene lamps at the ends of trains, which had to be physically changed over when the train reversed direction at a terminal. At the time the A/B Standards were delivered, the white running lights were deemed sufficient for lighting tunnels. However, during the 1950s, the New York City Subway made a system wide shift to sealed beam headlights to improve safety. Therefore, those that received overhaul from 1959 to 1962 (cars 2400–2799 and 2899) received sealed beams.
974:
accommodations in 1919–1920. All orders of these cars delivered later (cars 2600–2899, 4000–4049) came with metal straps already in place. During the late 1930s, many (but not all) of the cars saw the metal straps replaced with horizontal steel bars. These accommodated even more riders than the straps had, further improving the cars. With the earlier ACF built cars, all but around 93 of these cars underwent this conversion; of the later
Pressed Steel cars, just under half were converted.
828:
the 1960s. Car 2899 was also overhauled, as it was part of a three-car set with two cars (2700s) that fell within the scope of the program. Cars 2800–2898 were not overhauled as they had a non-standard group box switch. The remaining 2300s and the 2800s were retired during the mid-1960s; and the overhauled cars continued in service until the last train operated on August 4, 1969, in Myrtle–Chambers service. Overhauled cars received
147:
1230:
in an accident near Broad St. Thus, these 2 cars were returned to passenger service to replace the 2 that had been damaged. As a consequence, there have never at any time been more than 948 in service and 952 were actually built, but the number 950 serves as a convenient benchmark. 2 A cars (2714 and 2741) were used to replace those that had been in work service and were returned to passenger service.
1037:
crank (which would later be replaced with an allen wrench to prevent tampering in later rolling stock). Early A/B Standards (cars 2000–2499) had the smaller size rollsigns installed in the windows behind side door pockets, while later cars equipped with larger signs placed them in the upper half of side windows for better visibility. These were shifted to a different window in the 50 trailers of 1924.
25:
1253:
brighter lighting. The decision was made to use the revised circuitry and also add a single light fixture in the corner opposite the motorman's cab. This latter was tried out on eight cars prior to rebuilding – 2060, 2184, 2333–4, 2354-5-6, 2618. The wiring used for these cars was defective and resulted in numerous fires, far more than with other types of cars.
715:
the 1919 order to replace 2 cars (2208 and 2274) that had been damaged the previous year. As delivered, all 902 motor cars were "singles", meaning that each could be run entirely by itself if so desired. Trains would be made up of singles coupled together. However, many cars as delivered in later years were immediately coupled into units as indicated below.
808:
pass along electric door control signals from the conductor's position. Exterior guard lights had to be added to all cars on all divisions equipped with MUDC (Multiple Unit Door
Control). On these cars, these were placed on the same fuse that operated the Empty and Load feature (described below). This was done to save on battery current.
1195:
nor could two of these units operate together in one consist. In addition, for many years they were forbidden to operate on the
Manhattan Bridge, but this restriction was lifted when the majority of the units were reassigned to Coney Island to provide for the expanded service via the 60th St. Tunnel Connection on December 1, 1955.
941:
collision. The strength of the design proved itself over and over again. Even in the 1960s, when the A/B Standards were at or approaching 50 years of age, a couple of cars were involved in minor yard collisions with newer cars. Yet in each case, the older cars appeared to have gotten the better of the collision afterward.
1226:
one could see units carrying designations "AA", "AB", or "ABX". The extra "A" signified that the car had been so equipped. These designations with the extra "A" prefix were temporary, and when the entire fleet of these cars had been so equipped by 1931 or 1932, the extra "A" prefix was dropped from the designations.
1029:
trains. BRT/BMT crews on A/B Standards did not. The only jumper such a crew would ever have to connect or disconnect was the 9 point low voltage jumper introduced with the 1919–1920 modifications. Coupling and uncoupling, therefore, were much simpler on these cars than on equipment that came before them
933:) as the inventor. In addition, there was also a set of center side doors, making for a total of three sets of doors per side. Each door set consisted of two leaves separated by a center post, which allowed more than one person to use it at once. This arrangement proved superior to all previous designs.
1271:
Headlights were added to the rebuilt cars beginning in 1962, when the rebuilding program was about complete. In anticipation of this installation, two cars were modified to have only one running light fixture: 2060 and 2743. Car 2709 never received headlights altogether; ironically, it was one of the
1225:
Additionally, it is noted that other letter designations were used temporarily involving an extra "A" preceding the unit name. This was done as the A/B Standards were being modified in regard to their jumper cable connections. This work went on from approximately 1928 to 1931, and during those years,
1129:
A handful of A/B Standards became the first New York City subway cars to experiment with a public address system. Car 2369 was the first to be so equipped; ultimately, several cars received a loudspeaker telephone system in 1923–24 to aid conductors in making announcements. The experimental setup was
1044:
Shortly after unification, car 2014 was out of service long term due to some major mechanical problem. When it reappeared in service after a few years, there had been some changes - it received the larger door pocket compartments typical of the later
Pressed Steel cars rather than the smaller variety
986:
During the winter months, electric heaters under the seats provided plenty of heat. P. Smith heaters were used on cars 2400–2599 and a Gold Car
Heating model for the rest of the fleet. In warmer weather, vents in the roof accommodated the influx of fresh air from outside the car. Three different vent
965:
benches arranged in both transverse (forward- or rear-facing) and longitudinal (sideways-facing) positions. Two to three people could fit comfortably on each bench. This gave each rider more legroom and personal space. Supplemental seats located by each side door could be folded down for rider use at
940:
construction and allowed thin metal to be used for the side plating. This made the A/B Standards, foot for foot, lighter than similar all-steel IRT subway cars, but with a body twice as strong. Therefore, A/B Standards were considerably safer than any previous design, as they would not telescope in a
705:
to design the cars, based on his work in the railway industry. It was known ahead of the actual signing of the Dual
Contracts that the BRT was to operate subway routes, so the engineering effort actually began prior to 1913. Stillwell completed his initial designs for the new 67-foot Standard cars by
1233:
Regarding the 300 Pressed Steel motors, as they were first being delivered, the decision was made not to unitize the first 150, or half of them, to allow for the operation of more varied train lengths, notably for maximum 8 car length. The final 150 were unitized as B-types in much the manner of the
1040:
During the late 20s and early 30s, the BMT installed special features on some of these cars. 2222-3-4 had a bridge/tunnel indication light at each end of that unit. 2553 had arm bars on the side seats alongside the doors opposite from where the drop seats were located. Also, the following units were
1020:
Electric tail lights and running lights were introduced to the subway with the A/B Standards. Low running lights would display white at the front of the train, while tail lights displayed red in the rear. This feature was directly connected to the motorman's reverser control. This was in contrast to
1012:
Like all previously designed subway cars, A/B Standards featured end storm doors for riders to pass between cars. However, due to the car's longer 67-foot length and resultant overhang, crossing between cars was particularly dangerous on curves. Therefore, storm doors were kept locked on these cars,
827:
were being phased out. Motor cars would be retired next, starting with the oldest cars (cars 2000–2299, along with a few 2300s). The rest of the fleet would need to serve longer until new car orders could replace them, so cars 2400–2799 were to receive a light overhaul to allow them to serve through
798:
Several significant modifications were made during the cars' period of service. In approximately 1919 and 1920, the passenger compartment of the oldest cars was upgraded to add fans, additional lighting, and more places for standees to hold on. Also at that time, the cars were modified to operate in
689:
of 1913, it marked the BRT's entry into providing subway service in New York. Previously, the BRT had only provided passenger rail service on elevated or surface routes. Expansion into the subway meant the BRT had to design a subway car suitable to run underground in tunnels. This also meant the new
1256:
At the ends of the cars, the cross seating was removed between the outer set of side doors and the car ends, leaving only the side seats in their place. On the test cars (2119, 2396-7-8, 2482-4041-2483), this was done only at the blind, non-operating ends, but eventually, the cars that were rebuilt
1229:
Regarding the first 600 cars, while they were being unitized, it was found that 2 cars of this series (2399 and 2500) did not fit into the system as it was being set up. These were relegated to work service and not used again until 1953, when 2 of the regular motor cars (2006 and 2330) were damaged
1201:
units were trailers that operated in connection with an A-type car, loosely associated. Five trailers were originally set up in this manner, but the arrangement was not found to be satisfactory, and they were ultimately coupled into BX units as the rest of the trailers already had been. Though they
1194:
units were three-car units consisting of an unpowered trailer between two motorized cars. The two end cars retained their operating cabs at the front and rear, but blind cabs were made inactive. There was a restriction on the use of these units; one such unit was not permitted to operate by itself,
1187:
units consisted of two motorized cars that ran in a set. Each car retained its operating cab at the front and rear, but blind cabs were made inactive. On these units, there was no provision made for door operation, and thus, these units could not be operated independently by themselves. (Note: this
1084:
One of the drawbacks of the A/B Standard was its lack of speed. Due to its length, it was a much heavier car than the IRT steel cars of the time. But with only two motors per car at 140 horsepower each, it was actually underpowered for its size, particularly when running in a train with one or more
1076:
Low
Voltage propulsion control was coming into style around the time the earliest A/B Standards were being delivered. Therefore, it was no surprise that they arrived with this feature. On earlier high voltage propulsion control systems, 600 volts ran through the motorman's control stand, as well as
807:
in every car of a train to operate doors prior to the advent of MUDC. Following the modification, one conductor could operate the doors for an entire train. This allowed the BRT, and after 1923, the BMT, to reduce operating costs. The modification involved connecting 9 point jumpers between cars to
714:
All told, 952 A/B Standards were purchased between 1914 and 1924, 2 of them being replacements for 2 others that were damaged in a collision. 100 motorized cars were ordered every year from 1914 to 1922, and 50 unpowered trailer cars were ordered in 1924. 2 additional cars were delivered as part of
1260:
A speckled green interior paint was applied to these cars. There was a sample car (2654) for the first 8 that went into service (2472 (ex-2771)-4036-2473 (ex-2753), 2588-9-90, 2693, 2743), and for the remainder, which were painted on the interior further up toward the roof line, there was a sample
1241:
In later years, as the 2400 series was undergoing rebuilding, it was decided not to include the trailer cars in the rebuilding. The first 70 2400s had a 2600 series A-type car inserted in the unit (a total of 35 of these cars were used for this purpose); these units were designated as B-types. The
1180:
units consisted of three motorized cars that ran in a set. The two end cars retained their operating cabs at the front and rear, but blind cabs were made inactive. Door control button boards were similarly deactivated in the end cars, but retained in the center (master) car. The center car's blind
1036:
to the New York City Subway, an innovation that would be repeated on many other rolling stock orders. Older cars had metal signs which had to be physically removed and replaced to change. Rollsigns simplified the process by allowing train crews to update the sign's display by merely turning a hand
1004:
The A/B Standards introduced interior conductor's controls. Now a conductor could stand inside rather than outside and between cars when operating the doors. The button board controls only worked if the conductor activated the board by key. This prevented tampering or error. The button boards were
1252:
The rebuilt cars had their lighting system rewired for brighter lighting, similar to the IND R1–9s and the IRT World's Fair
Steinways, in a single circuit hookup. Car 2710 was tried out simply with additional lighting fixtures along the sides, and car 2006 (ex-2500) with the revised circuitry for
1166:
Over their service life, the A/B Standards used several letter designations depending on the configuration of the cars. Originally, the first 600 cars as delivered could operate singly and dubbed A-types. During the 1919–1920 modifications, much of the fleet was reorganized into semi-permanently
973:
For standees, the cars featured four poles by each side door and small handles on the ends of transverse seats (in later years, two of those poles per doorway were removed on many cars). Due to higher than anticipated ridership, metal straps were added above longitudinal seats to improve standee
948:
inches in diameter, while wheels closest to the ends of the car were just 31 inches in diameter. The motors were attached to the axles that bore the larger wheels. This design was believed to better distribute the car's weight to provide the best adhesion between the wheels and the rails to
726:
prior to its formal opening as a subway line, which took place on June 22, 1915. The poles were also used to move the cars around the 39th St. Shops where they had been originally delivered in 1914. Cars so equipped were 2000, 2001, 2010, 2021, 2042, 2050, 2051, 2054, 2060, 2071, 2087, and 2092.
1116:
An interlock system was introduced on these cars between the motorman's control system and the door operation, in which a stationary train could not be moved when the doors were opened; conversely, there was a feature by which the doors could not be opened when the speed of a train was 4 MPH or
1028:
couplers automatically made and broke electric and air connections as trains were coupled or uncoupled. This reduced the amount of work for train crews during the process. For example, IRT crews had to physically connect or disconnect high voltage jumper cables when coupling or uncoupling their
1267:
The first 8-car train of sample cars went into
Brighton Express service in March 1959. With the shifting of equipment concurrent with service changes two months later, the train was moved to Sea Beach Express service. Soon afterward, the train was broken up and was freely mixed with other A/B
991:
type (2600–2899, 4000–4049). With the earlier ACF cars, the interior ventilation grills were readjusted with each order of cars to attempt to get the ideal angle for the best ventilation. In addition, riders could open the drop sash side windows for extra ventilation. Initially made from wood
1245:
One first that occurred with these newly constituted units was, except for the first units put out, the remainder were equipped with link bar connections rather than couplers, making for a more permanent coupling that could only be broken up with great difficulty in the shops. All new cars
1097:
system would emulate the IRT's practice. Meanwhile, later BMT designs would replicate the A/B Standards. Therefore, the controls in subway cars of BRT or BMT design would appear "backwards" to motormen who were acclimated primarily to IRT or IND equipment once the subways had been
982:
lighting, to soften the harsh glare of the bulbs and redistribute light evenly throughout the car. However, the globes were ultimately removed from the cars between 1925 and 1927 and the shades between 1927 and 1938. In car 2221, the shade boards were altogether removed as well.
868:. Retirement began with the trailer cars, progressed to older motor cars that were not overhauled, and finally progressed to the rest of the fleet. The last of the cars were retired from passenger service in 1969, making a final run on the BMT Myrtle Ave. Line on August 4, 1969.
1473:
Of the sixth set of cars (4000 to 4049), only 4036 had been rebuilt, removed from service when it was decided not to use trailers in this program. It survived a few years afterward, used as a yard office, and was finally scrapped at the time remaining unrebuilt cars were being
1272:
cars scrapped when some of these cars were substituted on the scrap list for those to be preserved for the museum. 15 of the 2800 series cars (5 units) remained in Coney Island Yard for 2 years after their service ended. No move was made to save any of them for the museum.
1088:
One other interesting note about the car's propulsion concerned the placement of the motorman's controls in the cab. A/B Standards stuck with BRT tradition, which placed the train's controller nearest the right hand and the brake nearest the left. This was in contrast to
1048:
In the mid-40s, the Board of
Transportation experimented with different interior paint schemes as an alternative to the more usual olive drab. All divisions had cars that were tested for different combinations. With the A/B Standards, the following cars were tested:
1005:
equipped with an indication flag which told the conductor when all doors were finally closed. As mentioned above, each car as delivered required its own conductor to operate doors. During the 1919–20 modifications, the cars were unitized into new arrangements (see
977:
As delivered, the A/B Standards were particularly luxurious for a subway car. Each window came with a shade that could be drawn down to block out sunlight, or raised if a rider desired more natural light. Soft white glass globes served as enclosures for the car's
1145:
cab signal system using A/B Standards. While generally working as intended, the experiment did not have staying power. The equipment necessary for its use was removed by 1918. It was not until the 1990s that a similar idea would be revisited in the subway, when
1237:
In 1959, the first 3 2800 series units were tested for few months with the center car as a trailer, much like a BX unit. After the test was concluded, the motors were returned to these units, and they resumed operation as normal B-types.
1067:
It was finally decided to paint the BMT cars with a light apple green and olive drab combination, and this was applied as well to the IRT Steinways, both regular and World's Fair, that were now being maintained in the Coney Island Shops.
782:
in Queens (some units had operated on this line to 179th St. during the 1957 motormen's strike). In 1958, a brief test was conducted using a train of these cars in IND F service between Jamaica–179th St. and Broadway–Lafayette St.
815:
stations were being extended to allow for the operation of full length, 8-car trains. Such trains still required the use of two conductors; it was not until September 1958 that they began operating using only one conductor.
1202:
did not themselves have motors, the cabs could control the entire train's propulsion. They were typically added onto trains to lengthen them during the rush hours, and they were used strictly on the 14th St.–Canarsie Line.
706:
1912. In September 1913, a wooden mockup of Stillwell's Standard design was placed on display in Brooklyn for the public and received generally positive reviews. This was enough to go ahead with an order of the new cars.
673:. For their time, the cars introduced a significant number of improvements to urban rapid transit. The AB Standards were slowly retired in the 1960s, last running in 1969. Several AB Standards have been preserved.
1120:
With most cars, the door control magnets under the seats each controlled a whole panel, meaning both leaves at each door opening. Cars 2250–2299 were different in that each magnet controlled a separate door leaf.
922:
subway cars. There would be more room in each car and more space for seats. Unlike the IRT cars, end side doors were offset from the ends of the cars to aid better passenger flow. This design is covered under
1104:
An electropneumatic braking system which synchronized the braking effort of every car in the train to provide a faster braking response was first introduced on the A/B Standards. This newer type of braking,
886:
Cars 2390, 2391 and 2392 have been preserved by Railway Preservation Corp. They were restored to operating condition in 2015 and have operated on New York Transit Museum-sponsored excursions since then.
1077:
through the train via the use of jumpers between cars. This had to be the case to make the electrical contacts to allow all of the motor cars of a train to draw power in a synchronized effort from the
803:
below). In addition, the cars were also modified to allow an entire train's doors to be opened or closed from one point on the train. Prior to this modification, it had been necessary to station a
779:
1249:
It should be pointed out that for several years prior to these rebuilt cars appearing in service in March 1959, many of the features introduced were already being tested out on a few cars.
823:
set up a plan to retire the cars by the end of the 1960s. Trailers were to be retired first, in the early part of the 1960s. This was a matter of practicality since all trailer cars in the
42:
2331:
2316:
2152:
1109:
schedule AMUE, would become the industry standard in New York's subways and on other systems through the 1930s and lasted in limited quantity until as late as 1977 (when the
1085:
unpowered trailers. Therefore, the top speed of this type car was somewhat low, when compared to other rapid transit equipment that has historically run in New York City.
1188:
designation was also used much later on to designate cars formally from BX units that had their trailers removed but did not receive a former A car as a replacement.)
2162:
2094:
1041:
furnished with gum dispensing machines: 2300-1-2 through 2357-8-9, 2375-6-7, 2400-4000-2401 through 2424-4012-2425. 2018 had elongated arms on its hand stanchions.
2287:
2306:
2131:
1629:
2311:
832:
to illuminate tunnels. In addition, their interiors were revitalized with enhanced lighting and seat cushions. Overhauled cars also received a more modern
1912:
623:
312:
1585:
1009:
below) and converted to allow one conductor to control an entire train's doors. This made operation of the cars more efficient, and reduced labor costs.
136:
2321:
2157:
2069:
944:
Motorized A/B Standards (motor cars 2000–2899) were built with 2 "maximum traction" type trucks where wheels closest to the center of the car were 34/
727:
After June 22, 1915, the A/B Standards operated regular subway service. Trolley poles were removed from those cars which had been specially equipped.
2089:
2079:
790:
Female shop workers clean and repaint an AB Standard c. 1917–1918. Women often took jobs in car shops during this time as many men were fighting in
89:
2084:
2038:
61:
2074:
694:, and significantly stronger. The BRT was a forward-thinking company and sought to design a car that improved upon those already in use on the
2064:
627:
316:
1013:
although in emergencies, they could be opened pneumatically by the conductor from the button board. For emergencies, the cars also featured
68:
2237:
2059:
871:
Following their removal from service, all but five AB Standards were scrapped. The five cars that were not scrapped have been preserved:
1099:
1554:
1275:
Beginning in 1956, the exterior painted on numbers were supplanted by number plates. After 1959, all cars being rebuilt received them.
1130:
removed by 1928, but the idea was ahead of its time. PA systems did not come into widespread use in New York's subway until the 1950s.
901:
It has also been reported that car 2321, when retired, survived integrally and intact. The current status of this car remains unclear.
2191:
2121:
1876:
1822:
1638:
1090:
919:
695:
691:
646:
75:
2126:
1791:
1773:
1698:
1653:
1541:
1524:
1151:
812:
759:
108:
1017:
cords like other subway cars, but added an emergency alarm which could be activated to notify the train crew in case of emergency.
2232:
2201:
2196:
1681:
1622:
1246:
subsequently purchased for the system made use of this feature and couplers were no longer used to join component cars in units.
861:
857:
853:
611:
471:
Edison B4H (32 Volt) battery with 24 cells. Battery charged primarily by air compressor and trickle charged by car's main lights.
277:
168:
57:
2326:
2167:
2043:
1886:
1781:
1750:
1745:
1740:
1735:
1725:
1686:
1676:
1666:
1491:
992:(2000–2599), on later cars they were brass (2600–2899, 4000–4049). After early complaints about the summer warmth of the cars,
820:
819:
Further modifications were made in the late 1950s. As the A/B Standards were nearing the end of their useful service life, the
631:
320:
130:
2273:
2268:
2263:
2247:
2222:
2217:
1995:
1990:
1985:
1980:
1973:
1968:
1958:
1953:
1891:
1881:
1871:
1866:
1856:
1851:
1846:
1841:
1836:
1831:
1720:
1715:
1710:
1661:
1167:
coupled units as an MUDC system was being added. The following configurations refer to the cars in operation over the years:
1106:
1025:
930:
865:
849:
619:
545:
541:
308:
254:
250:
246:
242:
238:
46:
1946:
1941:
1936:
1931:
1926:
775:
836:
propulsion control package during this time, which was believed by the Transit Authority to be an upgrade over the older
837:
443:
439:
1615:
1499:
1268:
Standards, as were cars that were later rebuilt. Rebuilt and unrebuilt cars were freely mixed in consists henceforth.
953:. Unpowered BX trailer cars 4000–4049 used more conventional trucks where all wheels were 31 inches in diameter.
1242:
remaining 30 2400s just remained as two car BT units, with as before, no provision for door operation in these cars.
1045:
that the ACF cars had. Additionally, it was equipped with longer emergency light fixtures that extended further out.
1495:
967:
918:'s urban transportation. Their longer (67 feet) and wider size (10 feet) distinguished them from smaller
804:
82:
35:
1908:
1147:
1094:
890:
771:
615:
289:
283:
172:
544:
Schedule AMUE with UE-5 universal valve, ME-23 brake stand, and simplex clasp brake rigging. Air provided by
1014:
979:
894:
876:
476:
1142:
763:
747:
682:
1702:
1093:
equipment, which placed the controller nearest the left and the brake nearest the right. The city-owned
508:
730:
During their service lives, the A/B Standards saw service on all four routes serving Coney Island: the
2000:
1898:
1730:
1671:
950:
824:
607:
1214:
were derived from the above letter designations, as the vast majority of the cars were originally
739:
723:
702:
214:
950 (2 additional cars delivered with the 1919 group to replace cars damaged the previous year)
1579:
1537:
1520:
1155:
786:
770:. Beginning December 1, 1955, well into their service lives, the cars also saw service on the
767:
751:
743:
731:
718:
The first run of the cars was not until early 1915 when several units specially equipped with
495:
1561:
833:
755:
558:
553:
447:
996:
were added during the 1919–1920 modifications. Later cars came already equipped with fans.
1137:. The underlying rationale for the experiment was to allow trains to run safely at closer
735:
1921:
1110:
1519:
Gene Sansone, New York Subways: An Illustrated History of New York City's Transit Cars,
1264:
Around this time, car 2851 had one set of center doors painted over on its lower panes.
1133:
The A/B Standards were also the first New York City Subway equipment to experiment with
1963:
1861:
1134:
686:
635:
593:
485:
2300:
1607:
1024:
Coupling and uncoupling of trains were simplified by new automatic couplers. The new
915:
536:
1283:
The following differences existed within cars comprising the fleet of AB Standards:
1141:
to provide more frequent service. An attempt was made in 1916 on car 2148 to test a
146:
880:
719:
501:
961:
Seating was designed to be comfortable and spacious. The A/B Standards had short
762:", which includes the Broadway–Brooklyn/Jamaica Line, Broadway–Myrtle Ave. Line,
638:, which called for a major expansion of the BRT. A total of 950 cars were built.
2242:
2227:
993:
829:
791:
565:
24:
1117:
higher, provided that the train was taking power at the time and not coasting.
929:, with Mr. William S. Menden (chief engineer, and later general manager of the
1078:
988:
925:
488:
914:
The A/B Standards, when ordered, were a noticeable upgrade in the quality of
1602:
1058:
2666 dark, red, and gray, with a red stripe running just above the windows.
987:
types were used on these grill type (2000–2499), box type (2500–2599), and
848:
The BMT AB Standards were slowly retired through the 1960s and replaced by
641:
In their earliest days of service, operating crews frequently called them
1033:
685:
was to begin operating new subway lines that had been planned under the
1138:
1174:
units were motorized single cars and capable of running independently.
897:. It is not in operating condition, due to a flood at the museum site.
962:
661:. Train crews and the car shop departments often referred to them as
1206:
The frequent operating and shop personnel references to the cars as
937:
785:
526:
482:
1611:
18:
883:. It is currently a static display, as it is not operational.
778:
was completed and BMT Brighton Local service was extended to
634:(NYCTA). The cars were designed following the signing of the
936:
The cars were built with a very strong frame that utilized
840:
packages. About half the overhauled cars were so equipped.
450:
248A motors (140 hp each). 2 motors per car (1 per truck).
618:
between 1914 and 1924. It ran under the operation of the
649:. However, these cars were most commonly referred to as
690:
cars would have to be very different from the BRT's
2256:
2210:
2184:
2140:
2114:
2107:
2052:
2031:
2024:
2013:
1907:
1821:
1810:
1790:
1772:
1765:
1697:
1652:
1645:
1279:
Summary of differences within the AB Standard fleet
564:
552:
535:
525:
507:
494:
475:
467:
459:
431:
415:
407:
399:
377:
355:
347:
339:
331:
326:
304:
296:
272:
260:
234:
226:
218:
210:
202:
194:
186:
178:
164:
156:
123:
49:. Unsourced material may be challenged and removed.
1536:James Clifford Greller, Subway Cars of the BMT,
1623:
622:(BRT) and its successors, which included the
8:
2332:Electric multiple units of the United States
463:140 hp (104 kW) per traction motor
58:"AB Standard" New York City Subway car
2111:
2028:
2021:
1818:
1769:
1649:
1630:
1616:
1608:
120:
109:Learn how and when to remove this message
16:Retired class of New York City Subway car
1285:
1006:
800:
265:
1512:
2317:Brooklyn–Manhattan Transit Corporation
1584:: CS1 maint: archived copy as title (
1577:
624:Brooklyn–Manhattan Transit Corporation
313:Brooklyn–Manhattan Transit Corporation
151:Interior view of AB Standard car #2204
1494:, a similar car built in 1925 by the
628:New York City Board of Transportation
7:
645:to distinguish them from the wooden
351:10 ft 0 in (3,048 mm)
47:adding citations to reliable sources
2307:Train-related introductions in 1914
889:Car 2775 has been preserved by the
875:Car 2204 has been preserved by the
701:To do this, the BRT hired engineer
343:67 ft 6 in (20.57 m)
2312:New York City Subway rolling stock
1639:New York City Subway rolling stock
1218:units, and later reorganized into
14:
1125:Experimenting with new technology
758:, as well as parts of the BMT's "
427:: 80,162 lb (36,361 kg)
422:: 96,320 lb (43,690 kg)
2322:American Car and Foundry Company
1479:
1052:2333-4-5 dark, green, and gray.
612:American Car and Foundry Company
411:45 mi (72 km) per hour
169:American Car and Foundry Company
145:
129:
23:
821:New York City Transit Authority
632:New York City Transit Authority
321:New York City Transit Authority
300:260: 78 (seated) 182 (standing)
34:needs additional citations for
620:Brooklyn Rapid Transit Company
309:Brooklyn Rapid Transit Company
1:
1261:car (2675) for this as well.
811:In 1927, platforms along the
776:60th Street Tunnel Connection
446:27B master controller, using
1465:
1462:
1459:
1456:
1453:
1450:
1447:
1444:
1443:
1439:
1436:
1433:
1430:
1427:
1424:
1421:
1418:
1417:
1413:
1410:
1407:
1404:
1401:
1398:
1395:
1392:
1391:
1387:
1384:
1381:
1378:
1375:
1372:
1369:
1366:
1365:
1361:
1358:
1355:
1352:
1349:
1346:
1343:
1340:
1339:
1335:
1332:
1329:
1326:
1323:
1320:
1317:
1314:
1313:
1309:
1306:
1303:
1300:
1297:
1294:
1291:
1288:
1061:2698 dark, green, and gray.
1500:Staten Island Rapid Transit
1373:American Car & Foundry
1347:American Car & Foundry
1321:American Car & Foundry
1257:received this at all ends.
1064:2747 dark, blue, and gray.
531:A-55 Maximum Traction Truck
317:NYC Board of Transportation
2348:
1496:Standard Steel Car Company
2282:
1148:MTA New York City Transit
891:Shore Line Trolley Museum
772:IND Queens Boulevard Line
768:14th Street–Canarsie Line
616:Pressed Steel Car Company
173:Pressed Steel Car Company
144:
135:AB Standard #2392 at the
128:
2153:Bluebird Compartment Car
1482:above for more details.
1181:cabs were made inactive.
1154:signal equipment on the
1055:2381-2-3 brown and tan.
1032:Also introduced was the
1000:Innovations for the crew
780:Forest Hills–71st Avenue
373: in (3,686 mm)
910:Construction and design
895:East Haven, Connecticut
877:New York Transit Museum
746:. They also ran in the
610:car class built by the
2327:1914 in rail transport
2108:BMT (B Division) / SIR
1451:Pressed Steel Car Co.
1425:Pressed Steel Car Co.
1399:Pressed Steel Car Co.
1072:Propulsion and braking
957:Innovations for riders
830:sealed beam headlights
799:new arrangements (see
795:
395: in (0.94 m)
137:Brighton Beach station
1301:Roof Ventilator Type
926:U.S. patent 1,142,263
789:
722:test operated on the
669:, or most frequently
509:AAR wheel arrangement
442:ABF 214 or 480, with
332:Car body construction
2163:MS Multi-section car
2001:Train of Many Metals
1899:Train of Many Colors
825:New York City Subway
764:Nassau Street Subway
748:Fourth Avenue Subway
608:New York City Subway
496:Current collector(s)
43:improve this article
2017:(private operators)
1359:Door Pocket Window
1333:Door Pocket Window
1307:Rollsign Placement
1162:Letter designations
1007:letter designations
994:ceiling paddle fans
801:letter designations
266:letter designations
1428:#2899 only (1959)
796:
703:Lewis B. Stillwell
477:Electric system(s)
2294:
2293:
2180:
2179:
2176:
2175:
2132:Q-type Queens car
2103:
2102:
2095:World's Fair Lo-V
2018:
2009:
2008:
1815:
1806:
1805:
1761:
1760:
1470:
1469:
1460:Gold Car Heating
1434:Gold Car Heating
1408:Gold Car Heating
1330:Gold Car Heating
1310:Side Window Sash
1156:BMT Canarsie Line
1150:installed modern
813:Southern Division
600:
599:
548:D-3-F Compressor.
537:Braking system(s)
139:on June 27, 2015.
119:
118:
111:
93:
2339:
2288:R-type contracts
2233:R110A Pump train
2112:
2029:
2025:IRT (A Division)
2022:
2016:
1819:
1813:
1770:
1650:
1632:
1625:
1618:
1609:
1590:
1589:
1583:
1575:
1573:
1572:
1566:
1560:. Archived from
1559:
1551:
1545:
1534:
1528:
1517:
1402:Yes (1959–1962)
1376:Yes (1959–1960)
1350:Yes (1960–1962)
1286:
928:
834:General Electric
760:Eastern Division
647:BU elevated cars
596:
590:
586:
584:
583:
579:
576:
394:
393:
389:
386:
372:
371:
367:
364:
219:Number preserved
149:
133:
121:
114:
107:
103:
100:
94:
92:
51:
27:
19:
2347:
2346:
2342:
2341:
2340:
2338:
2337:
2336:
2297:
2296:
2295:
2290:
2278:
2252:
2206:
2172:
2136:
2099:
2048:
2015:
2005:
1903:
1812:
1802:
1786:
1757:
1693:
1641:
1636:
1599:
1594:
1593:
1576:
1570:
1568:
1564:
1557:
1555:"Archived copy"
1553:
1552:
1548:
1535:
1531:
1527:, pp. 154 - 161
1518:
1514:
1509:
1488:
1281:
1164:
1127:
1074:
1015:emergency brake
1002:
959:
947:
924:
912:
907:
846:
752:Broadway Subway
712:
710:Service history
679:
592:
588:
581:
577:
574:
572:
571:4 ft
570:
554:Coupling system
517:
451:
432:Traction system
423:
391:
387:
384:
382:
369:
365:
362:
360:
319:
315:
311:
287:
281:
253:
249:
245:
241:
227:Number scrapped
187:Entered service
182:1914–1922, 1924
171:
152:
140:
115:
104:
98:
95:
52:
50:
40:
28:
17:
12:
11:
5:
2345:
2343:
2335:
2334:
2329:
2324:
2319:
2314:
2309:
2299:
2298:
2292:
2291:
2283:
2280:
2279:
2277:
2276:
2271:
2266:
2260:
2258:
2254:
2253:
2251:
2250:
2245:
2240:
2235:
2230:
2225:
2220:
2214:
2212:
2208:
2207:
2205:
2204:
2199:
2194:
2188:
2186:
2182:
2181:
2178:
2177:
2174:
2173:
2171:
2170:
2165:
2160:
2158:D-type Triplex
2155:
2150:
2144:
2142:
2138:
2137:
2135:
2134:
2129:
2124:
2118:
2116:
2109:
2105:
2104:
2101:
2100:
2098:
2097:
2092:
2087:
2082:
2077:
2072:
2070:Deck Roof Hi-V
2067:
2062:
2056:
2054:
2050:
2049:
2047:
2046:
2041:
2035:
2033:
2026:
2019:
2011:
2010:
2007:
2006:
2004:
2003:
1998:
1993:
1988:
1983:
1978:
1977:
1976:
1971:
1961:
1956:
1951:
1950:
1949:
1944:
1939:
1934:
1929:
1918:
1916:
1905:
1904:
1902:
1901:
1896:
1895:
1894:
1889:
1884:
1879:
1874:
1869:
1859:
1854:
1849:
1844:
1839:
1834:
1828:
1826:
1816:
1808:
1807:
1804:
1803:
1801:
1800:
1796:
1794:
1788:
1787:
1785:
1784:
1778:
1776:
1767:
1763:
1762:
1759:
1758:
1756:
1755:
1754:
1753:
1748:
1743:
1738:
1728:
1723:
1718:
1713:
1707:
1705:
1695:
1694:
1692:
1691:
1690:
1689:
1684:
1679:
1669:
1664:
1658:
1656:
1647:
1643:
1642:
1637:
1635:
1634:
1627:
1620:
1612:
1606:
1605:
1598:
1597:External links
1595:
1592:
1591:
1546:
1529:
1511:
1510:
1508:
1505:
1504:
1503:
1487:
1484:
1476:
1475:
1468:
1467:
1464:
1461:
1458:
1455:
1452:
1449:
1446:
1442:
1441:
1438:
1435:
1432:
1429:
1426:
1423:
1420:
1416:
1415:
1412:
1409:
1406:
1403:
1400:
1397:
1394:
1390:
1389:
1386:
1383:
1380:
1377:
1374:
1371:
1368:
1364:
1363:
1360:
1357:
1354:
1351:
1348:
1345:
1342:
1338:
1337:
1334:
1331:
1328:
1325:
1322:
1319:
1316:
1312:
1311:
1308:
1305:
1302:
1299:
1296:
1293:
1290:
1280:
1277:
1234:earlier sets.
1204:
1203:
1196:
1189:
1182:
1175:
1163:
1160:
1126:
1123:
1073:
1070:
1001:
998:
958:
955:
945:
911:
908:
906:
903:
899:
898:
887:
884:
845:
842:
740:Sea Beach Line
724:Sea Beach Line
711:
708:
692:elevated fleet
687:Dual Contracts
678:
675:
636:Dual Contracts
598:
597:
594:standard gauge
568:
562:
561:
556:
550:
549:
539:
533:
532:
529:
523:
522:
511:
505:
504:
498:
492:
491:
479:
473:
472:
469:
465:
464:
461:
457:
456:
433:
429:
428:
417:
413:
412:
409:
405:
404:
401:
397:
396:
379:
375:
374:
357:
353:
352:
349:
345:
344:
341:
337:
336:
333:
329:
328:
327:Specifications
324:
323:
306:
302:
301:
298:
294:
293:
274:
270:
269:
262:
258:
257:
236:
232:
231:
228:
224:
223:
220:
216:
215:
212:
208:
207:
204:
200:
199:
196:
192:
191:
188:
184:
183:
180:
176:
175:
166:
162:
161:
158:
154:
153:
150:
142:
141:
134:
126:
125:
117:
116:
31:
29:
22:
15:
13:
10:
9:
6:
4:
3:
2:
2344:
2333:
2330:
2328:
2325:
2323:
2320:
2318:
2315:
2313:
2310:
2308:
2305:
2304:
2302:
2289:
2286:
2281:
2275:
2272:
2270:
2267:
2265:
2262:
2261:
2259:
2255:
2249:
2246:
2244:
2241:
2239:
2236:
2234:
2231:
2229:
2226:
2224:
2221:
2219:
2216:
2215:
2213:
2209:
2203:
2200:
2198:
2195:
2193:
2190:
2189:
2187:
2183:
2169:
2166:
2164:
2161:
2159:
2156:
2154:
2151:
2149:
2146:
2145:
2143:
2139:
2133:
2130:
2128:
2125:
2123:
2120:
2119:
2117:
2113:
2110:
2106:
2096:
2093:
2091:
2090:Standard Lo-V
2088:
2086:
2083:
2081:
2080:Steinway Lo-V
2078:
2076:
2073:
2071:
2068:
2066:
2063:
2061:
2058:
2057:
2055:
2051:
2045:
2042:
2040:
2037:
2036:
2034:
2030:
2027:
2023:
2020:
2012:
2002:
1999:
1997:
1994:
1992:
1989:
1987:
1984:
1982:
1979:
1975:
1972:
1970:
1967:
1966:
1965:
1962:
1960:
1957:
1955:
1952:
1948:
1945:
1943:
1940:
1938:
1935:
1933:
1930:
1928:
1925:
1924:
1923:
1920:
1919:
1917:
1914:
1910:
1906:
1900:
1897:
1893:
1890:
1888:
1885:
1883:
1880:
1878:
1875:
1873:
1870:
1868:
1865:
1864:
1863:
1860:
1858:
1855:
1853:
1850:
1848:
1845:
1843:
1840:
1838:
1835:
1833:
1830:
1829:
1827:
1824:
1820:
1817:
1809:
1798:
1797:
1795:
1793:
1789:
1783:
1780:
1779:
1777:
1775:
1771:
1768:
1764:
1752:
1749:
1747:
1744:
1742:
1739:
1737:
1734:
1733:
1732:
1729:
1727:
1724:
1722:
1719:
1717:
1714:
1712:
1709:
1708:
1706:
1704:
1700:
1696:
1688:
1685:
1683:
1680:
1678:
1675:
1674:
1673:
1670:
1668:
1665:
1663:
1660:
1659:
1657:
1655:
1651:
1648:
1644:
1640:
1633:
1628:
1626:
1621:
1619:
1614:
1613:
1610:
1604:
1603:nycsubway.org
1601:
1600:
1596:
1587:
1581:
1567:on 2021-04-27
1563:
1556:
1550:
1547:
1543:
1542:0-9645765-1-1
1539:
1533:
1530:
1526:
1525:0-8018-7922-1
1522:
1516:
1513:
1506:
1501:
1497:
1493:
1490:
1489:
1485:
1483:
1481:
1472:
1471:
1287:
1284:
1278:
1276:
1273:
1269:
1265:
1262:
1258:
1254:
1250:
1247:
1243:
1239:
1235:
1231:
1227:
1223:
1221:
1217:
1213:
1209:
1200:
1197:
1193:
1190:
1186:
1183:
1179:
1176:
1173:
1170:
1169:
1168:
1161:
1159:
1157:
1153:
1149:
1144:
1140:
1136:
1135:cab signaling
1131:
1124:
1122:
1118:
1114:
1112:
1108:
1102:
1101:
1096:
1092:
1086:
1082:
1080:
1071:
1069:
1065:
1062:
1059:
1056:
1053:
1050:
1046:
1042:
1038:
1035:
1030:
1027:
1022:
1018:
1016:
1010:
1008:
999:
997:
995:
990:
984:
981:
975:
971:
969:
964:
956:
954:
952:
942:
939:
934:
932:
927:
921:
917:
909:
904:
902:
896:
892:
888:
885:
882:
878:
874:
873:
872:
869:
867:
863:
859:
855:
851:
843:
841:
839:
835:
831:
826:
822:
817:
814:
809:
806:
802:
793:
788:
784:
781:
777:
773:
769:
765:
761:
757:
754:, and on the
753:
749:
745:
744:Brighton Line
741:
737:
733:
732:West End Line
728:
725:
721:
720:trolley poles
716:
709:
707:
704:
699:
697:
693:
688:
684:
676:
674:
672:
668:
664:
660:
656:
655:BMT Standards
652:
651:BRT Standards
648:
644:
639:
637:
633:
629:
625:
621:
617:
613:
609:
605:
595:
589:1,435 mm
569:
567:
563:
560:
557:
555:
551:
547:
543:
540:
538:
534:
530:
528:
524:
520:
515:
512:
510:
506:
503:
499:
497:
493:
490:
487:
484:
480:
478:
474:
470:
466:
462:
458:
454:
449:
445:
441:
437:
434:
430:
426:
421:
418:
414:
410:
408:Maximum speed
406:
402:
398:
380:
376:
358:
354:
350:
346:
342:
338:
335:Riveted Steel
334:
330:
325:
322:
318:
314:
310:
307:
303:
299:
295:
291:
290:Pressed Steel
285:
284:Pressed Steel
279:
275:
273:Fleet numbers
271:
267:
263:
259:
256:
252:
248:
244:
240:
237:
233:
229:
225:
221:
217:
213:
209:
205:
201:
197:
193:
190:June 22, 1915
189:
185:
181:
177:
174:
170:
167:
163:
159:
155:
148:
143:
138:
132:
127:
122:
113:
110:
102:
91:
88:
84:
81:
77:
74:
70:
67:
63:
60: –
59:
55:
54:Find sources:
48:
44:
38:
37:
32:This article
30:
26:
21:
20:
2284:
2185:Experimental
2147:
2085:Flivver Lo-V
2039:Manhattan El
1915:(B Division)
1825:(A Division)
1569:. Retrieved
1562:the original
1549:
1544:, pp. 7 - 62
1532:
1515:
1477:
1463:Side Window
1445:#4000–#4049
1437:Side Window
1419:#2800–#2899
1411:Side Window
1393:#2600–#2799
1385:Side Window
1367:#2500–#2599
1341:#2400–#2499
1315:#2000–#2399
1298:Overhauled?
1289:Car Numbers
1282:
1274:
1270:
1266:
1263:
1259:
1255:
1251:
1248:
1244:
1240:
1236:
1232:
1228:
1224:
1219:
1215:
1211:
1207:
1205:
1198:
1191:
1184:
1177:
1171:
1165:
1132:
1128:
1119:
1115:
1103:
1087:
1083:
1075:
1066:
1063:
1060:
1057:
1054:
1051:
1047:
1043:
1039:
1031:
1023:
1019:
1011:
1003:
985:
980:incandescent
976:
972:
960:
943:
935:
913:
900:
881:Brooklyn, NY
870:
847:
838:Westinghouse
818:
810:
797:
756:Astoria Line
729:
717:
713:
700:
680:
670:
666:
663:67-foot cars
662:
658:
657:, or simply
654:
650:
642:
640:
603:
601:
518:
513:
502:Contact shoe
500:Top running
460:Power output
452:
444:Westinghouse
440:Westinghouse
435:
424:
419:
378:Floor height
211:Number built
165:Manufacturer
105:
99:October 2015
96:
86:
79:
72:
65:
53:
41:Please help
36:verification
33:
2257:Never built
2211:Work trains
2148:AB Standard
2075:Hedley Hi-V
1480:Description
1457:Clerestory
1431:Clerestory
1405:Clerestory
905:Description
792:World War I
736:Culver Line
626:(BMT), the
604:AB Standard
566:Track gauge
519:Trailer car
468:Auxiliaries
453:Trailer car
425:Trailer car
359:12 ft
288:4000–4049 (
282:2600–2899 (
276:2000–2599 (
195:Refurbished
179:Constructed
124:AB Standard
2301:Categories
2065:Gibbs Hi-V
1792:B Division
1774:A Division
1699:B Division
1654:A Division
1571:2021-04-27
1507:References
1079:third rail
989:clerestory
844:Retirement
766:, and the
677:Background
630:, and the
489:Third rail
381:3 ft
340:Car length
157:In service
69:newspapers
2285:See also:
2238:R127/R134
2168:SIRT ME-1
2060:Composite
1492:SIRT ME-1
1448:Trailers
1382:P. Smith
1356:P. Smith
968:conductor
951:wheelslip
805:conductor
774:once the
681:When the
659:Standards
559:WABCO H2C
514:Motor car
436:Motor car
420:Motor car
305:Operators
292:trailers)
261:Formation
235:Successor
206:1960–1969
198:1958–1960
160:1915–1969
2115:Elevated
2032:Elevated
1964:Redbirds
1862:Redbirds
1814:(R-type)
1580:cite web
1486:See also
1478:See the
1474:retired.
1304:Heaters
1295:Builder
1212:AB Types
1139:headways
1034:rollsign
949:prevent
916:New York
698:subway.
667:AB-types
585: in
297:Capacity
203:Scrapped
2192:R11/R34
2122:BU cars
2014:Retired
1877:R29/R99
1811:Retired
1646:Current
1422:Motors
1396:Motors
1388:Wooden
1370:Motors
1362:Wooden
1344:Motors
1336:Wooden
1318:Motors
1222:units.
1100:unified
580:⁄
516:: 1A-A1
390:⁄
368:⁄
286:motors)
280:motors)
83:scholar
2141:Subway
2127:C-type
2053:Subway
1766:Future
1540:
1523:
1466:Brass
1440:Brass
1414:Brass
1353:Grill
1327:Grill
963:rattan
864:, and
750:, the
742:, and
643:Steels
606:was a
527:Bogies
455:: None
416:Weight
356:Height
85:
78:
71:
64:
56:
2202:R110B
2197:R110A
1922:R1–9s
1682:R142A
1565:(PDF)
1558:(PDF)
1292:Type
1111:R1–9s
1107:WABCO
1026:WABCO
938:truss
546:WABCO
542:WABCO
521:: 2-2
400:Doors
348:Width
268:below
90:JSTOR
76:books
2248:R161
2243:R156
2044:MUDC
1887:R33S
1799:R268
1782:R262
1751:R211
1746:R179
1741:R160
1736:R143
1726:R68A
1687:R188
1677:R142
1667:R62A
1586:link
1538:ISBN
1521:ISBN
1498:for
1379:Box
1152:CBTC
866:R42s
862:R40s
858:R32s
854:R30s
850:R27s
614:and
602:The
481:600
264:See
62:news
2274:R83
2269:R55
2264:R39
2228:R95
2223:R65
2218:R8A
1996:R42
1991:R40
1986:R38
1981:R32
1974:R30
1969:R27
1959:R16
1954:R10
1913:BMT
1909:IND
1892:R36
1882:R33
1872:R28
1867:R26
1857:R22
1852:R21
1847:R17
1842:R15
1837:R14
1832:R12
1823:IRT
1731:NTT
1721:R68
1716:R46
1711:R44
1703:SIR
1672:NTT
1662:R62
1454:No
1324:No
1210:or
1208:ABs
1143:GRS
1095:IND
1091:IRT
931:BRT
920:IRT
893:in
879:in
696:IRT
683:BRT
671:ABs
278:ACF
255:R42
251:R40
247:R32
243:R30
239:R27
230:945
45:by
2303::
1947:R9
1942:R7
1937:R6
1932:R4
1927:R1
1911:/
1701:/
1582:}}
1578:{{
1199:AX
1192:BX
1185:BT
1158:.
966:a
860:,
856:,
852:,
738:,
734:,
665:,
653:,
591:)
486:DC
448:GE
438::
1631:e
1624:t
1617:v
1588:)
1574:.
1502:.
1220:B
1216:A
1178:B
1172:A
946:4
794:.
587:(
582:2
578:1
575:+
573:8
483:V
403:6
392:8
388:1
385:+
383:1
370:8
366:1
363:+
361:1
222:5
112:)
106:(
101:)
97:(
87:·
80:·
73:·
66:·
39:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
