25:
417:-framed motor car at each end, originally built in 1903 (former 1200 series car) or 1907 (former 1400 series car) and a steam-era trailer car in the middle, originally built in 1893 (former 100 series car). All of the conversions were done in the shops of the BRT. The 1200 series cars were numerically replaced by cars from other series.
443:
of the C-type units, created in 1923, presented a fairly neat appearance. However, the 25 production units created in 1925, with their varying roof heights, floor extensions to reach the platforms, and roof extensions to contain the hangers for the sliding doors presented such an ungainly appearance
431:
The interior gates and platforms of individual cars were removed, and passageways were created between the cars in each unit so passengers could walk from car to car without going outside. Two doorways were cut into each side of each car of the unit, and outside-hung sliding doors were attached to
590:
All of the above additional information was obtained from the New York
Division Bulletin of the Electric Railroaders' Association, from the Headlights publication of the same organization, from New York City Subways, Centennial Edition, by Gene Sansone, and from various transit employee
484:. The units used in these latter services were retired when the services were discontinued; the remaining units soldiered on the Fulton St. service until 1956, when the last original portions of the Fulton Street elevated were abandoned and later demolished. Until 1956, the
131:
424:, whose station platforms had been redone to accommodate 10-foot (3.05 m)-wide equipment instead of the standard 8-foot-9-inch (2.67 m)-wide elevated cars. The gates and platforms at the ends of each three-car unit were enclosed and a
444:
that they have been popularly characterized as the ugliest equipment ever to run on the New York City subway system. These cars were nicknamed the "ugly ducklings" because of their appearance.
1306:
1142:
42:
413:
The C-types were numbered 1500–1526 A-B-C. Each C-type unit contained 3 cars semi-permanently coupled to form an operating unit. They consisted of a relatively modern
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units, since each car of the unit could stand alone on its own two trucks, while articulated units share trucks underneath the inter-car passageway.
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8 feet 9 inches (2.67 m), but ~10 feet (3.05 m) with roof and floor extension to reach platforms without creating a gap.
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from which point, in a special rush hour service, they shared the trackage with the C-types over the outer portion of the line to
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The conversion was done in order to create a fleet of elevated cars with automatic door controls capable of operating on the
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265:(Motorized end cars) steel underframe, upright body members, and motorman's cab, remainder wood and canvas.
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The C-types last ran on the Fulton St. service in April 1956, at which point the IND's extension of the
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took over operation of the outermost portion of the line. No examples of the C-types were preserved.
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the cars. Despite the C-type's general appearance and the passageways between cars, they were not
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Coney Island extension shuttles until
December 1953, when through subway service on the
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76,970 lb (34,913 kg) (A and C cars), 43,170 lb (19,582 kg) (B car)
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267:(Trailer center cars) substantially wood construction with steel hardware and
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456:, except at the very beginning when they were first tested on the
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601:
303:
varied, approximately 10 feet 5 inches (3.18 m)
18:
460:. In 1953 and 1954, several units were used on the rush hour
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137 feet (41.8 m) over the extreme ends of each unit
340:
200 hp (150 kW), 150 hp (110 kW)
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49:. Unsourced material may be challenged and removed.
472:was finally established, and October 1954, when
452:The cars spent almost their entire lives on the
572:"nycsubway.org: Chapter 1, The Elevated Lines"
613:
8:
16:Retired class of Brooklyn Rapid Transit cars
1101:
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287:49 feet 3 inches (15.01 m)
109:Learn how and when to remove this message
492:, connected with the Fulton St. Line at
583:
516:
1307:Brooklyn–Manhattan Transit Corporation
243:Brooklyn–Manhattan Transit Corporation
58:"C-type" New York City Subway car
7:
47:adding citations to reliable sources
1297:Train-related introductions in 1923
1302:New York City Subway rolling stock
629:New York City Subway rolling stock
401:between 1923 and 1925 from former
397:car companies, and rebuilt by the
14:
129:
23:
251:New York City Transit Authority
190:90 cars assembled into 30 units
34:needs additional citations for
488:running from Manhattan on the
399:Brooklyn Rapid Transit Company
173:Brooklyn Rapid Transit Company
1:
385:cars originally built by the
230:46 (A and C cars), 44 (B car)
247:NYC Board of Transportation
1333:
161:Osgood Bradley Car Company
1272:
381:was a series of elevated
128:
1143:Bluebird Compartment Car
428:'s cab placed in each.
1312:1923 in rail transport
1098:BMT (B Division) / SIR
480:was taken over by the
422:BMT Fulton Street Line
239:Brooklyn Rapid Transit
141:BMT Fulton Street Line
458:Franklin Ave. Shuttle
262:Car body construction
1317:Scrapped locomotives
1153:MS Multi-section car
991:Train of Many Metals
889:Train of Many Colors
547:www.thejoekorner.com
529:www.thejoekorner.com
383:New York City Subway
43:improve this article
1007:(private operators)
543:"BMT ELEVATED CARS"
525:"BMT ELEVATED CARS"
165:Laconia Car Company
486:Multi-Section cars
169:Jewett Car Company
135:A C-type train at
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1122:Q-type Queens car
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1085:World's Fair Lo-V
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505:Fulton St. Subway
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1278:R-type contracts
1223:R110A Pump train
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195:Number preserved
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454:Fulton St. Line
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351:4 ft
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316:Traction system
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222:1500–1526 A-B-C
203:Number scrapped
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137:Crescent Street
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1148:D-type Triplex
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1060:Deck Roof Hi-V
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476:service below
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387:Osgood-Bradley
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257:Specifications
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214:Three-car sets
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139:on the former
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1080:Standard Lo-V
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1070:Steinway Lo-V
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560:The BMT Fleet
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510:
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498:Lefferts Blvd
495:
494:Atlantic Ave.
491:
490:14th St. Line
487:
483:
479:
475:
471:
470:West End Line
467:
463:
459:
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369:1,435 mm
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229:
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219:Fleet numbers
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63:
60: –
59:
55:
54:Find sources:
48:
44:
38:
37:
32:This article
30:
26:
21:
20:
1274:
1175:Experimental
1116:
1075:Flivver Lo-V
1029:Manhattan El
905:(B Division)
815:(A Division)
586:
566:
555:
546:
537:
528:
519:
502:
482:IND Division
451:
438:
430:
419:
412:
378:
376:
337:Power output
276:Train length
187:Number built
157:Manufacturer
105:
96:
86:
79:
72:
65:
53:
41:Please help
36:verification
33:
1247:Never built
1201:Work trains
1138:AB Standard
1065:Hedley Hi-V
478:Ditmas Ave.
474:Culver Line
434:articulated
409:Description
346:Track gauge
269:turnbuckles
179:Constructed
1291:Categories
1055:Gibbs Hi-V
782:B Division
764:A Division
689:B Division
644:A Division
511:References
441:prototypes
322:USG251-1-3
284:Car length
149:In service
69:newspapers
1275:See also:
1228:R127/R134
1158:SIRT ME-1
1050:Composite
235:Operators
211:Formation
182:1923–1925
152:1923–1956
99:July 2017
1105:Elevated
1022:Elevated
954:Redbirds
852:Redbirds
804:(R-type)
591:records.
462:West End
426:motorman
365: in
227:Capacity
1182:R11/R34
1112:BU cars
1004:Retired
867:R29/R99
801:Retired
636:Current
448:History
403:BU cars
391:Laconia
360:⁄
83:scholar
1131:Subway
1117:C-type
1043:Subway
756:Future
466:Culver
439:The 2
395:Jewett
393:, and
379:C-type
308:Weight
300:Height
124:C-type
85:
78:
71:
64:
56:
1192:R110B
1187:R110A
912:R1–9s
672:R142A
415:steel
292:Width
90:JSTOR
76:books
1238:R161
1233:R156
1034:MUDC
877:R33S
789:R268
772:R262
741:R211
736:R179
731:R160
726:R143
716:R68A
677:R188
667:R142
657:R62A
464:and
377:The
62:news
1264:R83
1259:R55
1254:R39
1218:R95
1213:R65
1208:R8A
986:R42
981:R40
976:R38
971:R32
964:R30
959:R27
949:R16
944:R10
903:BMT
899:IND
882:R36
872:R33
862:R28
857:R26
847:R22
842:R21
837:R17
832:R15
827:R14
822:R12
813:IRT
721:NTT
711:R68
706:R46
701:R44
693:SIR
662:NTT
652:R62
500:.
332:50L
327:300
45:by
1293::
937:R9
932:R7
927:R6
922:R4
917:R1
901:/
691:/
545:.
527:.
405:.
389:,
330:WH
325:WH
320:WH
206:90
621:e
614:t
607:v
574:.
549:.
531:.
371:)
367:(
362:2
358:1
355:+
353:8
271:.
198:0
143:.
112:)
106:(
101:)
97:(
87:·
80:·
73:·
66:·
39:.
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