he rear platform of the rear car. The third position is
when it is swung around to an arc of 180 degrees, when it can be
locked in position against the corner vestibule post enclosing the
master controller. This would be its position on all platforms except
on the front of the front car or the rear of the rear car of the
train.

The platforms themselves are not equipped with side gates, but with
doors arranged to slide into pockets in the side framing, thereby
giving up the entire platform to the passengers. 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 bar, and thus serve as an arm-rest for the motorman. The
doors close against an air-cushion stop, making it impossible to
clutch the clothing or limbs of passengers in closing.

[Illustration: INTERIOR VIEW--SKELETON FRAMING OF STEEL CAR]

Pantagraph safety gates for coupling between cars are provided. They
are constructed so as to adjust themselves to suit the various
positions of adjoining cars while passing in, around, and out of
curves of 90 feet radius.

On the door leading from the vestibule to the body of the car is a
curtain that can be automatically raised and lowered as the door is
opened or closed to 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 open with the swaying of the
car, but the handle is so constructed that when pressure is applied
upon it to open the door, the same movement will unlatch it.

Entering the car, the observer is at once impressed by the amount of
room available for passengers. The seating arrangements are similar to
the elevated cars, but the subway 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
provided after the Manhattan pattern, at the center of the car. The
longitudinal seats are 17-3/4 inches deep. The space between the
longitudinal seats is 4 feet 5 inches.

The windows have two sashes, the lower one being stationary, while the
upper one is a drop sash. This arrangement reverses the ordinary
practice, and is desirable in subway operation and to insure safety
and comfort to the passengers. The side windows in the body of the
car, also the end windows and end doors, are provided with roll