shades
with pinch-handle fixtures.

[Illustration: INTERIOR VIEW OF PROTECTED WOODEN CAR]

The floors are covered with hard maple strips, securely fastened to
the floor with ovalhead brass screws, thus providing a clean, dry
floor for all conditions of weather.

Six single incandescent lamps are placed on the upper deck ceiling,
and a row of ten on each side deck ceiling is provided. There are two
lamps placed in a white porcelain dome over each platform, and the
pressure gauge is also provided with a miniature lamp.

[Illustration: EXTERIOR VIEW--PROTECTED WOODEN CAR, SHOWING COPPER
SIDES]

The head linings are of composite board. The interior finish is of
mahogany of light color. A mahogany handrail extends the full length
of the clerestory on each side of the car, supported in brass sockets
at the ends and by heavy brass brackets on each side. The handrail on
each side of the car carries thirty-eight leather straps.

Each ventilator sash is secured on the inside to a brass operating
arm, manipulated by means of rods running along each side of the
clerestory, and each rod is operated by means of a brass lever, having
a fulcrum secured to the inside of the clerestory.

All hardware is of bronze, of best quality and heavy pattern,
including locks, pulls, handles, sash fittings, window guards, railing
brackets and sockets, 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, as are also the single post
pilasters, all of which are decorated with marquetry inlaid. The end
finish is of mahogany, forming a casing for the end door.

[Illustration: FRAMING OF PROTECTED WOODEN CAR]

[Sidenote: _Steel Cars_]

At the time of placing the first contract for the rolling stock of the
subway, the question of using an all-steel car was carefully
considered by the management. Such a type of car, in many respects,
presented desirable features for subway work as representing the
ultimate of absolute incombustibility. Certain practical reasons,
however, prevented the adoption of an all-steel car in the spring of
1902 when it became necessary to place the orders mentioned above for
the first 500 cars. Principal among these reasons 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