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 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 excessive weight, a serious element in a rapid transit service, insulation from the extremes of heat and cold, and the prevention of undue noise in operation.  It was decided, therefore, to bend all energies to the production of a wooden car with sufficient metal for strength and protection from accident, i. e., a stronger, safer, and better constructed car than had heretofore been put in use on any electric railway in the world.  These properties it is believed are embodied in the car which has just been described.

[Illustration:  METAL UNDERFRAME OF PROTECTED WOODEN CAR]

The plan of an all-metal car, however, was not abandoned, and although none was in use in passenger service anywhere, steps were immediately taken to design a car of this type and conduct the necessary tests to determine whether it would be suitable for railway service.  None of the car-building companies was willing to undertake the work, but the courteous cooeperation of the Pennsylvania Railroad Company was secured in placing its manufacturing facilities at Altoona at the disposal of the Interborough Rapid Transit Railway Company.  Plans were prepared for an all-metal car, and after about fourteen months of work a sample type was completed in December, 1903, which was in every way creditable as a first attempt.

The sample car naturally embodied some faults which only experience could correct, the principal one being that the car was not only too heavy for use on the elevated lines of the company, but attained an undesirable weight for subway 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 constructed.  While the expense of producing this new type of car has obviously been great, this consideration has not influenced the management of the company in developing an equipment which promised the maximum of operating safety.