The Coney Island Shops - B.M.T. Monthly 1926

B.M.T. Monthly · Special Edition, 1926

The new Coney Island Shops for the maintenance of rapid transit equipment are located between the Sea Beach and Culver Lines and extend from Avenue X south to Coney Island creek. Connections are provided to the Culver, Sea Beach and West End lines and through the Coney Island terminal to the Brighton Beach Line.

The new shops replace the former inadequate shops located at 39th Street, and East New York. They are designed to maintain 2000 subway cars in service and liberal provision is made for the expansion of each department to meet the future demands. Development of the plans was begun in September 1923. The preliminary plans were developed by the transit company with the assistance of the engineering firm of Dwight P. Robinson & Co. The preliminary plans were turned over to the Board of Transportation where the building plans and contracts were prepared under the direction of Mr. Robert Ridgway, Chief Engineer. The equipment plans and specifications, including selection of machines, were made by the transit company. The buildings comprise the Inspection Shed, Main Repair Shop, two-story Store House, Oil House, Boiler House, Office Building and Electrical Repair Shop. They have a total floor area of 546,000 square feet, or about 13 acres; the approximate cost of the entire plant as provided by the City of New York and including the contribution of the transit company, under the so-called Dual Subway contract is estimated in the first instance to approximate $12,000,000, but when all extensions have been provided for, the ultimate cost will be considerably greater.

The building site is on the old marsh along Coney Island creek. Most of this area was filled with subway excavation to a depth of 7 feet to 12 feet, a number of years ago, The settlement of this fill had displaced the underlying mud in many places and had formed mud waves which made an unsatisfactory foundation condition for the buildings and equipment. Before construction commenced, the site was graded, the surcharge being moved into the low and unfilled portions. Concrete piles were then driven for the support of the building structure. The concrete piles, which were driven in groups under the building columns were tied together by reinforced concrete beams which form the supports for the building walls. In some places where mud waves existed under the new fill it was found necessary to drive concrete piles for the support of shop floors. In general, the floor, which was placed on the fill after the site bad been graded, consisted of an 8 or 9-inch concrete slab heavily reinforced, top and bottom with rods in each direction. It was also planned to have this floor slab support the machine tools and other equipment with the exception of the heavier units which required pits and where cushions were required under hammer foundations. Under the wheel lathe, air compressors and similar equipment, wood piles were driven under the concrete foundations, the piles being cut off with the tops in ground water.

The building construction consists of complete structural steel frames with brick walls, steel sash, concrete roof slabs covered with five-ply roofing. The buildings have large side wall sash and the roof, which is flat, consists of alternate high and low panels supported on the bottom and top chords of the roof trusses. At each truss there is a continuous line of top hung sash inclined at an angle of approximately 27 degrees to the vertical thus distributing ample natural illumination to all parts of the buildings. The overhead sash, skylights, and movable ventilating sections of the side wall sash are glazed with 1/4-inch wire glass, other side wall sash is glazed with 1/4-inch rough glass. All ventilating sections of windows and skylights are arranged to be operated from the floor. Interior doors are of the Kalamein construction. Track doors are rolling steel shutters and where these doors will be subjected to frequent operation, they are electrically operated with push button control. In general, wood block flooring is used throughout the shop; in the Schedule Car Repair Shop, wood mill and on the mezzanine, the flooring consists of 2 1/2-inch "Blox-on-end" flooring; in the Machine Shop, Truck Shop, Transfer Bay and similar places where traffic and wear will be heavy, 2 1/2-inch creosoted wood block is used. The flooring in the Wash and Locker Room, Inspection Shed, Store House, Toilet Rooms, etc., are cement finished with sanitary coved base. A system of pipe trenches built into the floor slab provide space for the air, oil and gas mains also for the return piping of the heating system. The interior of the shop is painted throughout; the side walls and ceilings are painted white with a gray tint. Black dados about 5 feet high are painted on walls, columns, etc. The effect of this painting is to reflect and diffuse the light in all parts of the shop.

The Electrical Repair Shop was the first building to be constructed as it was needed to replace the old shop at 52nd Street. This new shop was put into service in January, 1926. This building is devoted to the repair of armatures, controllers and passimeters. All coil work is done in this building and a laboratory for testing purposes is provided. The building is 127 feet wide by approximately 300 feet long consisting of a high central bay 64 feet wide with overhead cranes and side bays with mezzanines for coil winding, dipping and baking rooms, etc. Special attention has been paid to the natural lighting in this building. The mezzanines and space under them are well lighted by large windows in the side walls and the central bay is covered by a saw-tooth roof with additional roof lights consisting of large tile with insert glass. The need of this excellent natural light is apparent when it is noted that all of the armature stripping, winding and banding is done in this central bay.

The other main buildings were placed under contract at a later date than the Electrical Repair Shop and are now completed and in service. The Inspection Shed on the west side of the group is connected at the north end to the Sea Beach Line and at the south end to the yard. The building, 86 feet wide by 600 feet long, has four tracks with pits, bench space and storage room. This building provides for the inspection of trains from the Brighton Beach, Sea Beach, Fourth Avenue and West End Lines. Cars leaving the Repair Shop will also pass through the Inspection Shed for final inspection and adjustment of brake rigging, etc., before entering service.

The west side of the Main Shop building, known as the Intermediate Repair Shop, will be used for truck and running repairs. This building is 80 feet wide by by 480 feet long with two tracks connected to the yard at each end. Each track will be equipped with a drop type transfer table by which damaged trucks can be removed and good order trucks replaced under cars. During this operation the car body will be held up by special overhead cranes equipped with suspension hooks which will engage the underside of the car sills. The central bay of this building, 43 feet wide, will be used for truck overhauling and repairs and is equipped with two 15-ton cranes.

The south end of the Main Building is one large room 255 feet long and 520 feet wide. It is divided into three 75-foot bays extending east and west with 10-foot trucking aisles between the same. Each 75-foot bay is served by a 30-ton overhead crane equipped with two 15-ton trolleys. Each trolley is equipped with removable hooks by which car bodies can be lifted off trucks and spotted for repairs or painting, the crane lift of 30 feet being sufficient to transport car bodies over other cars standing on the floor. The tracks in this building are 20 feet apart allowing ample working and trucking space between cars. The track along the west wall is assigned for high tension test purposes. The testing unit is located on a platform above the track. Adjacent to this track and occupying the west end of the building are nine tracks, or space for 27 cars, provided for repairs to damaged cars and for car construction work. The central part of the room is assigned for scheduled car overhauling. For this purpose the cars enter the shop from the south on the stripping track, the car bodies are then removed from the trucks by the overhead cranes and placed upon specially designed steel horses which are high enough to permit ready access to the equipment under the car body and without the use of pits. The trucks then continue through on the stripping track to the truck shop in the north end for overhauling. Seats and equipment parts are removed from the car body and transported by storage battery trucks to the appropriate departments for repairs. After the car body repairs have been made it is then moved by the overhead crane to the east end of the building where it is painted, then again by crane to the wheeling and trim tracks where it is placed on the trucks coming out of the Truck Repair Shop. There is space for 18 car bodies in the Scheduled Car Repair Section and an equal space in the Paint Section.

In order to keep the shop as clean as possible, cars before entering the repair shop are cleaned in the cleaning room at the southeast corner of the building.

As this shop is essentially a steel car Repair Shop, the Wood Mill and Carpenter Shop are of minor importance as compared with the usual Repair Shop. This work is accommodated in a one-story building 40 feet by 230 feet, directly east of and connected to the Paint Shop and Transfer Bay.

The north end of the building is devoted to truck overhauling, machine and blacksmith work and miscellaneous repair. Between these departments and the Scheduled Car Repair Shop there is a Cross Transfer Bay, 40 feet wide and 640 feet long, served with two 15-ton cranes at a height of 30 feet. This Transfer Bay furnishes cross movement and direct access to every department of the Shop. The cranes north of the Transfer Bay are at a lower level and extend into the Transfer Bay for ready exchange of loads from one crane to the other. Between the Transfer Bay and the Scheduled Car Repair Shop is an area 60 feet wide by 560 feet long with a mezzanine floor 40 feet wide above. On the ground floor are located rigging, sheet metal work, electrical construction work, pipe-fitting and shoe beam work, these departments thus being located close to the car repair work. Storage of parts and supplies are also located in this section. On the mezzanine floor above are the curtain and sign work and seat cleaning and repairs.

The following departments are located in the north end of the building:

• Wheel and Axle Shop, 60 feet by 200 feet with 7 1/2-ton crane.
• Storage Yard, 60 feet by 200 feet with 7 1/2-ton crane and covered storage 20 feet by 100 feet.
• Blacksmith Shop, 80 feet by 200 feet with one 5-ton crane and jib cranes.
• Truck Overhauling, Cleaning and Painting, 120 feet by 200 feet, with one 15-ton and nine 5-ton cranes.
• Truck Assembly, 60 feet by 200 feet, with 15 ton crane.
• Machine Shop and Tool Room, 60 feet by 200 feet, with one 5-ton crane.
• Air Brake Department, 40 feet by 200 feet, with one 2-ton crane.

The northeast corner of the building which is nearest the entrance provides accommodations for employees consisting of a Wash and Locker Room on the ground floor and a half mezzanine. This room is equipped with 32 circular Bradley wash fountains each capable of accommodating eight to ten men at one time. Space is also provided for 1000 of the transit company's standard metal clothes lockers, which are 12 inches by 15 inches by 6 feet high. Directly south of the Wash and Locker Room a First-Aid room is provided which is equipped with the usual First-Aid Room facilities. The upper floor over the Wash and Locker room, 60 feet by 200 feet, and which is on the same level as the Shop Mezzanine, is allocated for Lunch Room and recreation purposes. Toilet facilities are provided in rooms on the mezzanine with direct stairway access from the main floor. Isolated toilet facilities are provided at frequent and convenient locations on the main floor throughout the shop. Drinking fountains are also provided at convenient locations throughout the shop. These fountains have all ice chamber with coil, thus providing cool water to employees.

East of the Main Shop there is a two-story fire proof Store House, 60 feet by 300 feet, and designed for a future third story. The second story is connected to the Main Shop by a bridge on the Mezzanine level by which truck loads of material can pass through the mezzanine of the Main Shop and over a second bridge into the Inspection Shed. Elevators of 10,000 pounds capacity are provided in the Store House, Main Shop and Inspection Shed. The elevators have 8 feet by 12 feet platforms and a speed of 75 feet per minute. The control is of the push button type thus dispelling with need of operators.

East of the Store House are located the Oil House and Office Building. The Oil House is a one-story and basement building, the basement being devoted to tank storage of lubricating oils with space for waste, etc. An elevator handles material to and from the basement. The main floor is occupied by oil pumps, barrel racks with tiering machine, etc. Part of this floor also is used for the renovation of waste, the treatment of journal box packing, and paint and paint brush storage. The distribution of the lubricating oils to this large plant has been given special study and the Bowser system used throughout. Oils are received in tank car shipments, unloaded through fill pipes to tanks in the basement and then pumped by motor driven pumps to various stations throughout the shop where the oil must be drawn for use. At each of these stations are located 120-gallon tanks with hand pumps for drawing oil. The supply of oil from the Oil House to these small tanks is controlled by remote control valves at each tank. When necessary to replenish the supply of oil in a distribution tank the operator opens the remote control valve which automatically starts the oil pump in the Oil House. Oils that are used in small quantities are transported in drums or portable tanks on storage battery trucks.

The Office Building is fireproof, 50 feet by 110 feet, two stories in height and planned for a future third story. This is located close to the entrance gates and now houses the offices and drafting room of the Mechanical Department. Two vaults are provided for storing drawings and records. An entrance gate house at the yard entrance is also provided at which there is stationed a watchman, a waiting room and employment office.

Heating is provided from a central heating plant located in a separate building, the equipment consisting of two 400 HP Heine water tube boilers equipped with Bethlehem-Dahl oil burners and capable of operating at 200% of rating. Space is also provided for two additional boilers. Sea grade fuel oil is used and storage is provided in three 8500-gallon tanks buried in the yard. The boilers are connected through overhead flues to an 8 foot by 200 foot radial brick stack. Steam is generated at 160 pound pressure and distributed at this pressure through mains to pressure reducing valves where the pressure is reduced to 3 pounds. The shops are heated by 71 unit heaters containing heating coils and electrically driven fans. In general, air is drawn in to the heater near the floor and blown out above head height at a temperature of about 120 degrees. The locations of the heaters and the direction of the blasts are such that the warm air is distributed to all parts of the shop. Offices, toilet rooms and other small enclosures are heated by direct radiation. The heating system is operated on the vacuum principle, condensation being collected by five vacuum pumps which return the condensate to the feed water heater in the Boiler House.

The regular 600 volt D.C. railway current, furnished through a separate feeder from the Avenue U sub-station, is used for light and power. The feeders enter through underground ducts to the switchboards, located in two fireproof switchboard rooms in the Transfer Bay. From these switchboards the current is distributed through separate feeders in underground conduits for lighting, crane operation, testing, and welding sets and machine tool power. Overhead lighting is provided of sufficient intensity to dispense with the use of individual tool lights. Plug outlets are provided on columns, walls, etc., for extension lights to be used in cars and for plugging into car lighting systems. In the Inspection Shop in addition to overhead lighting, pit lights are provided with enameled iron reflectors and so located as to illuminate the underside of the cars over the pits.

Two rooms are provided in the Transfer Bay for air compressors. The first installation consists of two 720 cubic feet electric driven Westinghouse air compressors with automatic control which maintains a pressure of 90 to 100 pounds at the receivers. Air distribution is provided to all parts of the shop through underground pipes in the pipe trenches and through branch pipes in the concrete floors to outlets in floors and on columns. Floor outlet boxes with hinged covers are set in the floor at frequent intervals where air hose connections can be made as required.

For shops covering so much ground as these, adequate handling and transportation facilities are of prime importance. This is provided for by 28 overhead electric traveling cranes located as previously mentioned. These cranes were built to the transit company's specifications by the Box Company and are arranged for cage or floor control depending upon the service required. In addition to the overhead cranes, the shop equipment includes a number of Ellwell-Parker storage battery trucks of various types for different services. These include, in addition to the standard trucks, special tractor cranes of 4000 to 6000 pounds capacity and Hi-Lo tractors for lifting and transporting loads on skids, etc. Dump bodies on skids and trailers will be provided for use with this equipment.

Although the buildings are either fire proof or of non-burnable construction and the shops are to be used for repairing steel cars, fire protection has been given consideration by the provision of an 8 inch water main looped around the shops and connected to the city mains. In addition to the yard hydrants, interior stand pipes with hose are provided throughout the Shop. In the Oil House there is also provided high pressure steam pipes with outside control valves for smothering fire inside of the building. Further consideration will be given to the necessity of sprinklers in the Wood Mill and Paint Shop where the risk may warrant their installation.

The Wheel and Axle Department

The Wheel and Axle Department the Coney Island Shops includes the heaviest and most expensive machinery in the plant. In this department wheels are bored, axles turned or straightened, defective wheels replaced and worn wheels are turned or replaced.

The shop equipment consists of:

• Heavy duty car wheel turning lathe.
• 400-ton hydraulic wheel press.
• 200-ton hydraulic axle straightening press.
• Two 40"x14" heavy duty gap lathes.
• Axle grinder.
• Two axle lathes.
• Two wet tool grinders.

The equipment was selected by the tool Committee after careful study of the various machines offered by the manufacturers. The latest improvements in machine tool design with automatic features are included, which insures good workmanship and low maintenance and labor costs. All machines are driven by direct connected electric motors using the 600-volt railway current.

The wheel lathe and the gap type journal truing lathe are located at the south end of the shop adjacent to the Transfer Bay, where mounted wheels coming from the Truck Shop and Intermediate Repair Shop are received. Three tracks are provided on which mounted wheels are stored as they move to and from the machines. Car loads of mounted wheels coming from the Inspection Shops and other points on the System will enter at the north end of the Shop where they will be unloaded and moved to the Storage tracks by the overhead cranes. Incoming mounted wheels which require journal truing will be set in the gap type journal truing lathe by the overhead jib crane on which there will be mounted a two-ton electric hoist. This jib crane will place the mounted wheels leaving the lathe on the track extending across the shop to the wheel lathe. At the intersection of this cross track with the storage tracks, special air lifts have been provided which act like a turntable for lifting and turning the wheels at right angles onto the storage tracks. These air lifts consist of an air cylinder below the floor and with saddles on the ends of the piston rods which engage the axles and form pivots on which the wheels can be easily swung around to the new position. Pressure of the operator's foot on a floor button operates the lift.

The wheel lathe which is made by the Sellers Company of Philadelphia, is the most expensive single piece of equipment in the entire plant. The machine sets in a pit on a heavy concrete foundation supported on piles. This machine which is of the most modern design will be operated by one operator with a helper who will be able to turn out three or more pairs of mounted wheels per hour. Operation throughout is largely automatic. The 50 h.p. driving motor is controlled with three push buttons which actuate switches in automatically correct sequence on a control switchboard. One push button starts the motor and brings it up to maximum speed. Another stops it by disconnecting the current and applying at the same time a powerful electric brake. If an especially hard spot on the wheels is encountered, a third push button at the operator's touch automatically slows down the machine.

Wheels are rolled into the machine and then centered by means of an air hoist attachment. The tailstock of the lathe is then moved forward by means of an 8 h.p. auxiliary motor to clamp the wheels in position and at the same time to adjust the driving dogs against the wheels and lock them in place. The auxiliary motor is controlled by a reversing controller which automatically locks the tailstock by an electric brake when the controller is turned back to the "off" position.

The tools are eight in number, of high grade cutting metal, and four are mounted ready for work in a turret in front of each wheel. When the roughing tool has finished its work the operator releases the tool and turns the turret so that the next finishing tool is in position for instantly commencing its work.

The car wheel borer is also made by the Sellers Company and will bore and face new wheels to fit the axles. The machine, which is driven by a 15 h.p. motor, is also equipped with two air hoists by which wheels are picked up and set in the machine. The use of the two cranes is a considerable time saver as it enables the operator to pick up one wheel while the machine is working upon another. A separate motor is provided for the rapid power traverse of the boring bar spindle and the machine is equipped with the Davis boring bar for roughing and finishing. A special side arm for facing and grooving is provided. This is of rigid construction with long bearing surfaces and gibs to take up wear. This attachment will face, turn and groove the hubs at the same time the wheel is being rough bored. There is a pan in a pit under the machine to catch chips. This pan when full can be removed by the crane.

There are two American gap lathes with double carriages which will true the journals with mounted wheels of 40 inches diameter. This machine has forced feed lubrication and can also be used as an engine lathe. The 400-ton wheel press made by the Chambersburg Engineering Co., is used for mounting and demounting wheels on axles. Through the use of the double head it is possible to either mount or remove one wheel, a gear and wheel or both wheels at the same operation.

A 20 h.p. motor drives a hydraulic pump which delivers a pressure of 400 tons to the rams. The pressure used in mounting wheels is recorded on a hydrauligraph, thus keeping a record of the pressures and insuring uniformity of work. The press is also equipped with compressed air by which the rams are quickly pulled back after the pressure stroke thus materially speeding up the work. A two-ton electric hoist on a jib crane is provided to serve the press. Wheels will be rolled into the press by hand.

The axle straightening press made by Watson and Stillman has a 5 h.p. motor driving a hydraulic pump which exerts a pressure on the ram of 200 tons for straightening axles. A special feature consists of a sliding carriage in which the axle is centered. The carriage can be shifted to apply pressure to any part of the axle. Springs lift the axle clear of the blocks for movement and a 1/4 h.p. motor rotates the axle to test its straightness. With these special features this machine can be operated by one man where two were formerly required.

A new feature of car maintenance work in the Metropolitan district is provided by the Landis Tool Company's axle grinding machine for grinding journals and armature shafts which insures better workmanship and reduces maintenance costs. This machine eliminates draw filing and burnishing of finished surfaces and reduces the time required to 30 minutes where 3 hours are required by older methods. The main shaft and most of the moving parts are enclosed thus adding to the safety of operation.

The shop equipment also includes special trucks for handling axles and storage battery trucks for transporting and towing the special axle trucks.

The building is 60 feet by 200 feet with equal yard space alongside the building for storage of wheels, axles, etc. Both shop and yard are served by overhead cranes of 7 1/2-tons capacity. The building is specially designed for the particular work to be done. There is excellent natural light from large windows and roof sash. All interior walls and ceiling are painted in light colors thus giving maximum diffusion of light. The flooring is of creosoted wood block on a concrete base which will resist wear from the wheels and other heavy loads.

The working conditions in this shop are of the best and in keeping with the high class of equipment which has been installed.

The Inspection Shop

A new activity has been added to the variety of enterprises that go on at Coney Island at night time. The new activity is an essential one so far as New York City is concerned, which is something that cannot be said of many of the activities at Coney Island. And it goes on winter and summer without regard to weather. The new activity is the inspection of subway cars for the Brighton Beach, Sea Beach, West End and Fourth Avenue Lines of the B.M.T. System. All of the subway cars operated on these lines are sent through the inspection shop at Coney Island on the average of once a week. And at the present time 60 per cent. of this car inspection work is done by the night force at Coney Island Inspection Shop.

At the present time the night force at Coney Island Inspection Shop inspects an average of 71 cars each night and in addition receives approximately 6 cars nightly from the intermediate repair shop to be prepared and inspected before being released for road service.

The inspection shop is located at the western end of the buildings that house the Coney Island Shops. It occupies a building 86 feet wide and 600 feet long in which are located four specially designed pits, each with a capacity for eight regular subway cars or four of the Triplex car units. Three of the pits are used at night for routine inspection work while the fourth is reserved for cars going to or coming from the intermediate Repair Shop or for cars which have been found on inspection to require special attention or repairs by the inspection shop force. By keeping one track in reserve for the work of an unusual character, the movement of cars over the inspection pits is maintained without unnecessary delay and thus a maximum number of cars can be handled by the inspection force.

By concentrating the inspection work on the subway cars for the southern division at Coney Island and doing the major part of the work there at night, it has been possible to develop the system of specialization of the work of individual workers to a greater degree than at any other inspection shop. This of course results in a greater proficiency at their special tasks by the individual workmen and also in increasing the output of the shop force as a whole.

The pits at the inspection shop are specially designed and one of the outstanding features of the pits is the provision for the safety and convenience of the men at work in them. The tracks at the pits are raised clear of the floor and mounted on cast steel chairs, so that there is a clear space of 9 inches between the floor and bottom of the rail. The pits are illuminated with special enameled white porcelain reflectors at frequent intervals, with the lamp sockets placed at the top of the reflector at an angle that will provide a maximum of light on the mechanism beneath the floor of the car. These light sockets have special cut-out switches and plugs that enable the workmen to cut out any individual light they desire and plug in their hand lamps when necessary without the bother of even removing the bulb from the pit socket. Alongside each pit is a metal enclosed cable with outlet receptacles approximately every 67 feet for use by the inspection force when they require power to test various parts of the electrical equipment of the cars on the pits. In addition to this power supply for test purposes there is a compressed air pipe line alongside each pit with cut-in valves approximately every 20 feet for use by the inspection force when testing the pneumatic portions of the car equipment or for cleaning purposes. At frequent intervals along the sides of the pits are toe-hold niches to enable workmen to get in and out of the pits without having to go to either end, where stairs are provided. To make it unnecessary for shop employees to jump pits when going from one side of the building to the other, cross planks with metal angles to keep them firmly in place are also provided at frequent intervals. For the use of men at work in the pits, short step ladders are kept in the pits so that there is no excuse for men standing on boxes or other makeshift ladders when their work requires them to get up close to the floors of the cars on the pits.

Along the easterly side of the Inspection Shop building are bench and rack facilities. There are 10 work benches of metal frame construction with wooden tops over which there is a sheet steel surface. Each bench is equipped with a vice, and has eight drawers for the storage of tools, materials, etc. There is one carpenter bench which is also of metal frame construction, but has no steel sheet over the wooden top. For the use of car body inspectors in preparing glass to replace windows, etc., in the cars as they go through the inspection shop, there is a specially designed glass cutting bench with the dimension lines carried across the entire top of the bench. There are also 13 tool cabinets for the use of the men employed at the shop. Each one of these cabinets has 12 drawers, each drawer with a separate lock, so that individual workmen may be assigned their own tool drawers in the cabinets. In addition, for the use of the workmen whose trade requires tool boxes, there are 4 cabinets designed to hold 30 tool boxes each. This also affords protection for the tool boxes and equipment owned by the individual employees. Other special equipment along this side of the shop includes 4 storage bins for glass with 12 compartments in each bin. All of the glass used in the inspection shop is stored in these bins so that it is quickly available for use when required. There is also a water rheostat and indicator board which is used to test the line switches on the subway cars. In addition, there is a lead-covered battery storage bench on which a reserve supply of batteries is kept after they have been delivered to the inspection shop from the Electrical Repair Shop. Another interesting feature of the equipment of the shop is the framed diagrams of the principal parts of equipment of the subway cars. These diagrams are distributed at frequent intervals along the shop walls so that they may be referred to readily by the workmen when occasion requires in the course of their inspection activities. There are also scattered about the shop 20 racks for the storage of shoe beams. Each rack has a capacity of 2 shoe beams. These racks help to keep the floor clear of large parts of equipment, such as shoe beams and thus reduces the hazards of accident due to careless placing of parts of the equipment on the floor. There is a storage cabinet for gasoline torches, each with a separate compartment for each torch.

The oil supply for use in the inspection shop is provided for by two stationary Bowser tanks of 115 gallons capacity each. These tanks are supplied directly from the storage tanks in the main oil house by means of pipe line connections. One of these tanks is used for compressor oil and the other for car oil. In addition, there are four portable Bowser oil tanks each with 65 gallons capacity. These are transported to and from the inspection shop on Hi-lo electric storage battery trucks which are used to great advantage throughout the entire series of shops, to handle the transporting and lifting of heavy supplies and equipment. These portable tanks contain denatured alcohol and the three varieties of oil used for lubricating special parts of the equipment.

There are two pulpit offices in the shop, each one of which has facilities for two sets of foremen. The foremen of the car body inspectors and the truck inspectors occupy one pulpit office, while the foremen of the electrical inspectors and the pneumatic inspectors occupy the other. Large receptacles are placed at intervals throughout the shop for the removal of rubbish. They are removed at regular intervals on Hi-lo trucks and empty ones provided, the loaded receptacles being transported to a central point for the disposal of waste and rubbish. Separate receptacles are provided for broken glass and also for scrap brake shoes. As the brake shoes are removed from the cars, the foremen indicate which are to be scrapped and which are to be saved, and those to be salvaged are collected separately so that there is no possibility of their being carried away with those to be scrapped. In addition to these large receptacles, smaller waste cans are placed at convenient locations throughout the shop and there is a regular schedule for the removal of rubbish from these cans. For use by the window cleaners, there is a storage bin for red sand which is used with pumice in the cleaning of the window and door glass of the subway cars. This combination of sand and pumice is used in damp form and is required to cut the grease which collects on the window and door glass of the rapid transit cars.

The inspection work itself is divided into four major classifications with a foreman supervising the work of each classification and the general foreman at the head of the entire shop organization. These four major classifications of inspection work are electrical, car body, truck and pneumatic. The inspectors in each classification take care of the inspection of that part of the car equipment as it goes through the shop. The work under each of the major classifications is further specialized, so that the electrical equipment, for instance, is subdivided into eight groups to each of which one inspector and his assistants devote their particular attention. The pneumatic equipment is likewise divided into six groups with special inspectors for each group.

As each car comes into the shop, four inspection cards are marked with its number, the date and the shop name. One of these cards lists alphabetically all the items of electrical equipment to be inspected, lubricated and tested; another lists the car body parts that must be inspected; the third the truck equipment items to be inspected and lubricated and the fourth the items of pneumatic equipment to be inspected, lubricated and tested. Each card is a distinctive color, green, blue, orange or pink. Each card has three columns, one in which the items are listed, the second for the signature of the inspector who has examined each item specified and the third for the signature of the assistant foreman who has checked the inspectors' work. The inspector certifies that he has "inspected this car and have left items opposite my signature in good condition for service". As a final check on the work, the foreman of each major classification signs each card for his class of work to indicate that he has examined the card and "believes this car is O.K. for operation". These cards are made part of the official shop records and provide an easy and accurate source of information as to who inspected any individual item of equipment on a car in the event that it becomes necessary to ascertain that fact. The individual signatures on the cards leave no possibilities of question on this score. After the cards leave the custody of the foremen and before they are filed each is checked by the office staff to make sure that there is individual certification as to the inspection and checking of each item of equipment and also the general certification by the foreman on every card.

To give an idea of the degree of specialization of work, the manner in which the electrical equipment is subdivided may be briefly outlined. One inspector will inspect and test the batteries. The second will inspect and lubricate the electric brakes and inspect the plug switches, "Power On" Recorder, relay and toggle switch. A third will take care of the inspection of the buzzers, switches, door operating boxes and incidental magnets, interlocks, signals, cutout and "Hubbell Plug". The fourth one devotes his attention to the inspection of contact shoes, and beams with the incidental fuses, shunts, fuse boxes, springs and leads. The fifth inspector specializes in coupler equipment: slides, fingers and shunts, together with the cable hangers and clamps and the junction boxes, jumpers receptacles and covers. To the sixth man falls the inspection of the electric trip switch and cable coupler, and the motors with their leads, brushes, brush holders and connectors; the lubrication of the automatic stop device, hangers and bolts and the trip switches; and also the testing of the main control circuits and the electric trip circuits. The compressor switch, main switch, resistance and leads, line switch with its fuse, resistance, overload trip and operating relay, together with the interlocks, magnets, switches and drums of the switch group are inspected by a seventh man, who also lubricates the overload trip and line breakers, the breaker, potential and accelerating relays, control cylinders and controller contacts. The eighth man inspects charging relays, fans, heaters, indicators, key switches, lights, markers and destination signs, master controllers with incidental resets, switches and advance switch, and the relays: E.M.F., control, door emergency light and resistances, as well as testing the door control circuits.

With the work of the various inspectors classified in this way it is possible for the shop to handle a large number of cars each night and the work of the various groups of inspectors is so planned that there is little or no interference between groups whose work is located in the same part of the car. Groups whose work might interfere because of a common location of the parts of the equipment to be inspected by the two groups usually start working from opposite ends of the pits so that they cross each others path but once while working on 24 cars.

A brief summary of some of the inspection work would be as follows: The truck inspectors examine the brake rigging, axles, wheels and brake shoes. If there are any adjustments of brake equipment required that make it necessary to send the truck into the Intermediate Repair Shop, the inspector notes this on the prescribed form and arranges to have the truck transferred to the other shop. So as not to withhold the car from service the usual procedure is to substitute an O.K. truck for the bad order one and the inspection force is required to prepare the bad order truck for delivery to the Intermediate Repair Shop and also make all connections on the substitute O.K. truck and approve the car with its new truck before it can be sent out on the road for passenger service. It usually requires from 45 to 50 minutes for this entire exchange of trucks.

This group also takes care of the lubrication of the truck and motor parts. The brake rigging and all movable parts oil the truck are lubricated every mileage inspection, about once a week for each subway car on the average. The waste on the journal boxes has to be inspected and a packing iron applied to make certain the waste is properly located under the journal seat. The oil in the armature and motor axle hearings is measured by a gauge provided for that purpose and the required amounts as indicated by the gauge are supplied. The packing used in the motor-axle bearings and journal bearings is removed and re-treated every 6 months.

To inspect the motors the covers are removed; the carbon brushes inspected for wear; the commutator, brushes and field leads examined as far as they can be observed to ascertain their condition, as well as the pole piece clearance. The surrounding parts of the armature and brush holders are examined to discover any accumulation of dust and compressed air is used to blow out the dust where necessary. The motor leads and motor lead connections are closely examined at this time. The contact shoe beams are given thorough inspections to determine their condition, and any needed adjustments of the suspension bolts are made. Attention is also given to the shoe fuses, terminals, flash boxes, contact shoe leads and jumpers, repairs and renewals made where necessary and the contact shoe then gauged and adjusted to the proper height.

The control equipment including the master controller and line switches, reverse and p.k. drums and contact switches, as well as the operating interlocks used in connection with these are inspected closely; the contacts replaced where necessary, any accumulation of dust removed and the parts lubricated. The operating magnet valves are tried out individually and as to final train operation from the master switch. The motor resistance is inspected as part of the control inspector's duties. Where it is found necessary to replace the resistances, these changes are most generally made by a repair crew, as a separate activity from the regular inspector's work. On the electrical portion of the Westinghouse H2A couplers, the couplers are dropped at the present time on every second mileage inspection, the slide contacts pads are removed, the contact fingers wiped off, and the interior of the housing cleaned out. The tension on the contact fingers is tried and the fingers gauged for proper height. The contact pad is inspected for wear on contact surfaces. Where necessary new pads for other parts are replaced at this time. After reassembly, the electric portion is tested for proper operation, as well as the automatic drawbar locking devices. On every inspection where the electric portion is not disassembled for inspection, the slide pad is pressed in so as to make an inspection of the contact fingers and where an unusual condition is observed, the housing is disassembled and the required adjustments made. The drawbar, automatic locking devices and equipment are tried out at this time, as well.

The men assigned to the above work also include in their activities the inspection of train line cables, jumpers and receptacles, as well as the hangers from which they are suspended. This work is done on every mileage inspection and where necessary the required adjustments or replacements are made.

The electrical automatic stop trips are tested on every inspection. The covers are removed, the electrical contacts and fingers inspected, the interiors wiped out and lightly lubricated. The trips are then reassembled and gauged for proper adjustments above the running rail and as to the proper centering of the trip arm after being applied. The action of the electro-pneumatic valve used in this circuit is tested as to its proper operation at this time. Where the adjustments or renewals are required on the trip equipment they are most generally made by the inspector who examines them.

The batteries are removed on every mileage inspection and refilled with the required amount of distilled water. The water used in the batteries is distilled in special stills, provided for this purpose in the Electrical Repair Shop. All of the vent caps on the batteries are cleaned of scale and then oiled, before being replaced in the battery boxes. The connections on each individual battery are also tried out to make sure they are tight after they have been replaced in the battery boxes, or cradles, after which the battery readings are taken to determine whether proper connections have been made and the batteries are in proper condition for service.

On the 2000 series subway cars which are equipped with door operating button boards, the covers are removed from the button boards in the master or operating car every mileage inspection. The buttons, carbons, contacts, key switch mechanism, door indicators, contact studs, terminals, leads, etc., are carefully inspected, adjusted, and necessary renewals or replacements made. After the board has been reassembled, the operation of the door circuits is tried out from the board. The outside emergency door push buttons, which are located on the outside of the car at the center side doors and bulkhead doors are removed, the contacts inspected and their interiors wiped off. After reassembly these are also tried out for proper operation.

The main panel board which includes the light, heat, fan, battery and compressor, switches and also the various fuses used in connection with these switches is examined on every mileage inspection, as well as the control and door operating circuits. The switches and circuits are tried out for proper operation, the fuses checked to insure that the proper size fuse is inserted in the proper fuse clips. All together there are 18 different size fuses used in this panel board. The key operated light ground switch is checked and tested as is also the emergency light relay. This inspector's duties also include the checking of the main car emergency and destination sign lights, and making the necessary replacements or repairs. The marker, tail and running lights are also tested by this inspector as well as the door signal lights. The outer surfaces of the door signal light lenses are cleaned at this time.

Tower A Controls Yard Moves At Coney Island Shops

Tower A, the first of the towers that will control car movements in and out of the Coney Island Shop Yards and the adjoining sections of main line tracks was placed in service on February 19th [1926]. The tower is equipped with the most modern devices and its 88 lever machine makes it one of the three largest towers in the system; only Tower No. 1 at East New York exceeding it in size and the Coney Island Creek Tower being on a par in size with Tower A. The new tower is a three-story brick structure standing about 300 yards northeast of the shop buildings and a short distance south of the 86th Street station of the Sea Beach Line. It controls the main line tracks of the Sea Beach Line between 86th Street and Coney Island Creek, the lead off tracks from the main line into the yard and eleven tracks in the yard. The switches and signals in this controlled territory are interlocked with the tower machine so that all train movements in this territory are regulated and governed by the towerman in charge at Tower A. Before this tower was placed in service, train and car movement on these yard tracks were controlled by handswitches and movements on the main line tracks and lead-offs into the yard were controlled from a temporary manually operated interlocking plant using semaphore signals. This method of control has now been abandoned.

The interlocking machine has a capacity for 88 positions in the frame but at the present time only 57 are in use. There are 22 switch levers, 25 home signal levers, 6 approach signal levers and 4 dwarf signal levers. The interlocking machine is the latest improved all-electric interlocking type and was built and installed by the General Railway Signal Company. The switches are operated from storage batteries.

On the new machine, the "call on" control, by which a towerman can instruct a motorman to key by a signal set against him if necessary, is located in the front of the machine. It consists of a button which when pressed flashes the "call on" indication at the signal. In the old type machines this "call on" control was in the back of the machine and the towerman bad to go behind the machine to operate a special lever to give the "call on" signal to the motorman. The new machine also has the ammeter and voltmeter on top of it in full view of the towerman so that be can tell at a glance just how the machine and switches are operating. With the old type machines, the ammeter and voltmeter are mounted on a switchboard located in various places about the tower so that the towerman could not read their indications in many cases without shifting from their posts in front of the machine. The new machine is provided with a combination polarized relay and circuit breaker on each switch machine lever so arranged that electrical trouble, such as a short circuit, in the control circuit for one switch unit will electrically disconnect the defective unit from the interlocking machine without interrupting the main current supply to other units as would happen with the old models of the machine.

The machine is installed in the top floor of the tower building. The second floor is equipped for the use of the towermen and maintainers while the ground floor is devoted to the storage of materials for use in the tower and entire interlocking plant it controls. Tower A eventually will be supplemented by another tower to be known as Tower B, in controlling car movements in and out of the vicinity of Coney Island Shop Yards.

The Blacksmith Shop

The forges and anvils in the Coney Island Shops are the only tools which link this plant with the "smithy" of our boyhood days and, in fact, carry the craft back to the days of Tubal Cain. Many of our readers remember some village shop and a brawny smith with bare arms and leather apron. What a fascination the smoky place with its creaking bellows, glowing fire, hot iron and clanking anvil had for the youngsters who gathered around the door to see the horses shod. The flivver has replaced the smithy with the service station, but forges will be used as long as metal must be worked.

In the Coney Island Shops, the forges are of the most modern design. The bellows are replaced with electric driven blowers and smoke is removed by an exhaust fan connected through underground ducts to hoods over the fires. There are 12 Buffalo down draft forges 3 1/2-feet to 4 feet square, with water boxes, fuel bins and electric driven blowers. Soft coal is used as fuel but the exhauster pulls the smoke away from the fires, leaving the air clear and fresh.

Forgings, which are too heavy for hand work, are handled on three air hammers, one of 1200 pounds capacity and two of 900 pounds each. Air at 90 pounds pressure from the shop compressors drive the hammers. The hammers rest on timbers supported on concrete foundations and separate cushioned foundations are provided under the anvil blocks.

Other large metal working tools include two Ajax Bulldozers, one of long stroke, slow speed for bending heavy work, the other of high speed short stroke and stop motion for light work. There is also a National forging machine for making bolts and rivets up to 1 1/2-inches in diameter. This machine is equipped with dies to forge bolts and rivets of various lengths and sizes. The operator feeds a hot bar into the machine and at each push on the foot pedal a completed rivet drops into the pit.

Furnaces are provided for serving the hammers, bulldozers and forging machine. Each furnace is specially selected for its particular service, some are single and some are double ended. There is also a double chamber tool furnace for tempering the special steels used in the shop tools; a pyrometer attached to this furnace records the furnace temperatures and insures the right working temperature for each kind of steel. Oil and water quenching tanks are used in this work.

A 72 x 96 inch car type annealing furnace and a 24 x 60 inch furnace are used for heat treating. Each furnace is equipped with recording pyrometer. The furnaces were made by the Mahr Manufacturing Company and each one has its own electric-driven blower.

Fuel oil is burned in all furnaces. It is stored in two 5,300 gallon underground tanks in the yard, whence it is pumped through underground pipes with branches, to each furnace.

Welding is an important item of repair work and in this shop both electric and gas welding is provided for. There are 12 brick-topped tables for gas welding and five stations for electric welding. Each of the latter is in a separate enclosure to protect other workmen from the glare of the welding arc.

Radial jib cranes are provided to serve the hammers and forges, and over the welding benches there is a five-ton floor-controlled electric traveling crane.

Bar and sheet iron, gas cylinders, etc., are stored in racks under a shed roof in the yard. When bar stock is brought into the shop it is cut to length in a powerful triple punch and shear which can also split plates. This machine has an unbreakable frame of armor plate and can shear 2 1/2-inch square bars or 6 x 6 inch angles. A high speed power hack saw is also used to cut bar stock.

Like all smith shops the floor is of cinders but trucking aisles of concrete have been provided. Unlike many smith shops the building has splendid natural light and ventilation from the roof skylights. Drinking fountains and shower baths will add to the comfort of the shop force, especially in hot weather. The smith shop is only one unit of the Coney Island Repair Shops, but with its high-class equipment and good working conditions it should give the other departments a hard run for the efficiency record of the shops.

The Machine and Air Brake Shops

The visitor to the Coney Island shops is attracted by the array of new tools in the machine shop. The machines are painted the B.M.T. machinery blue which contrasts strikingly with the polished metal surfaces and vivid red of the gear guards.

At the south end of the shop and near the transfer bay are two planers. The Gray planer is an open side machine 26 feet long with a table 12 feet long and four feet wide. This machine, which has two heads on the cross rail and one on the side housing, is driven by a 25 H. P. motor. The other planer, made by William Sellers, has a 36 inch by 8 foot table. There are two heads on the cross rail and the machine is driven by a 20 H. P. motor. Near the planer is located the Giddings Lewis horizontal double spindle, adjustable boring, milling and tapping machine. This machine has special attachments designed for the railroad company which permit both vertical and horizontal adjustments of the boring bars so that armature housing bearings and axle bearings in motor shells can be bored in one operation.

Near the center of the shop is the six-foot American Tool Works multiple duty radial drill and near by are located a group consisting of a two spindle bolt threading machines and five drills with single, double and triple spindles for light work. There are also two heavy duty swing drills, a 20 inch heavy duty shaper and a 12 inch slotting machine for cutting keyways, etc.

Along one side of the shop are located a Brown and Sharp milling machine, a group of four engine lathes, a Warner and Swazey heavy duty turret lathe and two screw machines.

There are two power hack saws for cutting bar stock; wet and dry tool grinders are also provided and placed at convenient locations.

There are fourteen 10 foot machinists' work benches of the new B.M.T. design. These are made of steel with tool drawers, vices, etc. All bins, lockers, racks, tool stands, etc., are also made of steel from B.M.T. designs.

A tool room, 20 feet by 40 feet and a tool crib 18 feet by 33 feet are located in the machine shop.

For handling materials the machine shop has a five-ton crane of 57 feet span and the air-brake shop has a two-ton crane of 18 feet span; the latter crane is controlled and operated from the floor. Materials are transported by storage battery trucks of the lift type. Materials and parts are placed in bins or stands with legs about 12 feet high. The storage battery truck runs its platform under the stand, lifts it up and transports the stand with its load where desired.

The tool room with its equipment is a complete machine shop in itself; the equipment comprises milling and shaping machines, cutters, tool and surface grinding machines, drills, lathes and drill pointer. The work done in the tool room consists of making and repairing tools for shop use and the work is enclosed by a heavy wire screen directly connected to the tool crib.

Much valuable material is stored in the tool crib whence it is issued on tool checks through serving windows on three sides of the room. The tool crib contains 35 steel bins, each 3 feet wide by 7 1/2-feet high for storage of tools and material for issue. The bins are arranged to form the room enclosure and heavy wire mesh forms a ceiling, preventing entrance to the room except through the, door or tool room.

The machine shop and its equipment does the machine work on repair parts for trucks, journal boxes, motor shells, draw bars, brake rigging, safety gates, parts of compressors. door engines, etc. These parts pass through the machine shop in small quantities requiring a shop which is quite different from a manufacturing plant where quantity production keeps each machine continuously engaged on one operation.

Next to the machine shop is the air brake shop where the air equipment is overhauled, repaired and tested. This equipment includes the car compressors, parts of door engines, brake valves, feed valves, compressor governors, triple valves, reservoir tanks, air hose and many similar minor parts.

The work is practically all bench work as the machine work goes to the machine shop.

The reservoir tanks are scraped, tested to 150 pounds pressure, and painted. Compressor armatures are removed and the compressors cleaned in potash and water tanks before repairs. Oil removed from incoming compressors is reclaimed and stored for use. At the north end of the shop are the benches for valve repairs with compressor and separate testing racks for each type of valve. The air brake shop makes the periodic overhaul of 1,100 car compressors, portions of 14,000 door engines, and valves and other parts in proportion. Safe working brakes on the subway cars and smooth, quick acting doors are the result of the skilled work in this department.

The Mechanical Department's New Supply Car, No. 5003

Supply car No. 5003, used by the Mechanical Department to transport materials to and from the various shops about the B.M.T. System made its first run over the elevated and subway lines on Monday, February 6th. The car, one of the most modern of its kind, is equipped with a two-ton circular crane that facilitates the loading and unloading of the car. The car is housed at the Coney Island Shops and makes that shop its focal point in the distribution of materials to the various shops of the System. The car itself is different in appearance than anything that has been seen on the Company's lines. It has the appearance of a U. S. mail car with sliding double doors on either side. It is painted red and on the sides is lettered the symbol of the B.M.T. Lines in colors. Over all it measures 48 feet 3 inches and is 8 feet 7 inches wide. The car body itself is 37 feet 6 inches long with open platforms, on which guard rails are mounted, at each end. Plenty of space is provided in the interior of the car for the storage of materials that are being transported between the Coney Island Shops and other shops of the system. About 72 square feet of open storage space is provided at one end of the car for large size material while the other end is occupied by steel lockers, suspended from the ceiling, for the handling of small size materials and materials handled in broken lots. Room is also provided for the storage of some materials under the lockers.

The center of the car houses the two-ton crane. The crane is one of the features of the new car. It is electrically operated. It easily lifts and lowers material that formerly had to be loaded and unloaded upon flat cars or in box cars by manual labor when transported from one shop to another. Now, one shopman in each shop is instructed in the operation of the crane and it is his task, on the arrival of the car, to operate it. The crane is circular and may be swung out either side of the car when the doors are open. An electrically operated extension may be projected from the arm if it is necessary and then drawn back inside the arm when the crane is ready to be swung back into the car. A switch near the motorman's cab controls the power for the operation of the crane so that it cannot be operated unless this switch is thrown in place. This is one of the many safety features governing the operation of the crane.

The car makes its run about the System on Mondays, Wednesdays and Fridays. Special motormen are assigned to its operation. This is necessary because of features in its control apparatus that are different from other subway or elevated cars. It is equipped with hand operated control that moves the car as soon as the controller is notched. Electric-pneumatic brakes stop the car similar to subway cars. The new car is also equipped with compromise type contact shoes that permit its operation over both the "L" and subway lines. The shoes are normally in the "down" position for operation over the subway third rail, and it is only necessary to raise the shoes and latch them in the "up" position for operation on the elevated lines, equipped with the third rail in the "old B.R.T." position.