Fresh Pond Road (BMT Myrtle Avenue Line)
Fresh Pond Road is a station on the BMT Myrtle Avenue Line of the New York City Subway located on Fresh Pond Road opposite of 67th Avenue at the border of Ridgewood and Glendale, Queens. The station is served by the M train at all times; this elevated station, opened on August 9, 1915 and operated by the Brooklyn Rapid Transit Company, has two tracks and an island platform. The platform is wider than those in most other stations in the system because the station was a major transfer point to the Flushing–Ridgewood streetcar Line to Flushing; this service was replaced by the Q58 bus on July 17, 1949. A brown canopy with green frames and support columns run along the entire length of the platform except for a small section at the west end. Below the station is an MTA-owned lot used for storing buses based out of the neighboring Fresh Pond Bus Depot. To the east of the station is the Fresh Pond Yard. However, it can only be accessed from Middle Village -- the next station east. Trains heading to the yard from Manhattan and Brooklyn must first enter Metropolitan Avenue reverse into the yard.
This station tracks near the east end. Two staircases from the platform go down to the waiting area, where a turnstile bank provides access to and from the station. Outside fare control, there is two sets of doors. One set of doors leads to an elevated passageway that turns 90 degrees to a short staircase before a stair goes down to the east side of Fresh Pond Road; the passageway has a high exit-only turnstile with its own staircase from the platform. The station house's other set of doors leads to a staircase that goes down to a passageway on the left and goes to a disused and gated staircase on the right; the passageway heads to a four-step stairway at the dead-end of 62nd Street, north of 68th Avenue, the staircase comes out just east of the start of the stair to Fresh Pond Road. The Fresh Pond Road entrance used to be a ramp to the mezzanine, but the ramp was removed following a 2010s renovation. Nycsubway.org – BMT Myrtle Avenue Line: Fresh Pond Road Station Reporter — M Train The Subway Nut — Fresh Pond Road Pictures Fresh Pond Road entrance from Google Maps Street View 62nd Street entrance from Google Maps Street View Platform from Google Maps Street View
Brooklyn is the most populous borough of New York City, with an estimated 2,648,771 residents in 2017. Named after the Dutch village of Breukelen, it borders the borough of Queens at the western end of Long Island. Brooklyn has several bridge and tunnel connections to the borough of Manhattan across the East River, the Verrazzano-Narrows Bridge connects Staten Island. Since 1896, Brooklyn has been coterminous with Kings County, the most populous county in the U. S. state of New York and the second-most densely populated county in the United States, after New York County. With a land area of 71 square miles and water area of 26 square miles, Kings County is New York state's fourth-smallest county by land area and third-smallest by total area, though it is the second-largest among the city's five boroughs. Today, if each borough were ranked as a city, Brooklyn would rank as the third-most populous in the U. S. after Los Angeles and Chicago. Brooklyn was an independent incorporated city until January 1, 1898, after a long political campaign and public relations battle during the 1890s, according to the new Municipal Charter of "Greater New York", Brooklyn was consolidated with the other cities and counties to form the modern City of New York, surrounding the Upper New York Bay with five constituent boroughs.
The borough continues, however. Many Brooklyn neighborhoods are ethnic enclaves. Brooklyn's official motto, displayed on the Borough seal and flag, is Eendraght Maeckt Maght, which translates from early modern Dutch as "Unity makes strength". In the first decades of the 21st century, Brooklyn has experienced a renaissance as an avant garde destination for hipsters, with concomitant gentrification, dramatic house price increases, a decrease in housing affordability. Since the 2010s, Brooklyn has evolved into a thriving hub of entrepreneurship and high technology startup firms, of postmodern art and design; the name Brooklyn is derived from the original Dutch colonial name Breuckelen, meaning marshland. Established in 1646, the name first appeared in print in 1663; the Dutch colonists named it after the scenic town of Netherlands. Over the past two millennia, the name of the ancient town in Holland has been Bracola, Brocckede, Brocklandia, Broikelen and Breukelen; the New Amsterdam settlement of Breuckelen went through many spelling variations, including Breucklyn, Brucklyn, Brookland, Brockland and Brookline/Brook-line.
There have been so many variations of the name. The final name of Brooklyn, however, is the most accurate to its meaning; the history of European settlement in Brooklyn spans more than 350 years. The settlement began in the 17th century as the small Dutch-founded town of "Breuckelen" on the East River shore of Long Island, grew to be a sizeable city in the 19th century, was consolidated in 1898 with New York City, the remaining rural areas of Kings County, the rural areas of Queens and Staten Island, to form the modern City of New York; the etymology of Breuckelen may be directly from the dialect word Breuckelen meaning buckle or from the Plattdeutsch Brücken meaning bridge. The Dutch were the first Europeans to settle Long Island's western edge, largely inhabited by the Lenape, an Algonquian-speaking American Indian tribe who are referred to in colonial documents by a variation of the place name "Canarsie". Bands were associated with place names, but the colonists thought their names represented different tribes.
The Breuckelen settlement was named after Breukelen in the Netherlands. The Dutch West India Company lost little time in chartering the six original parishes: Gravesend: in 1645, settled under Dutch patent by English followers of Anabaptist Lady Deborah Moody, named for's-Gravenzande, Netherlands, or Gravesend, England Brooklyn Heights: as Breuckelen in 1646, after the town now spelled Breukelen, Netherlands. Breuckelen was located along Fulton Street between Smith Street. Brooklyn Heights, or Clover Hill, is where the village Brooklyn was founded in 1816. Flatlands: as Nieuw Amersfoort in 1647 Flatbush: as Midwout in 1652 Nieuw Utrecht: in 1657, after the city of Utrecht, Netherlands Bushwick: as Boswijck in 1661 The colony's capital of New Amsterdam, across the East River, obtained its charter in 1653 than the village of Brooklyn; the neighborhood of Marine Park was home to North America's first tide mill. It was built by the Dutch, the foundation can be seen today, but the area was not formally settled as a town.
Many incidents and documents relating to this period are in Gabriel Furman's 1824 compilation. What is Brooklyn today left Dutch hands after the final English conquest of New Netherland in 1664, a prelude to the Second Anglo–Dutch War. New Netherland was taken in a naval action, the conquerors renamed their prize in honor of the overall English naval commander, Duke of York, brother of the monarch King Charles II of England and future king himself as King James II of England and James VII of Scotland; the English reorganized the six old Dutch towns on southwestern Long Island as Kings County on November 1, 1683, one of the "original twelve counties" established in New York Pro
New York City Subway rolling stock
The New York City Subway is a large rapid transit system and has a large fleet of rolling stock. As of November 2016, the New York City Subway has 6418 cars on the roster; the system maintains two separate fleets of passenger cars: one for the A Division routes, the other for the B Division routes. All A Division equipment is 8 feet 9 inches wide and 51 feet long while B Division cars are about 10 feet wide and either 60 feet 6 inches or 75 feet 6 inches long; the A Division and B Division trains operate only in their own division. The A Division sections have narrower tunnel segments, tighter curves, tighter platform clearances than the B Division sections, so B Division trains cannot fit in the A Division tunnels and stations, while A Division trains would have an unacceptably large gap between the platform and train if they were allowed in the B Division lines; the safety train stop mechanism is not compatible between divisions, being located on opposite sides of the track and train in each division.
Service and maintenance trains are composed of A Division-sized cars, so they can operate with either division's clearances and they have safety train stops installed on both sides of the trucks. All rolling stock, in both the A and B Divisions, run on the same 4 foot 8.5 inches standard gauge and use the same third-rail geometry and voltage. The 75-foot -long cars, like the R44s, R46s, R68s, R68As are not permitted on BMT Eastern Division – the J, L, M and Z trains – because of sharper curves on those tracks. A typical revenue train consists of 8 to 10 cars; the G runs 4-car trains, the 7 runs 11-car trains. When the Brooklyn Rapid Transit Company entered into agreements to operate some of the new subway lines, they decided to design a new type of car, 10 feet wide and 67 feet long; the subject of several patents, the car's larger profile was similar to that of steam railroad coaches, permitting greater passenger capacity, more comfortable seating, other advantages. The BRT unveiled its design, designated BMT Standard, to the public in 1913 and received such wide acceptance that all future subway lines, whether built for the BRT, the IRT, or the IND, were built to handle the wider cars.
When the R44s and R46s were rebuilt, the rollsigns on the side of the cars were replaced with electronic LCD signs while the front service sign remained as a rollsign. In sharp contrast, the rebuilt R32s and R38s retained rollsigns on the sides, but a flip-dot display was placed in the front; the MTA has been incorporating newer subway cars into its stock in the past decade. Since 1999, the R142s, R142As, R143s, R160s, R188s have been added into service. All cars built since 1992, are equipped with digital signs on the front and interior. Old cars, some from the original companies, are preserved at the New York Transit Museum, while others have been sold to private individuals and/or other railway/trolley museums. Between 1984 and 1989 some of the IRT trains were painted giving them the name Redbirds. By September 2010, many older BMT/IND cars were retired and replaced with the R160s; the General Overhaul Program was a mid-life overhaul program for neglected subway cars which involved thorough rebuilding of the fleet.
Since the completion of the GOH program, the new Scheduled Maintenance System program has replaced the GOH program by ensuring that trains do not reach a state in which they would need such an overhaul. The car types which were part of the MTA NYCT GOH program are the IRT Redbirds, as well as IND/BMT cars; these cars were rebuilt between 1985 and 1992. Some cars in various classes from R10 to R46 were given lighter overhauls during this period. Cars purchased by the City of New York since the inception of the IND and for the other divisions beginning in 1948 are identified by the letter "R" followed by a number; this number is the contract number. Cars with nearby contract numbers may be identical being purchased under different contracts; the New York City Board of Transportation settled on a system of documentation, still in place under MTA New York City Transit. This included a prefix letter or letters that indicated the Department that the specific documentation, followed by a series of numbers of a length defined by the specific department concerned.
For example, the Surface Department used the letter "S", while the Rapid Transit Department used the letter "R". A new R- number is assigned for any vehicle purchase involving a bidding process. Since the 1970s, the system has suffered from "R- inflation" going through only 46 R- numbers in its first 40 years, but over 114 in its subsequent 30. Possible reasons include an increased number of specialized maintenance vehicles that were made in house or a lower floor for requiring a formal bidding process in order to reduce waste and abuse. In 2001, the New York City Transit Authority started disposing of retired subway cars by dumping them at sea to create artificial reefs, with the intention of promoting marine life; this option was chosen. Further, the artificial reefs would provide environmental and
The Redbird trains were the 1,410 New York City Subway cars of the following types: R26, R28, R29, R33 Main Line, R33 World's Fair, R36 ML, R36 WF. All were built by the St. Louis Car Company; these cars were painted a deep red to combat graffiti, which had become a major problem in the late 1970s and early 1980s. The deep red color was referred to as Gunn Red or "Broad Street Red" in honor of its originator David L. Gunn, the former SEPTA General Manager who became President of the New York City Transit Authority during this period. Entering service in various colors, these cars received the new paint scheme between 1984 and 1989. Sixteen R17s were given this paint scheme in 1985/86, but were retired by 1988, well before the name "Redbird" caught on. Today, repurposed Redbird cars serve as garbage trains or rider cars on locomotive-hauled work trains, while others have been preserved by various museums; these cars were built by two different manufacturers. American Car and Foundry built the R26 cars in 1959–1960 and the R28 cars in 1960–1961.
St. Louis Car Company built the R29 cars in 1962, the R33 in 1962–1963, R33 World's Fair single cars in late 1963, the R36 and R36 World's Fair in 1964; the cars provided passenger service on the 2, 4, 5, 6, 7 trains. They were used on Fan Trips on some B Division services as well. Most Redbirds were replaced by the new R142 and R142A cars; the final trip made by a train consisting of Redbirds was made on November 3, 2003 on the 7. 1,292 Redbirds have been sunk at sea off the coasts of Delaware, New Jersey, South Carolina, Virginia as artificial reefs to promote marine life, to serve as a barrier and to enhance recreational scuba diving by Weeks Marine Inc. An episode of CSI: NY titled "The Deep" used these cars as part of the story line, featured well-replicated underwater shots of mock ups of the cars. However, the show places them in New York City's East River; some Redbirds are used on the Train of Many Colors, which includes numerous historical subway cars in their original livery, all with contrasting colors.
These cars are in the museum fleet. R33 9075 is on display at Queens Borough Hall in Queens. R28 pair 7926-7927 are preserved at the Illinois Railway Museum in Union, Illinois with trolley poles added for the ability to run on the museum's mainline. R33WF is at the Seashore Trolley Museum modified with trolley poles for operation at the site; some R27 and the rebuilt R30, R30A BMT/IND cars were referred as the BMT Redbirds after they were painted Gunn Red during the late 1980s. The MBTA Red Line in Boston used the Redbird name starting in the late-1970s when that line's rolling stock was repainted into a red scheme. However, that usage of Redbird followed a tradition set with those fleet's prior paint schemes. Notes Sources New York Times. "Refloating a Notion About Subways" by Jeremy Pearce. April 28, 2002. New York Times. "Growing Pains for a Deep-Sea Home Built of Subway Cars" by Ian Urbina. April 8, 2008. Media related to Redbirds at Wikimedia Commons
Money Train is a 1995 American action film starring Wesley Snipes, Woody Harrelson and Jennifer Lopez as New York City transit cops and Robert Blake as their iron-fisted boss. After losing his job, Harrelson's character plots to hijack and rob the "money train" which hauls collected fare revenues for the New York City Subway from the system's stations. Foster brothers John and Charlie work. On Christmas, they chase a mugger into a subway tunnel. All trains traveling in their direction are halted but transit captain Donald Patterson allows the money train to continue. John and Charlie avoid getting hit by the train and the mugger, a teenage boy, is shot dead at the next station by transit cops guarding the money train; this triggers a brawl between John and the other transit cops. Patterson blames the two for causing the money train to arrive late. Charlie asks John to borrow $300 to buy a Christmas present, but Charlie instead uses the money to pay off some of his gambling debts to the sleazy night club owner Mr. Brown.
Brown intends to have Charlie killed by throwing him off a building, but John bursts in and interrupts, telling Brown that he has the money Charlie owes him. Brown reveals to John that Charlie is $15,000 in debt, so John offers to have the money delivered in a few days. Brown lets Charlie live. During their night shift and Charlie are introduced to Grace Santiago, a decoy transit officer newly assigned to their unit. Both brothers take a liking to her. During their patrol, a serial killer known as the Torch sets it on fire. John and Charlie rescue the booth worker and put out the fire. At a local bar, Charlie reveals a plan to rob the money train in order to pay off their debts, but John, judging the caper impossible, rejects the idea; that night, the two brothers and Grace are assigned to patrol the money train. As Charlie discovers a grate in the floor and a ladder leading to Central Park, a brawl breaks out between John and another officer involving the entire squad. Patterson again blames the two for the incident and accuses them of taking some train money, but after it is found that a collection agent miscounted, Patterson continues to insult them.
At the bar, Charlie tells John that the best time to rob the money train would be on New Year's Eve because of looser subway security and because the subway makes the most money on that date: up to $500,000. The plan involves entering the train through the metal grate when the train has stopped, driving it to the maintenance ladder, escaping into Central Park. John remains reluctant to attempt the theft. John gives Charlie the $15,000 he needs to pay back Mr. Brown, but on the train, Charlie loses it to a thief, he is brutally beaten by his men. When Charlie comes back home, he looks at John's house from his window and he sees Grace and John sleeping together. Charlie tells John that he's happy for him, but he's saddened by Grace's rejection. To nab Torch, an ambush is arranged for which Grace is disguised as an attendant at a station token booth. Torch notices this and, to distract the police, pushes a man in front of a moving train, killing him. Torch sprays gasoline on Grace, but before he can light it, Charlie alerts the other officers, who shoot at Torch.
John pursues him into another station. Torch is pushed under a moving train, killing him. Patterson fires Charlie for ruining the ambush, when John tries to defend Charlie, he's fired as well. John heads to the strip club of the mobsters who beat up his brother and were threatening him for failing to pay up his gambling debts and, after storming inside, beats them all up utilizing his Kung-Fu skills, including knocking down the criminal boss of the organization, with a 360-degree kick. Charlie decides to go ahead with his robbery plan. John is reluctant to do anything about this; when the money train stops at one of the stations, Charlie enters the train from beneath and drives it to the maintenance ladder, but he can't escape with the money due to the presence of a group of policemen. Meanwhile, John persuades Charlie to drive further to prevent their arrest. Knowing that Patterson will direct his team to trip the train's brakes, the duo bleeds the brakes. Patterson orders a steel barricade erected to stop the train, but John increases the speed of the money train to its maximum so that it smashes through the barricade.
Transit control officer Kowalski declares the money train a runaway and starts clearing tracks, but Patterson diverts the money train onto a track occupied by a passenger train to keep it from having a clear path, putting innocent people at grave risk. The money train rams into the passenger train and slows down, but speeds up again because it's in full throttle and rams the train again, it keeps ramming the passenger train with the increasing risk of derailing it and killing everyone on board. Since the money train now has no braking power and the throttle lever is jammed at full power, the brothers decide to throw it into reverse, derailing it and killing both of them but allowing the passengers to live. Charlie comes up with an idea and positions an iron bar in such a way that when the money train rams the other train once more, the bar trips the reverse lever. Both of them proceed to the front; when the trains collide one more time, the reverse lever is activated and both brothers jump across to the other train as the money train derails, tumbles around several times knocking over sever
A railway brake is a type of brake used on the cars of railway trains to enable deceleration, control acceleration or to keep them immobile when parked. While the basic principle is familiar from road vehicle usage, operational features are more complex because of the need to control multiple linked carriages and to be effective on vehicles left without a prime mover. Clasp brakes are one type of brakes used on trains. In the earliest days of railways, braking technology was primitive; the first trains had brakes operative on the locomotive tender and on vehicles in the train, where "porters" or, in the United States brakemen, travelling for the purpose on those vehicles operated the brakes. Some railways fitted a special deep-noted brake whistle to locomotives to indicate to the porters the necessity to apply the brakes. All the brakes at this stage of development were applied by operation of a screw and linkage to brake blocks applied to wheel treads, these brakes could be used when vehicles were parked.
In the earliest times, the porters travelled in crude shelters outside the vehicles, but "assistant guards" who travelled inside passenger vehicles, who had access to a brake wheel at their posts, supplanted them. The braking effort achievable was limited and it was unreliable, as the application of brakes by guards depended upon their hearing and responding to a whistle for brakes. An early development was the application of a steam brake to locomotives, where boiler pressure could be applied to brake blocks on the locomotive wheels; as train speeds increased, it became essential to provide some more powerful braking system capable of instant application and release by the train operator, described as a continuous brake because it would be effective continuously along the length of the train. In the UK, the Abbots Ripton rail accident in January 1876 was aggravated by the long stopping distances of express trains without continuous brakes, which -it became clear- in adverse conditions could exceed those assumed when positioning signals.
This had become apparent from the trials on railway brakes carried out at Newark in the previous year, to assist a Royal Commission considering railway accidents. In the words of a contemporary railway official, these showed that under normal conditions it required a distance of 800 to 1200 yards to bring a train to rest when travelling at 45½ to 48½ mph, this being much below the ordinary travelling speed of the fastest express trains. Railway officials were not prepared for this result and the necessity for a great deal more brake power was at once admitted Trials conducted after Abbots Ripton reported the following However, there was no clear technical solution to the problem, because of the necessity of achieving a reasonably uniform rate of braking effort throughout a train, because of the necessity to add and remove vehicles from the train at frequent points on the journey.. The chief types of solution were: A spring system: James Newall, carriage builder to the Lancashire and Yorkshire Railway, in 1853 obtained a patent for a system whereby a rotating rod passing the length of the train was used to wind up the brake levers on each carriage against the force of conical springs carried in cylinders.
The rod, mounted on the carriage roofs in rubber journals, was fitted with universal joints and short sliding sections to allow for compression of the buffers. The brakes were controlled from one end of the train; the guard wound up the rod, to release the brakes. When the ratchet was released the springs applied the brakes. If the train divided, the brakes were not held off by the ratchet in the guard's compartment and the springs in each carriage forced the brakes onto the wheel. Excess play in the couplings limited the effectiveness of the device to about five carriages; this apparatus was sold to a few companies and the system received recommendation from the Board of Trade. The L&Y conducted a simultaneous trial with a similar system designed by another employee, Charles Fay, but little difference was found in their effectiveness. In Fay's version, patented in 1856, the rods passed beneath the carriages and the spring application, which offered the important "automatic" feature of Newall but could act too fiercely, was replaced by a worm and rack for each brake.
The chain brake, such as the Heberlein brake, in which a chain was connected continuously along the train. When pulled tight it activated a friction clutch that used the rotation of the wheels to tighten a brake system at that point. Hydraulic brakes; as with car brakes. These found some favor in the UK, but water was used as the hydraulic fluid and in the UK "Freezing possibilities told against the hydraulic brakes, though the Great Eastern Railway, which used them for a while, overcame this by the use of salt water" The simple vacuum system. An ejector on the locomotive created a vacuum in a continuous pipe along the train, allowing the external air pressure to operate brake cylinders on every vehicle; this system was cheap and effective, but it had the major weakness that it became inoperative if the train became divided or if the tra
AB Standard (New York City Subway car)
The AB Standard was a New York City Subway car class built by the American Car and Foundry Company and Pressed Steel Car Company between 1914 and 1924. It ran under the operation of the Brooklyn Rapid Transit Company and its successors, which included the Brooklyn–Manhattan Transit Corporation, the New York City Board of Transportation, the New York City Transit Authority. In their earliest days of service, operating crews called them Steels to distinguish them from the wooden BU elevated cars. However, these cars were most referred to as BRT Standards, BMT Standards, or Standards. Train crews and the car shop departments referred to them as 67-foot cars, AB-types, or most AB's. For their time, the cars introduced a significant number of improvements to urban rapid transit; when the BRT was to begin operating new subway lines, planned under the Dual Contracts of 1913, it marked the BRT's entry into providing subway service in New York. The BRT had only provided passenger rail service on elevated or surface routes.
Expansion into the subway meant the BRT had to design a subway car suitable to run underground in tunnels. This meant the new cars would have to be different from the BRT's elevated fleet, stronger; the BRT was a forward-thinking company, sought to design a car that improved upon those in use on the IRT subway. To do this, the BRT hired engineer Lewis B. Stillwell to design the cars, based on his work in the railway industry, it was known ahead of the actual signing of the Dual Contracts that the BRT was to operate subway routes, so the engineering effort began prior to 1913. Stillwell completed his initial designs for the new 67 foot Standard cars by 1912. In September 1913, a wooden mockup of Stillwell's Standard design was placed on display in Brooklyn for the public and received positive reviews; this was enough to go ahead with an order of the new cars. All told, 950 Standards were purchased between 1914 and 1924. 100 motorized cars were ordered every year from 1914 to 1922, 50 unpowered trailer cars were ordered in 1924.
2 additional cars were delivered as part of the 1919 order to replace 2 cars, damaged the previous year. As delivered, all 900 motor cars were "singles", meaning that each could be run by itself if so desired. Trains would be made up of singles coupled together. However, many cars as delivered in years were coupled into units as indicated below; the first run of the cars was not until early 1915 when several units specially equipped with trolley poles test operated on the Sea Beach Line prior to its formal opening as a subway line, which took place on June 22, 1915. From on, the Standards operated regular subway service. Trolley poles were removed from those cars, specially equipped. During their service lives, the Standards saw time on all four Coney Island bound routes - the West End Line, Culver Line, Sea Beach Line, Brighton Line, they ran in the Fourth Avenue Subway, the Broadway Subway, on the Astoria Line, as well as parts of the BMT's "Eastern Division," which includes the Jamaica El, Myrtle Avenue El, Nassau Street Subway, the 14th Street – Canarsie Line.
During the late 1950s, well into their service lives, the cars saw service on the IND Queens Boulevard Line once the 60th Street Tunnel Connection was completed and Broadway service was extended to Forest Hills – 71st Avenue in Queens. In 1958, a brief test was conducted using a train of these cars in IND F service between 179th St.-Jamaica and Broadway-Lafayette St. Several significant modifications were made during the cars' period of service. In 1919 and 1920, the passenger compartment of the oldest cars was upgraded to add fans, additional lighting, more places for standees to hold on. At that time, the cars were modified to operate in new arrangements. In addition, the cars were modified to allow an entire train's doors to be opened or closed from one point on the train. Prior to this modification, it had been necessary to station a conductor in every car of a train to operate doors. Following the modification, one conductor could operate the doors for an entire train; this allowed the BRT, after 1923, the BMT, to reduce operating costs.
The modification involved connecting 9 point jumpers between cars to pass along electric door control signals from the conductor's position. In 1927, platforms along the Southern Division stations were being extended to allow for the operation of full length, 8-car trains; such trains still required the use of two conductors. Further modifications were made in the late 1950s; as the Standards were nearing the end of their useful service life, the New York City Transit Authority set up a plan to retire the cars by the end of the 1960s. Trailers were to be retired first, in the early part of the 1960s; this was a matter of practicality since all trailer cars in the New York City Subway were being phased out. Motor cars would be retired next, starting with the oldest cars; the rest of the fleet would need to serve longer until new car orders could replace them, so cars 2400–2799 were to receive a light overhaul to allow them to serve through the 1960s. Car 2899 was overhauled, as it was part of a three-car set with two cars that fell within the scope of the program.
Cars 2800–2898 were not overhauled as they had a non-stan