The MS Multi-section was a series of New York City Subway cars. They were built in prototype form in 1934 with production models built in 1936. Built by the Budd, Pullman and St. Louis car companies, they were called "Multis" for short. They were so named because each car was an articulated car made of five sections; though the MS Multi-section fleet's lengths differed, their average length was. The MS Multi-section fleet consisted of 27 cars. The two prototype cars were the Zephyr, manufactured by the Budd Company, and the Green Hornet, manufactured by the Pullman Company; these were scrapped during World War II. The 25 production cars were made by the Pullman and St. Louis companies, and remained in service until 1961. None of the MS Multi-section cars survive today.
Background
The MS was an articulated car made up of five sections. Their average length was, making them the longest articulated units ever used in the history of the BMT. The first two cars delivered were pilot cars. One was manufactured by the Budd Company, and the other by Pullman Company. The Pullman version was known as the Green Hornet, while Budd's was called the Zephyr, both names being unofficial. The Green Hornet and the 25 production cars had two double-leaf doors on each section, while the Zephyr had four single-leaf doors on each section. These cars were in production at the same time as the Union Pacific M-10000 and the Budd Pioneer Zephyr for the CB&Q. Testing of these cars proved successful and the BMT ordered a further 25 cars, 15 from Pullman and 10 from St. Louis Car Co.
History
Prototypes
The Zephyr and the Green Hornet, originally numbered 7002/7003 and 7000/7001, respectively, were delivered in 1934. The two units were initially tested on the Fulton Street elevated for comparison, and when the tests were concluded they were relegated to Franklin Ave. Shuttle service, almost never appearing in through service to Brighton Beach or Coney Island except occasionally for put-ins or layups. In 1937, the Green Hornet was renumbered to 7003, and the Zephyr was renumbered to 7029. The Green Hornet had undergone some slight modifications, and the BMT management hoped to eventually run it in consists with the Pullman-Standard built Multi units. However, with the onset of World War II, the Green Hornet was scrapped in 1942 for its valuable aluminum body. The unit had been plagued by master controller problems and was only in service for three years before it was withdrawn after maintenance revealed two cracked trucks. The Zephyr had a much better service record and remained in service on the Franklin Avenue Shuttle until it was retired in 1954. The unit was then scrapped in 1959.
Production cars
The 25 production cars were built by Pullman Standard and the St. Louis Car Company. Units 7003 and 7014-7028 A-B-C-B1-A1 were built by Pullman, while units 7004-7013 A-B-C-B1-A1 were built by St. Louis Car Company. They were introduced in 1936, but were quickly withdrawn from service for truck modifications. The St. Louis built units over the years were particularly troublesome in that regard. Despite all issues, the production cars were returned to service one year later and began serving on the Canarsie Line. In December 1956, the cars were transferred to Myrtle-Chambers service for purposes of cutting their mileage, as was commonly done at the time with all oddball types of equipment. One train in addition ran in the Broadway "short line" service. In February, 1958, a few units underwent a one-week stint in Franklin Avenue service. They were finally retired from service on September 5, 1961 by the R27s and R30s. All were scrapped later that year.
Additional information
The MS was notable for its rapid acceleration rate and its "balancing speed" — the maximum speed attainable on level track, running empty — was relatively high. The Zephyr was built without couplers, so it could only operate as a single unit. The Green Hornet subway car was among the first subway cars to incorporate a warning tone that sounds before the doors begin to close as the train prepares to leave the station. This feature, however, would not become standard for all subway cars until the R44 order in 1971.
