Massachusetts Bay Transportation Authority 3424

In the 1970s, transit systems in Boston, Philadelphia and San Francisco sought to replace their aging fleets of PCC streetcars. Based on a standard design from a Japanese manufacturer, the Standard Light Rail Vehicle was an attempt forced by the Federal Government to use a single car design for the three cities with vastly different needs. Eventually these differences led to Philadelphia dropping out of the project and subsequently acquiring shorter cars similar in configuration to the PCCs. With no new streetcars having been designed for the U. S. in over 20 years, technology had advanced tremendously, and the Standard LRV cars were an attempt to adopt the new technology to an old industry. Unfortunately, instead of having Tokyu Car Co. of Japan design the entire car, the Federal Government’s Buy American policy required a high level of U. S. built content, so Boeing-Vertol (a subsidiary of the Boeing Company which built helicopters) was hired to procure and integrate the systems to be used. As a result, the components used were not always designed for railway service, resulting in a failure-prone car with little reliability. The original plug door mechanism contained over 2000 individual parts, compared to about 40 on a PCC. The air conditioning system drew intake air from below the car. Unfortunately it also vacuum cleaned the subway, drawing dust into the system and clogging the filters. The SLRVs’ modern features included articulation, a pantograph, D.C. chopper propulsion, separately excited D.C. traction motors and air assisted hydraulic brakes. Sunburg-Ferrar styled the SLRVs to give a smooth, streamlined surface with continuous lines. These cars were the first in the U.S. to be termed “light rail vehicles” instead of streetcars. The MBTA ordered 175 SLRVs in 1975, but deliveries were delayed and most, including No. 3424, did not enter service until 1977. Some of Boston’s cars went to San Francisco as Boston rejected them. Boston wound up with about 142 cars instead of 175 in the original plans, and the entire fleet was never in service at once. One car was retired only days after it was accepted. Boston’s SLRVs ran on the MBTA Green Line routes and carried the green paint scheme. Mechanical problems with the SLRVs meant that the MBTA had to keep operating some its PCC cars. The MBTA overhauled No. 3424 in 1981 and in 1986 giving it new doors and a roof air conditioner. In 1996, the MBTA contracted Amerail to rebuild about 70 cars, including No. 3424. The result of the rebuilds was that some of the car’s most glaring faults were corrected. The rebuilds raised the cars’ reliability to record levels, but parts supply became an issue as vendors were no longer willing to supply items unique to the cars. Newer Green Line vehicles from Kinki Sharyo and Breda allowed the MBTA to stop running its Boeing-Vertol cars by 2007. Seashore acquired No. 3424 as an example of the rebirth of the streetcar after its virtual demise in the 1950s. Seashore considered acquiring a different MBTA SLRV (No. 3444) which had its original plug doors. However, No. 3444 was not in operating condition. So, rebuilt car 3424 was chosen for preservation and moved to Maine by Silk Road Transportation, experts at moving very long rail cars. Since its arrival Seashore’s members have addressed roof leaks and other issues threatening the car’s electronics.