On January 20, 2006 at the APTA Streetcar and Heritage Trolley
Subcommittee meeting in Philadelphia, Dave Casper, Assistant Chief Engineer,
New Vehicle Programs for the Southeastern Pennsylvania Transportation
Authority presented the evolution of this project. Click on the following
link for a copy of his Powerpoint slides:
Below are notes taken during this presentation by Jim Schantz based on
Dave's comments and those of other attendees at the meeting:
18 cars in contract w/Brookville
-
Work done:
Extensive shell reconstruction
New door panels, rebuilt door motors
New wheelchair lift
New HVAC
Refurbished interior lighting
Refurbished seating
New auxiliary power system
New trucks
New AC propulsion
New Interior linings
-
Extensive corrosion at base of roof, top
of letterboard
-
Stripped bodies to frame, roof sheeting
removed, carlines replaced
-
Shells grit blasted offsite--used steel
shot for blasting
-
Stepwells replaced
-
New carlines fabricated in-house by
Brookville as was rail above standee windows
-
Curved roof ends kept intact but welded
up to fix leaks
-
Bolsters tested and repaired
-
If more than 20% deterioration, steel
replaced
-
New roof sheets – 2 long skin pieces
instead of 9 pieces original – overlapping seam at top center of roof –
all providing better waterproof – (steel was not Cor-Ten -- was mild
steel-10/30)
-
Blasted under anti-climbers – but SEPTA
has recently found some rust there
-
Had to change support structure
underneath to support new equipment – such as new inverter boxes
-
Did analysis to verify weight loading
side to side – planned layout worked well – inverters a/c, wheelchair
lifts were critical and thought would balance out well
-
Total weight around 42,000 pounds
(heavier than non-air conditioned original)
-
Sheet metal below standee windows on
exterior was replaced
-
Added insulation for HVAC – as original
PCC design did not have any – helped quiet the interior considerably –
became one of most dramatic changes with car – removing window crank
mechanisms quieted it considerably – sprayed interior with sound deadening
material and that also helped
-
New plastic interior cladding also
contributed to quiet.
-
Restored interior lights – changed
voltage put kept original look
-
Bringing air conditioning into vehicle
was a challenge – added grating above lights at edges of headlining –
after considerable work got air distribution to work very well. A/C
capacity is 10 tons
-
To keep costs down took seats from
obsolete articulated Volvo buses – made in 1980s – stainless steel with
cloth covered inserts. Putting same seats in Market-Frankfurt cars –
inserts cheap to replace – don’t clean them, just replace – saving money
on these cars and Market Frankfurt
-
Electrical system and wiring completely
changed. All gauges and controls in operator’s cab 12 or 24 volt – so
could easily use truck parts, stop lights, etc. holding cost down
-
Built equipment cabinet behind operator
-
Propulsion computers by Kiepe – will last
indefinitely
-
Brookville Truck – based on B-3 as
designed for New Orleans – AC Skoda motors – disk brake instead of drum
brake – geared for higher horsepower
-
Door panels new – made out of composite
materials – rewound door motors to 24 volt
-
Couldn’t put wheelchair lift at front
door because of taper of car creates unworkable angle for lift to line up
with platforms – instead followed Kenosha example of placing lift at
center door
-
As historical car didn’t have to meet
ADA, but tried hard to meet it – letterboard didn’t have to be changed –
doesn’t comply with height for standing person on lift as comes in under
top of door frame – had ADA people in and they didn’t object to this
feature – should be 68 inches, but much less possible – lift manufacturer
owned by Ricon – tie downs not required on streetcar but put them in
anyways - roughly 4 minute cycle time to operate lift – operator has to
come outside to supervise person getting on
-
Couldn’t find anyone who would make steps
that would lift to be level (like Muni’s now-retired Boeing LRVs) – as
well would take entire width of car underneath – equipment in way
-
No formal sign off from ADA committee on
final design but have photos of ADA people examining car
-
Live testing found clearance issue at 40th & Girard boarding platform coming from seldom used curve– was only issue
they had in clearance on new route – removed part of platform
-
Final cost was $1.2 million per vehicle
-
SEPTA has 141 Kawasaki cars from 1991 –
so when PCCs are 15 years old and Kawasaki’s 30 years old – want to do
joint procurement to replace both fleets
-
Route 15 justified for economic
redevelopment reasons – that’s what justified $50 million for 8 miles –
and economic regeneration now starting along the route
-
Various attendees noted that the line has
suffered from severe operational issues including a driver boycott and
frequent bus substitution. Ridership has declined since streetcars coming
on – 250 riders per day. (8000 to 7800 per day). Complaints have
skyrocketed. However, these can be traced to poor reliability and long
wait times (45 minutes not uncommon). There is some fear that management
actions are not consistent with trying to make the line succeed.
-
SEPTA plans to start short-turning some
cars to try to provide heavier service to the central section of the line
-
City not helping in removing parked cars
that block the line – police won’t come when called.
-
Started line without enough operators
trained. Never trained street supervisors on street cars (as opposed to
buses) so couldn’t clear breakdowns quickly.
-
On time reliability of line not good.
-
Interest from people in Chestnut Hill to
see route 23 brought back – at least upper half. Not much being heard from
people along route 50 – all 3 lines had been promised for return in 1992 –
Luzerne depot gone but possible room at bus facility for storing a future
fleet to serve these lines
