If they tied themselves to the track that’s their own fuckin’ fault 5:23 GREAT logic btw we going to the D branch for this one!

If you want get to the other platform without paying take the Wonderland train that your currently on and switch at Beachmont and get on and get off at Suffolk Downs on the Bowdoin side!

The Blue Line is BY far the best line in my opinion for one reason That Curve on the Orient Heights to Wood Island with that bridge is the best part about the line because you can literally wave your hand as the train is passing by and you can just film the train speeding by! Both Green and Blue Line platforms got Renovated during that time 20:15

In my own honest opinion: The MBTA should send a pair of each of the old, respective Red Line train series, to a U.S. railway/trolley museum that's potentially interested in making new acquisitions and if they fit within their mission statement(s). Well, I'm going to keep trying to find a place. I've received a total of 4 rejection letters from the following (1 from each place): Illinois Railway Museum, North Carolina Transportation Museum, Railroad Museum of New England, and Shore Line Trolley Museum, respectively.

Thank You for coming Back love you vids!

My favorite train on the MBTA is the blue line 700s.

The Presidents’ Conference Committee (PCC) is a streetcar design that was first built in the United States in the 1930s. The design proved successful domestically and after World War II it was licensed for use elsewhere in the world where PCC based cars were made. The PCC car has proved to be a long-lasting icon of streetcar design and many remain in service around the world. Three PCCs on the San Francisco Municipal Railway’s F line. Pictured are an example of one double-ended streetcar and two single-ended cars. In service: 1936-present Manufacturer: St Louis Car Company Pullman Standard Constructed: 1935-1952 (US) 1949-1978 (Europe) Number built: 5,000+ Number preserved: 328+ Capacity: 52-61 seats Traction motors: 4 x 55 hp (41 kW) motors, 43:6 (～7.17) gear ratio Electric systems: 600 V DC from overhead catenary Current collectors: Pantograph or trolley pole UIC classification: Bo’Bo’ AAR wheel arrangement: B-B Braking systems: Dynamic Service Braking; Friction; for Final Stop, Park; Magnetic Track gauge: 5 ft 2 in a half in (1,588 mm) and other broad gauges 4 ft 8 in a half in (1,435 mm) standard gauge 1,000 mm (3 ft 3/8 in) and other narrow gauges The Presidents’ Conference Committee (PCC) originated from the design committee formed in 1929. It was renamed the “Electric Railway Presidents’ Conference Committee” (ERPCC) in 1931. The group’s membership consisted primarily of representatives of several large operators of U.S. urban electric street railways plus potential manufacturers. Three interurban lines and at least one “heavy rail”, or rapid transit, operator-Chicago Rapid Transit Company-were represented as well. Also included on the membership roll were manufacturers of surface cars (streetcars) and interested component suppliers. ERPCC’s goal was to design a streamlined, comfortable, quiet and fast accelerating and braking streetcar that would be operated by a seated operator using floor-mounted pedal controls to better meet the needs of the street railways and appeal to riders. ERPCC prepared a detailed research plan, conducted extensive research on streetcar design, built and tested components, made necessary modifications and revisions based upon the findings and ultimately produced a set of specifications for a standardized and fixed design. It included a modest list of available options with ample room for customer customization but was to be built with standard parts as opposed to a custom designed car body with diverse parts added depending on the whims and requirements of the individual customer. Numerous national and international users operated large fleets of PCC cars for many years. Many design patents resulted from the work of ERPCC. These were transferred to a new business entity called the Transit Research Corporation (TRC) when ERPCC expired in 1936. Although this company continued the work of research on improvements to the basic design of the car and issued sets of specifications three times in the ensuing years, because TRC defined a PCC car as any vehicle which used patents on which it collected royalties, it was formed for the primary purpose of controlling those patents and promoting the standardization envisioned by the ERPCC. The company was funded by its collection of patent royalties from the railways which bought PCC cars. The company was controlled by a voting trust representing the properties which had invested in the work of ERPCC. One participant in Committee meetings, Philadelphia trolley manufacturer J.G. Brill Company, brought a competitive design-the Brilliner-to market in 1938. Because Raymond Loewy designed elements that were very similar to the PCC look, the Brilliner attracted no large orders, being built only for Atlantic City Transit and the Red Arrow Lines in suburban Philadelphia. Fewer than 50 were sold. A significant contribution to the PCC design was noise reduction with extensive use of rubber in springs and other components to prevent rattle, vibration and thus noise and to pwocide a level of comfort unknown before. Wheel tires were mounted between rubber sandwiches and were electrically isolated so that shunts were required to complete a ground. Resilient wheels were used on most PCC cars, with later heftier versions known as “Super-Resilient”. Gears were another source of considerable noise, solved by employing hypoid gears which are mounted at a right angle to the axle, where three of the six teeth constantly engaged the main gear, reducing lash and noise. All movable truck parts employed rubber for noise reduction as well. Satisfactory Cushion Wheel of Vital Importance; Develop New Truck Design; Generous Use of Rubber” are headings within a paper that Chief Engineer Clarence F. Hirshfeld both presented and published. After a specification document suitable for purchasing cars was generated by TRC, orders were placed by eight companies in 1935 and 1936. First was Brooklyn & Queens Transit Corporation (B&QT) for 100 cars, then Baltimore Transit Co. (BTCo) for 27 cars, Chicago Surface Lines (CSL) for 83 cars, Pittsburgh Railways Co. (PRCO) for 101 cars, San Diego Electric Railway (SDERy) for 25 cars, Los Angeles Railway (LARy) for 60 cars and then Boston Elevated Railway (BERy) for one car. In late 1935 or early in 1936 Westinghouse Electric Corporation pressed for one car to be equipped with their electrical equipment for testing in Pittsburgh, since the Brooklyn order would have all cars equipped by General Electric and Clark Equipment Company pressed for one car to be made by them of aluminum for delivery to B&QT. Agreements among the parties were reached whereby St Louis Car Company would build 101 essentially identical cars and Clark would build one of its own body design. Brooklyn received its first car number 1001 on May 28, 1936, PRCo took delivery of car number 100 on July 26, 1936 and Baltimore received its first car on September 2, 1936. In the late 1936 discussions of operating experience, it was noted that the Brooklyn car had run 3,000 miles by the time the Pittsburgh car had run 1,000 miles. One of the key patents was filed by Dan H. Bell on January 8, 1937 and granted on July 5, 1938 and entitled, “Rail Car or Similar Article,” Patent No. 110,384. The first car to be placed in a scheduled public service was PRCo 100 in August and B&QT lunched its first scheduled service with a group of cars on October 1, 1936, followed by CSL on November 13, 1936. Production continued in North America by St Louis Car Company and Pullman Standard until 1952, with 4,978 units being built. Under license to use the designs patented by TRC, thousands more PCC and partially PCC type cars were produced in Europe through the last half of the 20th century. The cars were well built and meant hundreds are still in operation. The majority of large North American streetcar systems surviving after 1935 purchased PCC streetcars. The systems which eventually terminated streetcar operations often sold their cars to surviving operators. The Melbourne & Metropolitan Tramways Board (MMTB) in Australia was keen to build two new tram routes after World War II and these routes would be served by PCC Streetcars. The MMTB decided that it was too expensive and Melbourne only ever had two PCC streetcars, of which one was a prototype for a completely different class. Several dozen remain in public transit service, such as on the Ashmont-Mattapan High-Speed Line in Boston, as well as in Philadelphia, Kenosha, San Diego and San Fransisco following extensive overhauling. All other surviving and functional North American PCC cars are operated by museums and heritage railways. Several retired PCCs from Boston, Cleveland and Philadelphia were purchased as scrap and have been privately stored just outside Windber, Pennsylvania since 1992. The PCCs built for Washington, D.C. were among the more unique examples due to the installation of overhead wires being prohibited within the city limits, necessitating the use of conduit plows that collected current using a plow lowered into a slot between the rails contacting positive and and negative rails under the street. A pit was located at the boundary line of the city limits, over which cars would stop to have their power collection changed from the trolley pole to the conduit plow and vice versa. The PCC car was not just another modular vehicle but the results of the only systems engineering approach to mass producing a rail car.” Research into passenger comfort resulting from vibrations, acceleration, lighting, heating and cooling, seat spacing, cushion height, space for arms, legs, standing passengers, economies of weight affecting maintenance, cost of power, reduced wear or components and track. Dimensions were established to fit the majority by could easily be changed for special situations. Windows were spaced to match seating. While some of the components in the PCC car had been used before-resilient wheels, magnetic braking, sealed gears and modular design to name a few-the ERPCC redesigned, refined and perfected many of these while developing new acceleration and braking controls and put them all in one package.

The Type 9 LRV is a class of low-floor light rail vehicles manufactured by Construcciones y Auxiliar de Ferrocarriles (CAF) for the MBTA Green Line. The fleet of 24 vehicles was ordered in 2014 for the Green Line Extension project and the first car began service in 2018. Final assembly for the Type 9 cars was performed in Elmira, New York, from body shells built in Spain. Manufacturer: CAF USA Constructed: 2018-2021 Entered service: December 21, 2018 Number built: 24 Predecessor: MBTA AnsaldoBreda Type 8 Fleet numbers: 3900-3923 Capacity: 44 seats 212 total Articulated sections: 3 (2 articulations) Low-floor: 70% Entry: Level Articulated sections: 3 (2 articulations) Electric systems: Overhead line, 600 V DC Current collectors: Pantograph Safety systems: Crash energy management Track gauge: 1,435 mm (4 ft 8 in a half inches) The MBTA began the procurement process for the Type 9 LRVs in tandem with the planning for the Green Line Extension. The MBTA sought a different manufacturer for the Type 9 than its predecessor the Type 8, which was built by Italian firm AnsaldoBreda. The Type 8 cars were prone to derailments and breakdowns and were the subject of multiple disputes between AnsaldoBreda and the MBTA. In response to the difficulties faced with the Type 8 fleet, the MBTA revised its procurement practices, focusing on project management by internal staff. The MBTA also committed to providing equipment manufacturers with more precise specifications of its infrastructure, which is unique due to its age and condition. A request for proposals for the vehicles was issued in 2011 and two manufacturers placed a bid. The two companies were: Siemens Mobility of Germany which has a main manufacturing large facility based on size and square feet in the United States located in Florin, California which gets its power or energy from the hot California sun through its solar panels located on the roof and CAF USA, Inc. of Spain. On May 15, 2014, CAF USA, the American subsidiary of Spanish firm Construcciones y Auxiliar de Ferrocarriles, was selected to construct the new LRVs. The total cost of the 24-car fleet was $118 million, or $4.92 million per car. Initially, the new cars would be delivered from the end of 2017 to the end of 2018. Made in America regulations meant that final assembly and testing had to be done at their facility located in Elmira, New York, with the carbodys and shells built at their facility in Madrid, Spain. Construction of the LRVs had begun by the end of the summer of 2014 and the first prototype car would be complete three years after the commencing of construction. A mockup prototype car was put on display on March 31, 2017 inside the MBTA’s Riverside Carhouse in Newton, MAssachusetts, delivered from CAF’s facility in Spain in early-February of 2017. At the time, delivery of a pilot car was originally scheduled for September 2017 and the first car was expected to enter passenger service in the spring of 2018, with all 24 in service by the end of the year. However, deliveries and acceptances of the remaining cars was still ongoing as of late 2019. The first car was delivered to the MBTA for testing in March 2018. Governor Charlie Baker and Massachusetts Department of Transportation Secretary Stephanie Pollack took a ceremonial first ride on the Type 9 cars in July of that year and the cars began regular service on December 21. The remaining 23 LRVs were delivered in 2018-2021 and entered service in 2019-2021. The Green Line Extension opened in phases in 2022, years behind schedule. The cars have new yellow poles, a revamped interior and exterior design, the interior walls are white, they are 70% low floor with a section in the middle of the train for wheelchair boarding and they have no steps to get off in the middle, plus improved accessibility for all people of all abilities. Updated big signage that displays the destination and route letter improves the passenger experience so the signs are easier to read and are LED for increased brightness. Easier to hear and crisp female announcer for the announcements are also features of the new cars. They have a Crash energy management safety system to prevent collisions and derailments for safer, improved and more efficient operation. They offer a smoother and quarter ride than the existing cars and barely any screeching can be heard when the train goes around the extremely sharp curvature of track in the Tremont Street Subway from the inside and outside which causes screeching noises to emit from the train’s wheels due to them rubbing against the center of the rail head if the track. Strong and heavy duty couplers allow for the train to remain hitched and prevents it from decoupling in the middle of a regular passenger run. The Type 9s have wheel absorbers or covers that clamps on the wheels to prevent the horrible screeching noises. A big straight glass window outside of the operators cab allows for better appearance and improved visibility when driving so the driver can see if a person is on tracks and stop the train in time before they are hit. The new cars also ditch those traditional folding/folio doors found on the Boeings (after their late 1990s overhaul by MK), the Type 7s and Type 8s and replaces it with modern sliding doors for quicker and easier idling and passenger flow. New wiper technology allow for the windows to stay clean for a long period of time and easy to get any dirt off of them for enhanced visibility when driving and clearer views out the window for passengers. The Green Line is a light rail system in Greater Boston, Massachusetts, which operates four lines that serve the city’s western and northern inner suburbs via Downtown Boston. The Green Line’s four services, the B, C, D and E Branches, use infrastructure that is descended from the Boston streetcar system, with portions of the system during back to 1897, the oldest and first rapid transit streetcar tunnel in North America, the Tremont Street Subway. The Green Line is one of the most-used light rail systems in the United States, serving over 101,000 passengers per day in 2023. The state of Massachusetts committed to extending the Green Line in 1991, as part of a settlement related to the impacts of the Big Dig, but construction work on the Green Line Extension did not begin until 2012. To operate service on the 4.3 mi (6.9 km) extension, the MBTA needed 24 additional vehicles. Note: Type 9s cannot train line with Type 7s or Type 8s in revenue service and can only train line in service with cars of their own group, so it’s not uncommon to see a two-car train of Type 9s out there on the rails. The T began running two-car Type 9 trains in mid-August 2019. They also have more sufficient and newly designed brakes which takes shorter time (5 minutes shorter) for the train to come to a complete stop from 30 miles per hour compared to the existing cars that take 5 minutes longer to come to a complete stop from 30 mph. They also have newly designed and improved propulsion and traction motor systems that are quieter and not annoying compared to the Type 8s’ annoying loud traction motors. The MBTA’s light rail vehicle types follow the nomenclature of the Boston Elevated Railway, which operated five series of cars. The numbering resumed with the unbuilt Type 6 prototype in the late 1960s and continued with the custom-designed Type 7 and Type 8 of the 1980s and 1990s respectively. The Type 9 cars introduce new features for enhanced safety, efficiency and passenger experience. They are the first light rail vehicles in the United States to incorporate crash energy management technology, a form of crumple zone that protects the train operator and passengers in a collision. The Type 9 cars are fitted with positive train control equipment, to be used with the future Green Line Train Protection System. Other accessibility features include improved bridge plates for faster step-free boarding and larger reserved areas for users of wheelchairs and strollers. The Type 9 cars are fitted with sliding plug doors, which open and close faster than the folding doors of earlier MBTA cars, speeding up boarding. Like the Type 8s, the Type 9s have three articulated sections with 2 articulations. They also have seating available inside the middle articulated section and the middle truck is unpowered while the front and rear are powered. This makes for the new cars to have a 14% increase in passenger capacity compared to older model trolleys the Green Line previously operated. The Type 9 cars operate in two-car and three-car trains in regular service. Type 9 cars are only capable of operating with other Type 9 cars in regular service, unlike their predecessors, which are compatible across multiple models. The Type 9 cars are still capable of pushing or towing other car models in an emergency. The MBTA currently operates the Type 9 cars on all four branches of the Green Line. Their successors, dubbed the Type 10, will be built by CAF and will replace the entire Type 7 and Type 8 fleets by the early 2030s. Following the introduction of the Type 10 cars, the Type 9 cars are expected to be reassigned to the Ashmont-Mattapan High-Speed Line. They will replace the Mattapan line’s current fleet of PCC streetcars, which were built in the mid-1940s and have been continually rebuilt since. The infrastructure of the Mattapan line will need to be modified for the Type 9 cars, which are longer and heavier than the PCC cars. The plans for replacing the PCC cars on the Mattapan line have caused controversy, with some figures advocating for the PCC cars to be retained and others arguing that they are long overdue for replacement. The new cars didn’t replace any of the existing fleet and the T said that they needed all three of them to run on the extension and the order of 24 cars would add just enough headways for service on the GLX.

Parts of scrapped cars are used to maintain Orange Line 1200 series rolling stock, which were built at the same time by Hawker Siddeley and used many of the same components. The 700 series cars are of similar design to those built for the Tren Urbano system in San Juan, Puerto Rico, also designed by Siemens. The Blue Line cars are also narrower and shorter than otherwise similar ones running on the Orange Line, due to the stations and tunnels on the former line having been originally designed to accommodate streetcars. The overhead pantograph was implemented to avoid third rail icing that frequently occurs in winter. Third rail power is used in the original Blue Line tunnels, which are smaller than most modern subway tunnels. All of the Blue and Orange Line cars were completed at the American Car and Foundry plant in Thunder Bay, Ontario, Canada (now Bombardier Transportation). They have a designed maximum speed of 65 mph (105 km/h). The design was based on the PA3 model used by PATH in New Jersey. There were originally 70 Hawker cars, numbered 0600-0669. By 2011, most of the 600-series cars were retired because of severe corrosion, mainly caused by the salty sea air that results from much of the line being very close to the ocean. Twenty of the 600-series cars were still on MBTA property but no longer usable as of February 2012. Around 2009, the Seashore Trolley Museum received retired Hawker set 622-623 for their collection.

Mbta ain't that bad..

Hi Nick! Congratulations on graduating and the new job. Dealing with major hurricane loss here but I will get through it.

Who here is writing letters and/or sending emails to some of the respective U.S. railway/trolley museums, regarding about the possibility of them making new acquisitions? Suggest to them the MBTA Red Line trains from Boston, Massachusetts. Oh yeah, and contact Costello Dismantling, too. Remember to try to convince them that at least some of the old MBTA Red Line trains should be sent to the respective museums that are interested to acquire them. Too bad that the Illinois Railway Museum isn't interested: They say that it's very expensive to acquire. And neither is Western Railway Museum (Suisun City, California): Doesn't fit within their mission statements.

Where was the original airport station before it was relocated?

Welcome back 🎉

The next-generation trains would get more points if they had open gangways

Always dangerous to pose near a Green Screen Bro!

Suffolk downs? Where’s Suffolk Up?

all I think of when I hear the term Crossing BARN BARN BARN BARN BARN

Arf

Just one ding scared you half to death??

An update and hello!

I want to see Nick Dalton in movies

What's up can you visit some historic areas where MBTA history is in the blue line in Airport Station at the end of the park near the train does super old and historic

Glad to see you back man 🔥

Miss you, buddy

Nick is back! Very cool that you got a job! Take your time on your content. I know how hard it is to make content

Welcome back 🔥🙏🏽

OOOOOO TRAAIN GOOOOOOOOO

hey they 48 type 12 orange line cars right now they could be 8 or else 20 left pass a nice day

It's sad to think that 616, 617, 622, and 623 are the only existing Hawker Siddeley cars used by the MBTA.

15:07 the way the music stopped when you said that the Pullman 1400s didn't come with AC is just hilarious.

You’re capable of better content.

I can't believe how many people commented "?".

The sound by itself on repeat is like items being scanned at a register lmao. Miss these things intensely 😢

Will anyone here visit the scrapyard of Costello Dismantling that's located somewhere at the Wareham St. area of Middleborough? In a letter that I received from the company, somewhere in the text, Mr. Costello himself mentioned to me that the retired MBTA subway cars his company received, they've been cannibalized for spare parts (including tractor motors). Then, he mentions that extensive asbestos abatement is conducted on each car prior to scrapping, and lastly, he describes that the interiors have been stripped as a result. P.S. Feel free to send at least one letter to their headquarters that's actually in West Wareham. I'm going to try to convince the company to not scrap every single MBTA Red Line train, although the company did confirm to me that they sold Pullman-Standard car no. 01643 to Core Investments On the Dot.

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Green St is my favorite station on the entire system

The 0600s were a series of subway rapid transit heavy railcars built by Hawker Siddeley, Canada of Thunder Bay Ontario, Canada between 1978 and 1980 and ran on the Massachusetts Bay Transportation Authority’s heavy rail Blue Line subway. There were originally 70 cars in the fleet, numbered 0600-0669, arranged as married pairs. These cars only had four doors per car (two on each side) and these cars were unique and not like other subway cars on the MBTA as they were equipped with both pantographs and third rail shoes. They had stone gray for the bottom under skirts, a shade of light blue for the bottom half, white for the upper half and a stone-gray roof just like the underskirts. That earned them the nickname “Blue Bells”. The Blue Line cars were about 60 feet long and 104 inches wide, 5 feet shorter than the 01200s as well as 5 inches shorter than them as well. Like the Orange Line, the Blue Line uses subway heavy rail standard-gauge tracks. At Airport, the Blue Line switches power from third rail with a pickup shoe in the East Boston Tunnel to overhead catenary wire outside by raising and lowering a pantograph on the roof on the East Boston-Revere Extension portion of the line. The switch between the two modes used to take place at Maverick, but it was moved to Airport. The Orange Line cars had six doors per car (three on each side). The bright shade of orange on the bottom half of the cars earned them the nickname “Orange Blossoms”. The first 0600s entered service on July 16, 1979. By the early 1990s, they were doing fine, but already were almost 15 years old and at the half way point of their service lives. Also in the early 1990s, the Blue Line Station Modernization Program began and platform at many stations were lengthened to accommodate six-car trains, this didn’t affect the fleet since it could handle the stations platforms being lengthened. In the late 1990s, the T began the planning process to procure a new fleet of Blue Line cars. By the early 2000s, however, the fleet was suffering terribly as the cars were beginning to have rust blotches appear on the exterior as the trains weren’t stainless steel. This was because the salt sea air due to the line being near the beach at Wonderland was corroding the exterior of the cars. The cars also started to have worn out interiors with flooring and the fake faux wood paneling starting to rust and the cars were also subjected to a janky, loud and non-smooth ride. The fleet was originally expected to be fully phased out by mid-2006, but the new fleet experienced manufacturing issues and delaying the first deliveries to early 2007. They were among the oldest fleet of subway cars still operating in the U.S. at the time. The new Siemens 0700-series car order replaced the entire fleet and the final train of 0600s ran in passenger service on August 10, 2010. After retirement, most of the cars were scrapped, but a handful of cars have survived either preserved in museums, sent to US Government for testing purposes, or preserved as training equipment for training employees. In 1973, the T was looking for new subway cars to replace its existing subway cars on its Blue and Orange Lines. The two lines had a rolling stock that was nearing the age of 30 years and in the need of replacement. On August 21, 1976, the T signed a $115 million contract with Hawker Siddeley, Canada of Thunder Bay Ontario, Canada to build 190 replacement rail cars for the two lines. The order included 70 new cars for the Blue Line and 120 new cars for the Orange Line. The cars were completed at the American Car and Foundry assembly plant in Thunder Bay Ontario, Canada. In mid-1977, the MBTA was sent rendering sketches for the new cars from the company on a print of paper and the design sketch had the exterior be very similar in a shiny silver paint aluminum finish like the recently built 01500/01600-series Silverbirds or “No. 1 and No. 2” fleets built by Pullman Standard that still run on the Red Line today. In November 1978, the first set of cars, Nos. 0600 and 0601, was delivered to the Orient Heights Carhouse and the MBTA showed off the new cars to Blue Line riders and the press during an open house in unveiling the new fleet at Orient Heights Carhouse on December 2, 1978. The cars were painted with a light shade of blue on the lower part of the car that earned them the nickname “Blue Bells”. Testing started on December 10th and would occur during the hours that the system was closed to the public, between 12:15 a.m. and 5:30 a.m. up and down the Blue Line between Bowdoin and Wonderland stations. Finally, on July 16, 1979, after about eight months of exhaustive non-revenue tests without passengers up and down the Blue Line, riders were able to finally get on the new cars and the first revenue train in passenger service consisted of pairs 0600, 0601, 0602 and 0603. The remaining 66 cars would be delivered through the rest of 1979 and all throughout 1980. By March 1980, 30 of the new cars were in passenger service. By July 1981, nearly 70 were in passenger service. Starting in the early 1990s, the MBTA started the Blue Line Station Modernization Program and this was to lengthen platforms at many stations along the Blue Line to accommodate six-car trains. The T said this didn’t affect the fleet since it could handle the stations platforms being lengthened. In the late 1990s, the T began the planning process to procure a new fleet of Blue Line cars. By the early 2000s, however, the fleet was suffering terribly as the cars were beginning to have rust blotches appear on the exterior as the trains weren’t stainless steel. This was because the salty sea air due to the line being near the beach at Wonderland was corroding the exterior of the cars. The cars also started to have worn out interiors with flooring and the fake faux brown wood paneling starting to rust and the cars were also subjected to a janky, loud and non-smooth ride. Retirement of the fleet was scheduled by late 2006, but the new fleet from Siemens Transportation Systems, procured at a cost of $174 million but costs rose to over $200 million by late 2006, was experiencing manufacturing delays and pushing back the first deliveries until early 2007. The cars were among the oldest fleet of subway cars still operating in the U.S. at the time. The new Siemens 0700-series car order replaced the entire fleet and the fleet was gradually phased out from the summer of 2008 until August 10, 2010, when the final train, consisting of pairs 0605/0606 and 0619/0620, made its last trip from Wonderland to Bowdoin and back again. After retirement, most of the cars were scrapped, but a handful of cars have survived either preserved in museums, sent to US Government for testing proposes, or preserved as training equipment for training employees. Th list of 0600 cars that survived include: - Pair 0622/0623 - preserved at the Seashore Trolley Museum in Kennebunkport, Maine. The cars were restored to operating status in 2009-10 and have operated at the museum under their own power. - Pair 0616/0617 - preserved underground at the Broadway Station in an emergency training center for training employees. This was the last pair to remain on property until June 2013 when they were lifted by a crane into the facility. - Pairs (unknown) - sent to the U.S. Government and are now at the TTCI facility in Pueblo, Colorado for testing purposes. Sent there on flatcars along with Boeing LRVs from the Green Line. In service: 1979-2010 Manufacturer: Hawker Siddeley, Canada of Thunder Bay Ontario, Canada Entered service: July 16, 1979 Constructed: 1978-1980 Number built: 70 Number in service: 0 Car numbers: 0600-0669 Number scrapped: 62 Operators: Massachusetts Bay Transportation Authority Service: Blue Line Subway Depots: Orient Heights Carhouse Formation: Married Pairs Doors: 4 Maximum speed: 55 mph Pantograph: Yes Power: Overhead wire and third rail Capacity: 70 (seated) Current collectors: Pantograph and third rail shoe Headlight type: Halogen light bulbs Track gauge: 8 in a half inches (1,295 mm) standard gauge Mode of transportation: Subway heavy rail rapid transit Electrical systems: Westinghouse

CRRCs on Red are in official high swing. 1918/1919 1920/1921 1922/1923 1928/1929 have been delivered. 01644 & 01645 got its brake shoes removed. 01510/01511 are still in "under investigation".

The retirement of the 01200s was delayed first from 2005 to 2008, second from 2008 to 2011, third from 2011 to 2015, fourth from 2015 to 2018, fifth from 2018 to 2021 and finally to 2023 due to manufacturing problems with the Chinese manufacturer, CRRC in assembling the new cars at facilities located in Springfield, MA and Changchun, China with staffing issues, supply chain issues and poor workmanship, among other issues mainly due to the onset of the COVID-19 pandemic in 2020 and problems emerging with the new fleet beginning in late 2019. That would make their retirement pushed back six times, unbelievable. 😮 They were originally due for retirement back in 2005 after a 25-year operating lifespan as touted by the MBTA when they first went into service in 1980. That made their retirement 18 years overdue. 😡😒😤

Amazing to think that these trains outlasted the barely older 0600s on the blue line by another decade and a half or so. Bugs me big time. 😮 Two subway car fleets built by the same manufacturer and yet retired 13 years apart in two different decades.

The 01200s were a series of subway rapid transit heavy rail cars built by Hawker Siddeley, Canada of Thunder Bay Ontario, Canada between 1979 and 1982 and ran on the Massachusetts Bay Transportation Authority’s heavy rail Orange Line subway. There were originally 120 cars in the fleet, numbered 01200-01319, arranged as married pairs. These were the only cars with more than two doors until 1993, when the 01800s, which run on the Red Line, were introduced, built by Bombardier of Parre, Vermont. They had 6 doors (three on each side), stone gray for the bottom under skirts, a shade of bright orange for the bottom half, white for the upper half and a stone-gray roof just like the underskirts. They didn’t have pantographs. The Orange Line uses standard subway heavy rail tracks with third rails alongside with a shoe sticking out the side of the train providing power. The first 01200s entered service on February 16, 1981. In 1987, the Orange Line was transferred from an elevated line to an underground line in a trench and the 01200s were the cars for the last run on the El and the first run on the new relocated Orange Line, the Southwest Corridor, serving nine new stations. The cars were originally expected to be rebuilt in 2008-2011 to extend their usefulness until retirement. In 2012, employees at Wellington Yard were forced to maintain the already 30-year-old fleet due to replacements not being in the works for another three years. The T soon found out in 2013, that the damage was much worse than they originally thought and that replacing them with modern, more spacious and energy-efficient cars was the best option. The CRRC order is replacing the entire fleet of 120 cars and the final train of 01200s ran in passenger service on April 20, 2023. After retirement, the cars were stored out of service before being scrapped and processed by Costello Dismantling, a demolition company based in Wareham, MA. In 1973, the T was looking for new subway cars to replace its existing subway cars on its Blue and Orange Lines. The two lines had a rolling stock that was nearing the age of 30 years and in the need of replacement. On August 21, 1976, the T signed a $115 million contract with Hawker Siddeley Canada of Thunder Bay Ontario, Canada to build 190 replacement rail cars for the two lines. The order included 70 new cars for the Blue Line and 120 new cars for the Orange Line. The cars were completed at the American Car and Foundry assembly plant in Thunder Bay Ontario, Canada. In December 1979, the first 20 completed Hawkers were delivered to Wellington Yard and employees rolled them into the yard one by one to start their acceptance testing periods. The Orange Line had a fully functioning test track between Wellington and Community College stations so test runs of the new cars occurred up and down the track for about a year. Finally, on February 16, 1981, riders were able to step foot onto the new cars and the first revenue consist was 01200, 01201, 01202 and 01203. All 120 cars were delivered by early 1982 and had entered service by that summer. On May 1, 1987, the Washington Street Elevated had its final revenue train rumble over, ending 86 years of service and the final revenue train left Forest Hills station and rumbled over the elevated at 1:30 am on May 1st. On May 4, 1987, the new Southwest Corridor route opened, serving nine new stations. Demolition of the elevated began in June 1988 and the final sections were taken down by the early 1990s, ending the first mass elevated rapid transit line in all of U.S. history. By the late 1990s, the cars were approaching their 20th year in service and retirement was scheduled by 2005. That year came and went and the 01200s were nowhere near in retiring. In 2008, the shorter counterparts to the 01200s, the 0600s on the Blue Line were beginning to be retired as new 0700 cars came in. In 2008, as the 0600s were being phased out, the Orange Line cars were due to be rebuilt. A contractor was not yet chosen to carry out the overhaul. In 2010, the service was struggling terribly with aging infrastructure and old trains constantly breaking down and experiencing mechanical issues as well as door problems, causing disabled trains and reliability issues. The reliability issues was a big problem and since the Blue Line fleet was already replaced in 2009, the T was thinking in doing the same for the Orange Line. In 2014, the T finally aimed in replacing the entire Orange Line fleet by 2023. In 2015, the T contracted with Chinese train manufacturer CRRC to build 152 replacement rail cars for the line. In 2012, employees at Wellington were forced to maintain the already 30-year-old fleet for another decade. By 2013, the T found out that the cars were all rusted and worn out and not fit anymore for revenue service, but they needed to keep the fleet in service until the replacement rail cars arrived. The first new cars arrived in January 2019 and the fleet of 01200s began being retired. By late 2022, a sufficient number of new cars had been delivered, making the 01200s no longer assigned for revenue service and they became a contingency fleet. The fleet was gradually phased out until April 20, 2023, when the final train made its last trip as part of a “Farewell to the 01200s” excursion hosted by the MBTA and rail fans, transit goers and train enthusiasts both young and old flocked to the Orange Line so they could take one final ride on the 01200s before they were retired forever. After retirement, some cars are sitting out of service on an abandoned track near Wellington in Medford, others in the yard and some at Forest Hills Yard prior to being removed from the yard and maintenance facility by flatbed trucks to be scrapped by Costello Dismantling, a deconstruction company based in Wareham, MA. In service: 1981-2023 Manufacturer: Hawker Siddeley, Canada of Thunder Bay Ontario, Canada Entered service: February 16, 1981 Constructed: 1979-1982 Number built: 120 Number in service: 0 Car numbers: 01200-01319 Number scrapped: 60 Operators: Massachusetts Bay Transportation Authority Service: Orange Line Subway Depots: Wellington Yard and Forest Hills Yard Formation: Married Pairs Doors: 6 Maximum speed: 55 mph Pantograph: No Power: Electric third rail Current collectors: Third rail shoe Headlight type: Hydrogen light bulbs Track gauge: 8 in a half inches (1,295 mm) standard gauge Mode of transportation: Subway heavy rail rapid transit Electrical systems: Westinghouse

The 1200s Played A HUGE Role In My Life

The 1200s - 1300s are my childhood and when they got retired in 2022 I cried . Yes i cried over train cars But they are my childhood And the 1400s Makes me Hate The OL Becouse i hate them For the same thing as you man Farewell 1200s - 1300s

Silver line is plan new change bus 104 is going from Sullivan to Malden station going change take 104 going be from airport to Malden station this fall and 109 bus from Woodlawn going change from Woodlawn to Harvard sq happen this fall

I've never been to Boston in person, but from what I've seen, these cars seemed really cool. This reminds me of the type 1s in Portland OR, since they are retiring soon, and they are a big part of my childhood and early teenage years. I feel you, and I know how hard it is to admit that it's time for them to leave the rails. RIP, Hawker Siddeley 1200s.

19:19 me when i found out the 1200s where retired forever.