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Budd Silverliner
The Budd Silverliner was a model of Electric Multiple Unit railcar designed and built by the Budd Company with 59 examples being delivered starting in 1963. 55 of the cars were purchased for the Reading and Pennsylvania Railroads with public funds for use in Philadelphia, PA area commuter rail service with the remaining 4 cars being purchased by USDOT for use in high-speed rail experiments in 1965. Based on a series of 6 prototype Pioneer III cars built in 1958, the Silverliners represented the first production order of "modern" commuter MU equipment purchased by either railroad and earned their name from their unpainted stainless steel construction which contrasted with the painted carbon steel bodies of the pre-war MU fleets. The cars became a fixture of SEPTA Regional Rail service providing the name to their entire series of EMU railcars before finally being retired in 2012 after 49 years in service.
== History ==
In 1963 the financial condition of the Pennsylvania and Reading Railroads was such that neither was able to upgrade their money losing commuter operations on their own. As a result, state and local government stepped in to purchase new cars that would be in turn used by the private railroads to run the required commuter operations through an entity known as the Passenger Service Improvement Corporation.〔 The new cars would be a production order based on 6 1958 Pioneer III type cars with improvements based on the lessons learned from the earlier design.〔 A total of 38 cars were purchased for the PRR with the remaining 17 going to the Reading. While some referred to the new vehicles as "PSIC Cars", the modern stainless steel body shells quickly defined the fleet and the name "Silverliner" was soon adopted. In addition to their looks, the cars introduced many other modern innovations to the Philadelphia including air conditioning, greater interior space (12 feet longer than the PRR MP54) seating up to 127 persons, high acceleration with a greater top speed and near silent operation.
The 38 PRR cars were numbered in two series, 201-219 and 250-269 and given PRR classification MP85B and MP85C respectively,〔 while the 17 Reading cars were numbered 9001-9017 and given Reading classification REB-13. With the delivery of the second set of "Silverliners" in 1967, the original Budd Silverliners were renamed "Silverliner II" with the Pioneer III cars becoming Silverliner I.〔 In 1968 the Pennsylvania Railroad was merged into the new Penn Central and although funding for the commuter rail services were being provided by the newly formed SEPTA, from 1963 until the formation of Conrail in 1976, the Silverliners were operated by and wore the livery of their respective railroads, the PRR Keystone being replaced by the Penn Central "Worms" after the merger and the Reading diamond throughout. After 1976 the service continued to be operated under Conrail, but the cars were fully branded as SEPTA and would operate as such until the end of their careers.
In late 1984 the Center City Commuter Connection opened allowing the Reading and PRR cars to mix and roam about either "side" of the system. In 1989 the entire fleet was sent to the Morrison-Knudsen plant in Hornell, New York for a mid-life overhaul. In addition to this all of the cars eventually received upgrades to their propulsion system to increase reliability and remove PCBs and their HVAC systems to remove CFCs. In the 1990s the cars were treated to SEPTA's standard full length Red and Blue window decal wrapping and some of the cars had a minor interior upgrade with the original "ketchup and mustard" seats being converted to a padded brown leather appearance. By the year 2000 the cars' age was becoming apparent with decreasing reliability and lack of ADA compliance which included the manually operated doors which were becoming a hindrance at SEPTA's increasing number of stations equipped with high level platforms. However design delays and a contract bidding dispute delayed the order of their 120 replacement Silverliner V cars until past 2005 and then problems with the builder, Hyundai Rotem, setting up a production facility in South Philadelphia, further delayed deliveries until 2010.〔http://articles.philly.com/2010-12-04/news/25292587_1_septa-new-cars-delays〕 During this period an increasing number of Silverliner II cars began to be sidelined with serious mechanical problems with a few even catching fire in service.〔http://www.nbcphiladelphia.com/news/local/SEPTA-Train-on-Fire-69064652.html〕 Due to the lack of a public address system the Silverliner II's were operating under an ADA waiver set to expire on July 1, 2012 and with deliveries of Silverliner V cars accelerating SEPTA began to retire cars for reasons other than catastrophic failure starting in late 2011. By May 2012 most Silverliner II's had been retired and in their final week of service the last operating Silverliner II, #9010, was sent to run on the Cynwyd Line with the final run taking place on June 29.
抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』
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