by trolleyguy
Here is a report on the MBTA's experiences with the Breda Type 8s, which appeared in a transit industry magazine published bi-monthly from Praha (Prague) in the Czech Republic. The magazine's name is TransUrban, and this article appeared on page 14 of its October 2005 edition. The publisher can be found on the internet at: http://www.railvolution.net.
Now to the article, typed word for word (italicised words in parentheses are mine); words in bold and colored text are the author's:
On And Off The Rails: Boston's Breda Tram Saga
In the mid-1990's, Massachusetts Bay Transportation Authority (MBTA), which operates urban public transport in Boston USA, decided to replace its ageing Boeing-Vertol trams, of typical American design, with modern low-floor vehicles. The 250-million USD contract for 100 trams was awarded to Breda of Italy, with Adtranz (now Bombardier) supplying electrical equipment.
The specifications called for three-section vehicles with a central low-floor section and raised floor areas over the end bogies (trucks). The short central section of the vehicle is suspended between the outer two, and is fitted with wheels with stub axles. There are three longitudinal seats on each side within this section. The second door from the front on each side has a ramp for disabled passengers. Text panels provide next stop and destination information. Vehicle control is realised by means of a lever on the driver's console. The trams were among the first in Boston to be equipped with direction indicator lights (turn signals).
The prototype tram, 3800, arrived at MBTA's Riverside depot on 31 January 1998. Testing then took place over rather more than a year, during which time a second prototype, 3801, was delivered. MBTA also sent one of its Class 7 trams (3682) to Breda, for the manufacturer to realise modifications so that this type and the future Class 8 vehicles could operate in multiple. The Class 7s are a product of Kinki-Sharyo of Japan.
With testing and staff training complete, and with teething troubles solved, trams 3802 and 3803 entered passenger service operating in multiple on 24 March 1999. The two prototypes (3800 and 3801) were then sent to Breda's assembly factory in Littleton, Massachusetts, for certain modifications to be carried out to make them compatible with the rest of the batch. At the same time MBTA decided to modify all its Class 7 trams so that they could run in multiple with the newcomers.
At first, all went well with the new trams. The only cause for complaint, perhaps, was that although on the whole their traction motors ran smoothly and silently, the wheels of their third (trailing) segment tended to produce more noise than desired. But then, on 21 November 1999, no fewer than five vehicles were withdrawn at once with suspected brake problems. They were returned to service on 27 April 2000, operating on Lines B, C, and D, the latter being an express route. On 12 July that year all seven Bredas then in service were taken out of service after several derailments had occurred on Line D. This time they were inactive for more than nine months, while costly track repairs were realised on that route.
And when they did return to service on 26 April 2001, their scope of activities was prudently limited to Line B, where operating speeds are lower. This was not the end of the story - not by a long way. On 20 August 2001 all 17 Bredas that then comprised the new fleet were confined to their depot. The reason was once again derailments, three in total, and two of them taking place on underground sections of the network. Line B was subjected to extensive track renewal, while the trams paid a visit to the wheel lathe. It was not until 22 March 2003 that they returned to Line B. Then on 31 May 2003 tram 3846 derailed itself outside the Hynes Convention Center - and the entire fleet was banished to the depot yet again. Following inspection of their bogies and wheels, some were drafted back into service between 2 and 5 June, and the remainder on 8 June 2003. And on 11 December 2003, for the first time since July 2000, one of the Bredas made an appearance on Line C.
By mid-2004 MBTA was threatening to suspend deliveries from Breda. With the delivery of 3815 and 3817 in July and August that year, and the return of prototype 3801, the Class 8s appeared regularly on Line E, and served North Station in the city centre. However, they were still prohibited from running on Line D (except when travelling to and from Riverside depot) until further track renewal had taken place on that route.
The catalog of woes continued. The most serious derailment so far occurred shortly after 11:00 in the morning on 22 August 2004, when 3806 and 3841 running in multiple managed to derail themselves completely at Northeastern University station. The centre section of 3806 slewed onto the tram stop platform, injuring one of the waiting passengers. It was not until the evening that the two trams were re-railed. They set off in the direction of Reservoir depot. 3806 made the journey without further incidents. 3841 came off the rails again at the Park Street stop.
Things were getting beyond a joke. It was clear that the derailments were not being caused by the state of the track. In September 2004, shortly after 3864 had been delivered, MBTA announced its decision to suspend reception of further new trams. The final straw was the derailment of 3827 at North Station on 28 October 2004. On 12 December that year MBTA informed Breda that it was cancelling the whole contract, the reason being the manufacturer's indifferent attitude towards the problem. At that time only 40 trams were in service; five had not yet been commissioned, and the two prototypes were out of service. The total value of deliveries then stood at 140 million USD.
In order to put an end to the derailment problem, MBTA decided to realise modifications to ten of the Bredas. Providing these were successful, the remaining 37 vehicles would be treated in a similar manner. Should Breda be unable to offer some form of compensation, or guarantee that no further trams will derail themselves, a new tender will probably be announced for the outstanding 53 trams. A favourite contender for this is Kinki-Sharyo, whose products have so far demonstrated excellent reliability.
As for the return of the Class 8s to the express line D, this is very unlikely, at least in the short term, since should one derail there, the consequences could be most unpleasant. What could possibly be the last tram from Breda, 3869, was delivered in April 2005.
PAVEL NOVY, author of this article
This is an interesting overseas take on our Type 8 disaster story. There may well be a few inaccuracies contained in it - I am not sure - but it nonetheless appears to be thorough and well-written.
Does anyone know what, if any, developments have taken place concerning the Type 8s since Mr. Novy researched and published his article?
Now to the article, typed word for word (italicised words in parentheses are mine); words in bold and colored text are the author's:
On And Off The Rails: Boston's Breda Tram Saga
In the mid-1990's, Massachusetts Bay Transportation Authority (MBTA), which operates urban public transport in Boston USA, decided to replace its ageing Boeing-Vertol trams, of typical American design, with modern low-floor vehicles. The 250-million USD contract for 100 trams was awarded to Breda of Italy, with Adtranz (now Bombardier) supplying electrical equipment.
The specifications called for three-section vehicles with a central low-floor section and raised floor areas over the end bogies (trucks). The short central section of the vehicle is suspended between the outer two, and is fitted with wheels with stub axles. There are three longitudinal seats on each side within this section. The second door from the front on each side has a ramp for disabled passengers. Text panels provide next stop and destination information. Vehicle control is realised by means of a lever on the driver's console. The trams were among the first in Boston to be equipped with direction indicator lights (turn signals).
The prototype tram, 3800, arrived at MBTA's Riverside depot on 31 January 1998. Testing then took place over rather more than a year, during which time a second prototype, 3801, was delivered. MBTA also sent one of its Class 7 trams (3682) to Breda, for the manufacturer to realise modifications so that this type and the future Class 8 vehicles could operate in multiple. The Class 7s are a product of Kinki-Sharyo of Japan.
With testing and staff training complete, and with teething troubles solved, trams 3802 and 3803 entered passenger service operating in multiple on 24 March 1999. The two prototypes (3800 and 3801) were then sent to Breda's assembly factory in Littleton, Massachusetts, for certain modifications to be carried out to make them compatible with the rest of the batch. At the same time MBTA decided to modify all its Class 7 trams so that they could run in multiple with the newcomers.
At first, all went well with the new trams. The only cause for complaint, perhaps, was that although on the whole their traction motors ran smoothly and silently, the wheels of their third (trailing) segment tended to produce more noise than desired. But then, on 21 November 1999, no fewer than five vehicles were withdrawn at once with suspected brake problems. They were returned to service on 27 April 2000, operating on Lines B, C, and D, the latter being an express route. On 12 July that year all seven Bredas then in service were taken out of service after several derailments had occurred on Line D. This time they were inactive for more than nine months, while costly track repairs were realised on that route.
And when they did return to service on 26 April 2001, their scope of activities was prudently limited to Line B, where operating speeds are lower. This was not the end of the story - not by a long way. On 20 August 2001 all 17 Bredas that then comprised the new fleet were confined to their depot. The reason was once again derailments, three in total, and two of them taking place on underground sections of the network. Line B was subjected to extensive track renewal, while the trams paid a visit to the wheel lathe. It was not until 22 March 2003 that they returned to Line B. Then on 31 May 2003 tram 3846 derailed itself outside the Hynes Convention Center - and the entire fleet was banished to the depot yet again. Following inspection of their bogies and wheels, some were drafted back into service between 2 and 5 June, and the remainder on 8 June 2003. And on 11 December 2003, for the first time since July 2000, one of the Bredas made an appearance on Line C.
By mid-2004 MBTA was threatening to suspend deliveries from Breda. With the delivery of 3815 and 3817 in July and August that year, and the return of prototype 3801, the Class 8s appeared regularly on Line E, and served North Station in the city centre. However, they were still prohibited from running on Line D (except when travelling to and from Riverside depot) until further track renewal had taken place on that route.
The catalog of woes continued. The most serious derailment so far occurred shortly after 11:00 in the morning on 22 August 2004, when 3806 and 3841 running in multiple managed to derail themselves completely at Northeastern University station. The centre section of 3806 slewed onto the tram stop platform, injuring one of the waiting passengers. It was not until the evening that the two trams were re-railed. They set off in the direction of Reservoir depot. 3806 made the journey without further incidents. 3841 came off the rails again at the Park Street stop.
Things were getting beyond a joke. It was clear that the derailments were not being caused by the state of the track. In September 2004, shortly after 3864 had been delivered, MBTA announced its decision to suspend reception of further new trams. The final straw was the derailment of 3827 at North Station on 28 October 2004. On 12 December that year MBTA informed Breda that it was cancelling the whole contract, the reason being the manufacturer's indifferent attitude towards the problem. At that time only 40 trams were in service; five had not yet been commissioned, and the two prototypes were out of service. The total value of deliveries then stood at 140 million USD.
In order to put an end to the derailment problem, MBTA decided to realise modifications to ten of the Bredas. Providing these were successful, the remaining 37 vehicles would be treated in a similar manner. Should Breda be unable to offer some form of compensation, or guarantee that no further trams will derail themselves, a new tender will probably be announced for the outstanding 53 trams. A favourite contender for this is Kinki-Sharyo, whose products have so far demonstrated excellent reliability.
As for the return of the Class 8s to the express line D, this is very unlikely, at least in the short term, since should one derail there, the consequences could be most unpleasant. What could possibly be the last tram from Breda, 3869, was delivered in April 2005.
PAVEL NOVY, author of this article
This is an interesting overseas take on our Type 8 disaster story. There may well be a few inaccuracies contained in it - I am not sure - but it nonetheless appears to be thorough and well-written.
Does anyone know what, if any, developments have taken place concerning the Type 8s since Mr. Novy researched and published his article?
