| Ref |
Description |
Limited
edition of |
901
|
 1945
New Orleans Public Service Inc. Pullman-Standard PCC (ex-Dallas, 1020-1044
series; acq. in 1954)
 The
Dallas Railway & Terminal Co. (DR&T) advertised its twenty-five
double-ended PCCs for sale in July 1954 when they were only nine years
old and New Orleans Public Service Inc. considered acquired them to replace
some of its old streetcars on the two existed Canal and St.Charles streetcar
lines. However, the narrow rear doors have seemed impractical and DR&T
offer was declined. Instead, NOPSI decided to buy GM "king-size"
TDH-5105 buses and between 1954 and 1957 182 GMs were delivered to the
company.
Possible numbers in New Orleans (the lowest unused in group of 400-1099
allocated to double truck cars): 1020-1044.
Scale 1:48
Available Now
Available through SPTC, U.S.A./Canada
Dealers
|
10
|
902
|
1946
Baltimore Transit Co. Pullman-Standard All-electric PCC (7200 & 7600-series)
- NCL paint scheme.
 The
Baltimore all-electric PCCs could called as "PCC that Almost Was".
The board of Directors of Baltimore Transit Co. authorised the purchase
one hundred all-electric PCCs from Pullman-Standard on May 4, 1944 and
order was placed with Pullman in late 1944. The electrical equipment should
be divided between GE and Westinghouse following Baltimore practice, but
the exact number of cars in each group is unknown. These cars should be
equipped for MU operation. However, by late 1945 the National City Lines
had acquired operation control of BTCo and had installed Fred A. Nolan
as president of the Maryland system. In the same year the order for 100
all-electics was cancelled, however the construction has begun at Pullman
at this time and at least four body shells were in various stages of construction
for BTCo and parts on hand for many other cars. To get rid of this material
Pullman offered both Cleveland Transit System and Boston Elevated Railway
very short lead times as the line was about to go into full production
and quite a price deal if they would take the Baltimore-design car. As
a result, Cleveland ordered 50 cars and Boston 25 cars. One of the almost
completed cars was allegedly built as Boston 3218 (this particular car
had a hole in the floor for a bell tap for a rear gong in front of the
rear seat as all Batimore cars had) and remaining became Cleveland cars.
When the order was cancelled, 25 sets of MU equipment and couplers were
already in hand in Baltimore and they were sold later to Twin Cities Rapid
Transit to put on their cars going to Shaker Heights.
Scale 1:48
Available Now
Available through SPTC, Upside/DownUnder
|
25
|
902-0
|
1946
Baltimore Transit Co. Pullman-Standard All-electric PCC (7200 & 7600-series)
- BTCo Alexandria Blue livery.
 The
"Fruid Salad" paint scheme was introduced on Baltimore PCC cars
in 1946 and new all-electric PCCs if delivered were very likely painted
in this livery. But if Baltimore Transit Co. specified the pre-war Alexandria
Blue livery for its new all-electric PCC cars, they may lookes like this.
Scale 1:48
Available Now
Available through SPTC, Upside/DownUnder
|
5
|
902-1
|
1946
Baltimore Transit Co. Pullman-Standard All-electric PCC (7200 & 7600-series)
- Final BTCo livery.
Scale 1:48
Available Now
Available through SPTC, Upside/DownUnder
|
15
|
903
|
 Wiener
Stadtwerker Verkehrsbetriebe St.Louis Car Co. PCC (ex-D.C. Transit, Z2
class, acq. in 1960/61).
 In
mid-50s, the Vienna tram system needed the new cars to replace the old rolling
stock. Between 1954 and 1959 the Wiener Stadtwerker Verkehrsbetriebe acquired
sixty large capacity motor cars and number of matching trailers, rebuilt
many old cars with new bodies and in 1957 received a first articulated tram
in Austria, built by Graf & Stift company, using parts from old trams.
In 1959 first two articulated trams, built by Austrian Lohner company on
Duwag license were delivered to Vienna. However, the company still needed
more cars to replace old trams, especially because it was announced that
the speed restrictions on cars without track brakes will be entered in January
1961. In 1949 the company acquired 42 second-hand cars from New York's Third
Avenue Transit System (Type Z, 4201-4242 series) and in August 1955 the
Vienna delegation visited United States in order to study the possible purchase
the used PCCs. The Washington cars were the most suitable because of its
shorter length, however they were wider than regular Vienna cars (2.5 m
instead of regular 2.2 m Vienna standard; however ex-TARS cars were already
2,494 m wide), but could be operated without problems in the Floridsdorf
area, where the ex-New York cars were already in service. The front entrance
and cente exit floor plan was non-standard for Vienna with its rear entrance,
front exit scheme, but it seems that in mid-50s the company was almost ready
to live with this and intended to buy at least 100 used PCCs from Washington,
D.C. There were a number of additional consultations and by end of 1950s
the company already received the authorization from Vienna Municipal Council
to purchased 200 PCC trucks, track brakes, motors and control gears from
D.C Transit to be used on new cars bodies, produced in Austria locally.
These cars, called in Vienna as "Halbamerikaners" should be produced
started from 1961. In November 1960 the delegation from Vienna visited Washington
to discuss all details with D.C. Transit officials and also to inspect the
PCC cars for possible purchase as well. The sale never came about, because
the company's experts recommended not to buy the used PCC cars and equipment
and buy instead new Duwag articulated cars. They were purchased in quantity,
forming the E and E1 classes, still operating in Vienna. The ex-TARS cars
in the Florisdorf depot were replaced by F-class articulated cars in 1964.
Scale 1:48
Available Now
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REPRESENTATIVES
|
5
|
904
|
  1968/69
Tranvias de Barcelona LM-68 1800-series PCC.
 In
1967 the Soviet delegation was invited to the UITP Congress in Barcelona
and the Leningrad tram and trolleybus undetaking represented the Soviet
Union at the Congress. At this time, the Tranvias de Barcelona had decided
to close the tram system in the city. In January 1961 the company ordered
first 20 cars from Washington's D.C. Transit System, and purchased 101
cars at total in three lots, 99 of them were placed in service, beign
rebuilt by MACOSA company. Some attempts were made to buy the new cars
for the system in mid-1960s, but starting from 1965 the remaining network
was sistematically withdrawn. At one day during the '67 UITP Congress,
relaxed after dinner session, with cuban cigars and french cognac 'steams',
the Barcelona tramway company manager Mr. Conde related to its Leningrad
colleague Mr. Popov that he was in search of new trams for the system
and Mr. Popov said that he is able to offer the new trams to Barcelona.
Some months later, the Barcelona company received an offer from Leningrad
of new trams for (at that time) 800.000 Pta each with one year guarantee,
(a local builder offered them at a 3.450.000 Pta). However, the offer
was rejected, as the decision about the closure was taken and, furthermore,
it was political reason to reject it, because the very cold relationships
between Franco's Spain and Soviet Union. The Barcelona tram system was
finally closed on 18th March 1971.
Scale 1:43
Available Now
Available through SPTC, INTERNATIONAL
REPRESENTATIVES
|
5
|
905
|
1939
East Bay Street Railways St.Louis Car Co. PCC (Job 1613, 1000-1019 series).
 Key
System Transit Company President, Alfred J. Lundberg, was a member of
the development board of the President's Conference Committee and in May
1937 advance royalties were paid on 180 PCC cars by Key's parent company,
the Railway Equipment & Realty Co. Twenty sets of PCC electrical equipment
were ordered from Westinghouse. The PCC cars were intended for heavy Oakland-Berkeley
routes such as Telegraph Ave. and Broadway-College. The St.Louis Car Co.
job 1613 is vacant and may have been assigned to Key System order. However,
in March 1939, the Railway Equipment & Realty Co. cancelled a proposed
appropriation of about $280,000 to purchase 20 PCC cars for use on one
line as a test. Actually, the Key System applied its new orange and silver
paint scheme to East Bay cars only in 1942, but if new PCC cars were delivered
in 1939,they could have the new livery from the beginning to match the
Bridge Unit cars.
Scale 1:48
Available Now
Available through SPTC, U.S.A./Canada
Dealers
|
25
|
905-1
|
1939
Key System Transit Lines St.Louis Car Co. PCC (Job 1613, 1000-1019 series)-post'46
National City Lines livery.
The National City Lines acquired Key System in May 1946 and some Oakland
streetcars were repainted to the regular NCL livery of deep yellow, green
and white. By November 1948 all streetcar lines in Oakland were abandoned
in favour of buses. May be, with modern streamliners on the busiest lines,
the rail service could survived under NCL management, as it was in Los
Angeles.
Scale 1:48
Available Now
Available through SPTC, U.S.A./Canada
Dealers
|
5
|
906
|
1947/48
New York City Transit System St.Louis Car Co. PCC (1100-1464 series).
 New
York's Mayor Fiorello H. LaGuardia left office in 1945 and shortly the
Board of Transportation's in house Surface Lines Rehabilitation Committee
proposed the retention of 13 trolley lines and the acquisition of 365
more PCC cars of the post-war design. The PCC lines-to-be were Crosstown,
Graham, DeKalb, Putnam, Myrtle-Court, Flatbush Avenue, Flushing Avenue
and Flushing-Ridgewood. This large order could be placed to St.Louis Car
Co. following the pre-war relationships and they could be numbered 1100-1464
in the New York roster. There was another standee window PCC car in the
Brooklyn fleet - the only aluminum PCC 1000, built by Clark in 1936. However,
nothing to come: New York City Transit System General Manager Sidney H.
Bingham was even more pro-buses than the former mayor and in November
1955 the trolley operation was ended.
Scale 1:48
Available 2007
Available through SPTC, U.S.A./Canada
Dealers
|
10
|
907
|
 1945
Seoul Korea Electric Co. Pullman-Standard PCC (701-725 series; ex-Dallas).
 The
streetcar system in Seoul started in 1899 and in the following years was
controlled by Japanese companies and most of the Seoul's cars were built
in Japan. After the World War 2, only 30 cars were in operating condition
but with American help one hundred cars were put back in service and in
1950 twenty ex-Atlanta cars were shipped to Seoul (together with 32 cars
for Pusan). They were en route when in June the Korean War broke out and
North Korean communist forces invaded and ruled Seoul for three monthes;the
tram system was destroyed heavily again and many cars were lost. Seeking
the new cars for system, Korea Electric Co. sent the inquiries to Kansas
City Public Service, which offered their 24 pre-war PCCs for sale and
to Dallas Railway & Terminal Co. which attempted to sell their 25
Pullman-Standard double-end PCC. While Dallas cars were double-ended and
suitable for Seoul conditions, the company decided to purchase more conventional
H-class cars from Los Angeles which had the same gauge (3'-6"). However,
Seoul always wanted modern PCC cars and when streetcar service was ended
in Los Angeles in 1963, two pre-war PCC cars (3007 and 3008) were purchased
by equipment broker (with option for 23 more) for shipment to Seoul and
Pusan. He had failed to remove the cars from the Los Angeles property
by June 1965 (Seoul already purchased 10 new modern cars from Japan in
1964) and they were included in the lot sold to Cairo, Egypt. The last
streetcar operated in Seoul on November 29, 1968. If Dallas cars were
sold to Seoul, they could be painted in the same green and cream livery
(with thin white stripe below the beltrail) and bore the decal showing
clasped hands and the words "United States of America" bordered
by a stylized USA shield as on ex-Los Angeles H-class cars. Atlanta cars,
delivered in 1950, were numbered in 405-424 series (lower numbers were
assigned to pre-war Japanese-built cars) and Los Angeles cars received
numberd 425 and higher. The PCC cars could be numbered to separate group
of 700-series, as 500s numbers were allocated to Songsudong interurban
cars and 600s numbers were used for some non-revenue equipment.
Scale 1:48
Available through SPTC, U.S.A./Canada
Dealers
|
5
|
908
|
1945
Baltimore Transit Co. St.Louis Car Co. PCC 7601.
 In
February 1944 the Board of Directors of Baltimore Transit Co. authorized
the purchase of one car of a radical new design with a new type of braking
from the St. Louis Car Company to test. If Baltimore confirmed this order
to St.Louis Car Co., the sample all-electric PCC could be individually
built together with car 1600 for Pittsburgh Railways Co., being numbered
7601 (as Westinghouse-equipped) in Baltimore fleet.
Scale 1:48
Available through SPTC, Upside/DownUnder
|
5
|
910
|
1940
Atlantic City & Shore Railroad Shore Fast Line J.G.Brill Co. Brilliner
(121-series).
 During
1939, Brill engineers produced a drawing for a double-end interurban Brilliner
intended for use on the Atlantic City - Ocean city Division, which was
served by old wooden interurban cars built in 1906 by the John Stephenson
Co. High speed trucks equipped with third rail shoes would have been used.
However, no Brilliners for the "Shore Fast Line" were ever built,
but the double-end design was used for the Philadelphia Suburban Transportation
Co. (Red Arrow Lines) order in 1940.
Scale 1:48
Available through SPTC, U.S.A./Canada
Dealers
|
5
|
