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Port Authority 4000 Series PCC

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Title: Port Authority 4000 Series PCC  
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Subject: List of inclines in Pittsburgh, Port Authority of Allegheny County, Mount Washington Transit Tunnel, Transit Expressway Revenue Line, Brown Line (Pittsburgh)
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Port Authority 4000 Series PCC

Port Authority 4000 Series PCC
PCC 4001 as a static display in front of the South Hills Village depot, 2004.
Manufacturer St. Louis Car Company, rebuilt by Port Authority's South Hills Junction car shops
Constructed 1949
Refurbishment 1981-1988
Number in service 12
Fleet numbers 4001-4012
Capacity 46 (103 including standees) → 'crush'-load: 134 max.
Operator Port Authority of Allegheny County
Line(s) served Pittsburgh Light Rail
Car length 46.5 feet (14.2 m)
Width 8 feet (2.44 m)
Height 10 feet (3.05 m)
Doors 2
Weight 37,400 lb (16,964 kg) / 53,000 lb (24,040 kg)
Traction system 4 × 48 hp or 36 kW continuous, 4 × 55 hp or 41 kW one hour (rating)
Acceleration max. 4.3 MPHPS = 1.9 m/s²
Deceleration max. 9.0 MPHPS = 4.0 m/s² -- service 3.6 MPHPS = 1.6 m/s²
Electric system(s) 600 VDC Overhead
Current collection method Pantograph
Track gauge 5 ft 2 12 in (1,588 mm) Pennsylvania Trolley Gauge

The 4000 Series PCC was a streetcar used by the Port Authority of Allegheny County. The PCC streetcar was designed by the Presidents' Conference Committee, a group of transit operators in the United States and Canada. The 4000's were a series of cars completely rebuilt from cars built in 1949 by the St. Louis Car Company for Port Authority's predecessor, Pittsburgh Railways.


In the early 1980s, the Pittsburgh Port Authority began its "Stage I" project to completely rebuild portions of its streetcar system into their new T system. This project consisted of a reconstructed Beechview-South Hills Village line supplemented by an order of 55 Siemens SD-400 light rail cars. However, this project would only reconstruct roughly fifty-five percent of the existing system, with the Overbrook-Library and Drake lines earmarked in the "Stage II" plan, to be rebuilt at a later date as funding became available. Until such time, the "Stage II" lines would not be able to accommodate the new, heavier, and wider rail cars due to their age and condition, so the Authority needed to continue to operate their aging PCC fleet.

The solution was a fleet of completely rebuilt PCC's that could complement the new LRVs by operating on portions of the system that could not yet accommodate the larger, heavier cars, as well as having new components that extended their service lives until such time that their lines could be rebuilt and replacements bought.

Originally, the Authority planned to overhaul forty-five of their 1700 series PCC's. However, budgetary constraints and technical difficulties resulted in only twelve cars being rebuilt. Additionally, there were four other cars that were only partially rebuilt and retained their original 1700 series numbers, and these cars became affectionately known by most as the "Super 17's." Other than the same mechanical and electrical improvements that were also made to the 4000 series cars, the "Super 17s" retained several of their 1949 attributes. They still had their original interior and exterior lighting, all-steel body panels, and operator's controls. Aside from those items the cars were largely left untouched cosmetically, save for new seats inside and body repair work and new paint on the exterior.[1] The 4000 series cars that received the overhaul were essentially completely new vehicles built within the old car's body. All new propulsion and braking systems had been installed, as well as new interiors with improved lighting. Some cars were given two pantographs, where the front one was outfitted with a de-icing apparatus intended to help remove sleet from the overhead wires. As planned, nearly all cars would be air-conditioned, but with the aforementioned budget issues, only one car, number 4006, was fitted with an air-conditioning system.[2]


The 4000 series was intended as an interim solution for the Authority's unrebuilt lines, which could not accommodate the newer, heavier railcars. As such, they were assigned to the 47D Drake via Overbrook, 47L Library via Overbrook, and 47S South Hills Village via Overbrook lines, as well as the 47 Shannon line, all trans-versing the Overbrook corridor.[3] Later, it was discovered that the Library line could accommodate the larger LRV's with minor modifications, and the route was modified and redesignated as the "42L Library via Beechview"(as the Overbrook line could not accommodate the LRV's) and the PCC's were relegated to just the 47D,S, and 47 lines.

Unlike the LRV's which had both high and low level doors, the PCC's had only low level doors and were limited to street level boarding. As a result, all major stations on portions of the system that were shared by PCC's and LRV's(these being South Hills Village, Washington Junction, Castle Shannon, South Hills Junction, and all stops north of the Mount Washington Transit Tunnel) had both high and low platforms to accommodate both types of cars.

PCC 4001 47D Drake shuttle trolley close up.

In 1993, the Overbrook Line was shut down between Castle Shannon and South Hills Junction due to the deteriorated conditions of the track, bridges, walls, and other infrastructure. With that, routes 47 and 47S were suspended, and the 47D was reduced to a short shuttle between Drake and Castle Shannon, where riders would be required to transfer to route 42S or a bus to continue to downtown.[4]

In 1999, the Drake shuttle was shut down, and the remaining PCC's were retired.

Preserved Examples

Car #4004 was donated to the Pennsylvania Trolley Museum where it has become part of a collection of historic streetcars and trolleys from all across the United States and other nations.[5] San Francisco MUNI acquired #4008 and #4009 in an internet auction in 2002[6] for $5000 each. However, they are low on the priority list for a return to service as they differ significantly from other MUNI PCCs, and will require re-gauging (as San Francisco cars are Standard Gauge) as well as modifications for ADA accessibility.[7] The disposition of the remainder are as follows:

  • 4002: Undergoing restoration at Pikes Peak Trolley Museum in Colorado Springs
  • 4004: Preserved and in passenger service at the Pennsylvania Trolley Museum in Washington, Pa
  • 4006: Cleveland, Ohio: Private owner, car sits in Dept. of Public Works parking lot near the Detroit-Superior Viaduct.
  • 4007: Static display 100 yards (91 m) east of South Park (PAT station).[8]
  • 4011: Buckeye Lake, Ohio: private owner (derelict)
  • 4012 (ex-4000): Buckeye Lake, Ohio: private owner (also derelict)

See also


  1. ^ Smith, Harold A. (1992). Touring Pittsburgh by Trolley: A Pictorial Review of the Early Sixties. New York: Quadrant Press, Inc.  
  2. ^ The 80's at PAT. Antique Motor Coach Association of Pennsylvania. Retrieved May 26, 2009.
  3. ^ " - The Routes - PCC Operation". 28 August 2005. Retrieved 9 August 2009. 
  4. ^ "Pittsburgh Railways Online - A Trolley Car Tragedy - 1950's". February 18, 2002. Retrieved November 16, 2009. 
  5. ^ "Pennsylvania Trolley Museum - Port Authority Transit Car #4004". October 17, 2007. Retrieved October 9, 2010. 
  6. ^ Laubscher, Rick (2007). "Pittsburgh, Pennsylvania: PCC past-time". Retrieved 2008-03-11. 
  7. ^ Rick Laubscher (August 1, 2008). "Market Street Railway - Sixteen PCCs Out for Renovation Bids". Retrieved August 8, 2009. 
  8. ^ "Mike Samolovitch Collection_0020 - PCC 4006". 27 May 2009. Retrieved 8 August 2009. 

External links

  • The Presidents' Conference Committee Cars (the PCCs)
  • Port Authority Transit Car #4004
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