SEPTA Silverliner III 238
20 Silverliner III MUs (220-239) were ordered by the City of Philadelphia in conjunction with a new quasi-independent agency, the Southeastern Pennsylvania Transportation Authority (SEPTA) from St. Louis Car in 1965 for suburban PRR services and delivered in 1967. These 20 cars were oddballs and had left hand (British style) cabs intended for the engineer to make change and collect fares (much like full service bus operation with the driver making change for fares) when running in single car service to Harrisburg.
Known as PRR MP85E2 class (or MA1C under Penn Central), the 1967 Silverliner IIIs were a followup to the 1963 Budd Silverliner II (MP85E1) class of 55 cars (38 PRR/17 Reading). Along with the 35 high speed NJDOT Arrow I MUs (MP85E6) that followed in late 1968 for the State of New Jersey, the Silverliner IIIs were the only St. Louis cars of all stainless construction similar to Budd. All structural and body members (except end sills and bolsters) were stainless. The stainless sheetmetal that made up the sides, ends and roof were load-carrying as part of a integral (monocoque) structure with the stainless center sill. This eliminated the need for conventional steel framing. Fiberglass bonnets were used on the upper car ends (with the car number placed on the bonnet). Other St. Louis cars (NYCT R38-R44) were stainless sheetmetal only welded to a carbon alloy (LAHT) car shell.
Rated at 550 HP (four 137.5 HP GE traction motors and DC solid state rectifiers, originally mercury arc ignitron, later silicon-based SCR), the Silverliner IIIs were geared for 85 mph, unlike the high speed Arrow Is with 700 HP (four 175 HP Westinghouse traction motors) and intended for over 100 mph.
The Silverliner IIIs were overhauled by Morrison Knudsen in the early 1990s. Eight cars (232-239) were modified for Philadelphia International Airport (PHL) service with luggage racks and special yellow striping.
The Silverliner IIs and IIIs were phased out in 2011-2012 with the delivery of the new Hyundai Rotem Silverliner Vs from the assembly plant in South Philadelphia (car shells supplied from South Korea). The last Silverliner II in service was 235, paired with Silverliner II 9010 (ex-Reading) on the Cynwyd branch on June 29, 2012. Most of the fleet was scrapped during 2012 and 2013.
238 was held for preservation for ten years and was sent for scrap in November 2023 after no organizations were offering to accept and was the very last of this unique oddball class.
SEPTA Silverliner III 238
20 Silverliner III MUs (220-239) were ordered by the City of Philadelphia in conjunction with a new quasi-independent agency, the Southeastern Pennsylvania Transportation Authority (SEPTA) from St. Louis Car in 1965 for suburban PRR services and delivered in 1967. These 20 cars were oddballs and had left hand (British style) cabs intended for the engineer to make change and collect fares (much like full service bus operation with the driver making change for fares) when running in single car service to Harrisburg.
Known as PRR MP85E2 class (or MA1C under Penn Central), the 1967 Silverliner IIIs were a followup to the 1963 Budd Silverliner II (MP85E1) class of 55 cars (38 PRR/17 Reading). Along with the 35 high speed NJDOT Arrow I MUs (MP85E6) that followed in late 1968 for the State of New Jersey, the Silverliner IIIs were the only St. Louis cars of all stainless construction similar to Budd. All structural and body members (except end sills and bolsters) were stainless. The stainless sheetmetal that made up the sides, ends and roof were load-carrying as part of a integral (monocoque) structure with the stainless center sill. This eliminated the need for conventional steel framing. Fiberglass bonnets were used on the upper car ends (with the car number placed on the bonnet). Other St. Louis cars (NYCT R38-R44) were stainless sheetmetal only welded to a carbon alloy (LAHT) car shell.
Rated at 550 HP (four 137.5 HP GE traction motors and DC solid state rectifiers, originally mercury arc ignitron, later silicon-based SCR), the Silverliner IIIs were geared for 85 mph, unlike the high speed Arrow Is with 700 HP (four 175 HP Westinghouse traction motors) and intended for over 100 mph.
The Silverliner IIIs were overhauled by Morrison Knudsen in the early 1990s. Eight cars (232-239) were modified for Philadelphia International Airport (PHL) service with luggage racks and special yellow striping.
The Silverliner IIs and IIIs were phased out in 2011-2012 with the delivery of the new Hyundai Rotem Silverliner Vs from the assembly plant in South Philadelphia (car shells supplied from South Korea). The last Silverliner II in service was 235, paired with Silverliner II 9010 (ex-Reading) on the Cynwyd branch on June 29, 2012. Most of the fleet was scrapped during 2012 and 2013.
238 was held for preservation for ten years and was sent for scrap in November 2023 after no organizations were offering to accept and was the very last of this unique oddball class.