22-02-19 PHOTOS: MBTA Trolleybuses

In February 2022 I was able to able to ride most of the MBTA's Cambridge trolleybus network for the first, and unfortunately last time as it was shut down and scrapped about two weeks after my visit. I was actually quite lucky as the shutdown lined up with my annual late winter trip to the Boston area via Amtrak's NEC that provides the opportunity to utilize any remaining discount and upgrade coupons. The full set of photos ( mirror ) includes both legs of the NEC round trip as well as use of Boston's subway network to reach the trolleybus terminal at Harvard Square.

Although my trip began at Amtrak's BWI Airport Rail Station, I was not catching my Acela Express train from there, even though I arrived in time to see #2029 departing northward. The 10am departure from Washington offered a better price point as well as the ability to ride the entire NEC instead of just most of it. Instead I boarded MARC cab car #7851 in the opposite wirection to begin my trip.

My Acela trainset had power car #2012 on the rear seen here at the typical AX departure platform at Union Station.

K TOWER hanging on, LANDOVER looking sad and ZOO with new windows and a PRR keystone.

One of the nice parts of taking the Acela is no Trenton stop!



At at Manhattan Transfer my Acela was routed on the less frequently used track #1 due to Amtrak ACS-86 #667 being stopped on track #3 while a conductor fouls track #2 to carry out a hotbox inspection on an Amfleet.

A PATH train passing HUDSON tower en-route to Newark.

#2012 at New York Penn during the extended station stop.

P42DCs #106 and #99 leading the Lake Shore Limited at Boston Back Bay.

The next morning I was heading to Harvard Square via Green Line Type 8 trolley #3889 and 1800 series Red Line car #1840.

Although greater Boston once featured quite an extensive trolleybus system, all but 3 routes were shut down by 1963. Those that remained were saved due to the construction of an underground transit tunnel in Harvard Square in 1958 where the exhaust from diesel buses would present a hazzard in the confined space.

Unfortunately both the Routes 71 and 73 had been bustituted that morning due to a problem with the overhead wires. The MBTA was never a fan of the operational complexities of trolleybus operation and the wealthy residents of Cambridge were increasingly hostile to the "unsightly" overhead wires. By 2022 the need to invest in both the overhead power system and new vehicles gave the T an opening to bustitute the entire operation.

Undeterred I retreated back to my accommodations via 1700-series Red Line car #1730 and Type 7 car #3610.

The next morning I repeated the operation with Type 8 #3559 and 1800-series #1830 and finally managed to get on Route #73 Neoplan AN440LF #4162. Acquired in 2004 these vehicles did not have an APU making making diversions due to a power system failure or street work a major hassle.

The on wire experience was very similar to SEPTA's trackless trolleys. The plan to purchase battery electric buses gave the MBTA enough cover to greenwash what was a very climate unfriendly decision. Not only will the proposed buses have to be fitted with a diesel fueled heater to handle Boston's winter climate, the selected model has been suffering from unexplained fires and frame cracks on other systems, resulting in most being withdrawn. All of that and the need for up to $1 billion in charging infrastructure makes permanent substitution by diesel buses the most likely outcome (CNG buses are not allowed in the Harvard tunnel due to fire risk).



Passing by #4106 at Walnut St on Trapelo Rd.

The Route 73 connects Harvard Sq with the MBTA Fitchburg Line station at Waverly Sq.

During the Waverly Sq layover I walked over to the Waverly MBTA station and was lucky enough to catch an engineer training run with Comet II cab car #1637 and F40PH-3C #1065

I rode the Route 73 back to Belmont Jct to connect with an outbound Route 71 to Watertown. While waiting I observed #4106, returning outbound from Harvard Sq this time, make the diverging move onto Belmont St.

 

#4115 on the Route 71 at St. Mary's St.

#4115 again at the Watertown Loop.

If Watertown sounds familliar its because this was also the terminus of the Green Line's A Branch until 1969 when the route was Bustituted. However the overhead wires and track remained until 1994 to access the Watertown carhouse, the remnants of which still remain. This gives Watertown the unfortunate distinction of having lost two separate electrified rail transit routes well after the point where such closures were known to be bad policy.

Due time constraints I was forced to take a bus to connect with the Green Line at Kenmore.

Type 8 #3804 arrived to transport me the short distance to Arlington.

Running behind #3804 at Arlington was #3849.

The following day my return AX from Boston involved Acela Express #2004.

Passing MBTA F40PH-3C #1063 at Providence Yard.

I also got an above average view of the Hell Gate Bridge.

Back at New York Penn my AX trainset pulled in on track #10 with leading power car #2018.

A westbound Keystone service train then arrived on track #11 with ACS-86 #638 and Metroliner Cab car #9646.

This train actually pulled up directly behind a northbound AX trainset with #2039 on the rear.

Since I had taken an earlier than usual train south from Boston I was able traverse more of the NEC in daylight. Passing the Wilmington Shoppes I caught a trio of NEC MoW engines including Mp15D #579, GP38H-2 #524 and GP38-3 #720.

The final point of interest of the trip was MARC HHP-8 #4915 hanging out on track #5 at Baltimore. Track #5 is normally used for daytime Penn Line turns, but weekend MARC service run to Martin Airport via the through tracks at Baltimore Penn.

That's it for this trip we well as Boston's Trolleybuses. Fortunately I was able to ride them rather than the more common scenario of not realizing a particular thing is endangered until it is gone. Next week I stick around the Northeast Corridor taking a few more trip between Baltimore and Philadelphia.