Number	Route	Day	Time	Remarks
46' x 100" "Picture Window" Presidential Conference Car "PCC" Pullman-Standard Trolley, Electrics by Westinghouse, Built 1951, No Overhauls, Seats 41
3295				Stored at Boylston Street Station as historical equipment on an old, unused sideline.
71' x 106" "Type 6" Light Rail Vehicle "LRV" Boeing-Vertol Trolleys, Electrics by Garret, Built 1976-1978, Overhauled 1996-1997 by Amerail, Seat 46. The overhaul by Amerail replaced the sliding doors with the folding doors, as apparently the sliding doors had "issues." Also, the trolleys were outfitted with air conditioning units, which the original trolley body had not been outfitted with. Not all the trolleys were overhauled--quite a few in their original form may be seen at the huge Green Line facility at Riverside Station. In the late '80's, with the advent of the Type 7's, the Type 6's were yanked from the E-Line, except for instructional and inspectional purposes and severe shortages of Type 7's due to repairs. This may have contributed to the ongoing lack of frequency of service on this branch of the Green Line. I personally questioned the MBTA on this matter and was told that due to traction issues the trains cannot use this line, which has the longest section of actual streetcar operation where the tracks are surrounded by road tar, not ties and ballast. I, as a resident along the E-Line  personally find the traction issues almost entirely bull due to the fact that the trolleys ran the line for years, and for a while over 4 times as much tar, all the way out to Arborway/Forest Hills. There is no doubt, however, that the standard-shift-like traction of the Type 6's is quite unique, and the reason why aircraft giant Boeing got out of the trolley manufacturing business as quickly as it had jumped in for no apparent reason (no other known American aircraft manufacturers have ever tried entering the railroad manufacturing industry). The manual-like traction, featuring a simple movable lever to the left of the operator which must be adjusted, like a shifter to control the speed of the trolley  is no where near as frustrating in stop-and-go activity as, say a UMass Transit School bus (bottom line--no clutch), but it has forever rendered them incompatible with the all-automatic Type 7's and Type 8's. There's a catch even with that: second and third operators or 2- and 3-trolley sets don't have to move the lever at all; the trolleys simply at to the traction controlled by the first operator. I'll let that one slide, though--the semi-manual transmission would not be able to easily "talk" to an automatic to add traction. Needless to say, both the 3400 and 3500 Type 6's series are fully compatible with each other, and thus occasionally the T even creates 3-trolley train sets out of them!
3413	C
	C	7/31/00	8.00
3417				This trolley, once in regular service, was converted to a work train. It usually sits on a sideline in between Arlington and Boylston Street Stations. The rest of the time it's not in service, it resides at the Riverside Yard.
3437	D	1/15/02	8.46	Train labeled for Lechmere, terminates at Park Street after orders given by Boylston dispatcher. Transferred  to 3656.
3440	C	8/24/01	9.12	Flirted with cute girl; didn't catch her name :(
3468	C	8/4/00	8.30
3473	C
3477	C
3480	C	8/7/00	16.30
3483	C	8/23/00	9.45
3488	C	8/7/00	15.00
	C	8/28/01	9.00
3490	C
	C	8/1/00	8.00
3495	C
	C
3515	C	8/16/00	8.30
3517	C
3526	C	6/4/01	17.30
3534	C
72' x 104" "Type 7" Kinki-Sharyo LRV Trolleys, Electrics by Westinghouse, Built 1986-1987, No Overhauls, Seat 46. I don't know whether it's a joke or not, but on all Kinki-Sharyo trolleys themselves, it says "Kinky-Sharyo"! Needless to say, beginning with this first batch of Type 7's, the T had snubbed American rail vehicle builders. With the hectic use of the Boeings, Pullman-Standard's PCC models had been the last versatile trolleys the T had had in a while and would opt for the Japan company Kinki-Sharyo to build trolleys for it until the late '90's when Italy's Breda would come out with the Type 8's (a fiasco in and of itself, but I'll elaborate on that later).
3601	E	8/27/01	9.00
3602	E
3603	E	8/8/00	18.00
3606	D
	E	1/16/02	8.40
3608	B
3613	E	8/15/00	17.15
3614	D	8/15/00	8.20
3618	E
3620	E
3623	E
	E
3624	E
3631	E
3633	E
3641	E
	E
	D
	E	1/11/01	8.00
3644	C
3646	E	1/17/02	8.46	Slight delays into both Boylston and Park Street Stations. Cause of delay assumed to be heavy traffic ahead.
72' x 104" Type 7 Kinki-Sharyo LRV Trolleys, Electrics by Westinghouse, Built 1987-1988, Electronic Destination Overhaul (very few), Seat 46. This second batch of Type 7's was indistinguishable from the first, simply a continued shipment of the Kinki-Sharyo trolleys. Trolley 3682 was the first of this batch to be equipped with an audible and visual destination system in the mid '90's, a system that came equipped on all 01800 series Red Line cars. The main problem--since it was experiment it was only (lo and behold) originally programmed to make and display announcements for use on the C-Line, although it spent a while, believe it or not, on the E-Line. So basically, after between Copley and Heath Street, the display would just display something to the effect of "System Coming Online." With the advent of the Type 8's, several more trolleys, mainly of the 3700 series are no equipped with the electronic system. As the Type 7's are fully compatible Type 8's traction wise, the electronic systems are upgrades to make the Type 7's match the 8's in that sense.
3652	E	8/14/02	8.15
3656	C	1/15/02	8.49	Transferred from 3437.
3664	E
	C	8/7/00	8.30
3667	E	1/14/02	10.23
3682	E
	E
	E
	C
3683	E	8/1/00	8.00
	E	8/2/00	8.00
3685	E	6/12/01	8.19
3691	E
	E
3692	E
3695	E
	E
72' x 104" "Type 7" Kinki-Sharyo LRV Trolleys, Electrics by Adtranz, Built 1997, Electronic Destination Overhaul (several), Seat 46. As the description shows, the 3700 series Type 7's were nothing new for the T--simply its last order of Kinki-Sharyo trolleys, with electric components no longer being done by Westinghouse.  The major difference was the interior- the T basically darkened everything on the 3700's: all-black seats replaced the dark blue and dark red ones of the past, dark gray floors replaced the brownish-maroon color; even the "Stop Request" signs were darkened from red to a deep maroon, This, of course, inherently makes the trolleys look darker overall, yet seem cleaner, perhaps because dark hides the dirt better. The other difference was that on all of this fleet the doors go "ding-dong" 3-4 times when they close, which for a tired commuter can get very annoying during rush hours, as the doors keep reopening. As far as electronic compatibility with the Breda Type 8's, none of the trolleys came with the electronic system outfitted on 3682, although since the coming of the Type 8's some of the trolleys have been overhauled to have this system, more than the 3600 series ones.
3700	E
3701	E
3703	E
3702	E	6/13/01	8.16
3704	E	1/8/01	8.10
3707	E	8/11/00	8.30
3714	E
3717	E
	E
	E	8/8/00	8.30
	E	8/29/01	8.57
"Type 8" Breda Trolleys. Many who follow transit practices, such as myself were caught off guard by the choosing of the T to go with Italy-based Breda over leading companies in the rapid transit vehicle building industry, such as Bombardier, who had already sold the T the 01800 series Red Line cars. It's not to say that Italy sucks at making trolleys, but let's be honest--since when does the land of Ferrari's produce trolleys? The main issue, as with Amtrak's French- And German-influenced Acela trains was that when you take the chassis of pure European technology and make last-minute demands of it on an American rail system, somebody's gonna screw something it--and it isn't fair to blame them when what was called for wasn't in the original contract. Bottom line, just like the Acela trainsets had issues with acceleration and maneuvering from the get-go, so did the Type 8', so much so that they were usable only on the C- and D-Lines, and even then they still developed problems forcing them all to eventually be "yarded". During their time to use, with electronic destination systems standard, they were easily paired with 3682 and member of the 3700 fleet that had undergone electronic system upgrades, although they can be paired with any 3600 or 3700 due to aforementioned traction reasons. With low-level floors, except around the wheels, it was easily apparent that the T had rushed into buying them from Breda because they were the fastest company who could produce Americans With Disabilities Acts (ADA)-compliant trolleys. For, it eliminated the need for the T to purchase what it claimed wheelchairs lifts for each station, dubbed by the T to be slow and inefficient. In my opinion, the only slow part was that the wheelchair-bound passenger could not life him/herself up, but rather considerable time was wasted while the operator had to get out and unlock and lift/lower the lift. It would have been just as easy to give all wheelchair passengers their own key. Nevertheless the T still has its money on the Type 8's and after sending them all back to Italy for overhauls, they should slowly be trickling back, beginning late January 2003 and by the end of Spring 2003 the original 18 or so, as well as 82 totally new ones, should be rolling along, eventually brining the fleet up to 100. We'll see... (or better yet, ride!) Interestingly enough, before the Bredas make their way back, the entire Kinki-Sharyo fleet of Type 6's and 7's was yarded briefly after January 14th due to mechanics' noticing of loose bolts in the mid-section of several trolleys, bolts which, if they got loose, could cause the train to literally split in two. With all but about 31 of the trolleys back on track, the T, of course, chose the E-Line as the one to sacrifice and not run trains on over January 15th and 16th while the remaining trolleys were being service, although this would only be during rush hours. This was a semi-smart move on the part of the T, considering that the E-Line works closer with a bus route , the 39, than any other line (the 57 and B line come a distant second); yet it doesn't add up for two reasons: A. Service on the E-Line sucked to begin with, something stuck-in-traffic additional service to the 39 route as Heath St-Copley Shuttles couldn't accomplish and B. it seemed as if the Shuttles were simply buses pulled from regular service on the 39, not additional service.