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Most PCCs were single ended and could only be operated regularly from one end, though many had backup controls under the rear seat for yard moves and emergencies. Most street railways had used double ended cars, so had to build loops or sometimes reversing wyes at the ends of lines that were to use PCCs. A few companies, of which Dallas Railway and Terminal was the largest, insisted on double ended PCC configuration to avoid redesign of their track layouts.
Pullman-Standard built 25 cars for the system in 1945. After Dallas ended service in 1956, the PCC cars were stored in hope of a resale. Through the influence of several Seashore members, eight Dallas PCCs went to Boston in 1958, to replace old Type 5 cars like Seashore's 5734 that were still in service in Northeastern University and Boston University turnback service where space for loops did not exist. The following year, the rest were acquired to ease a car shortage resulting from the opening of the new streetcar rapid transit line to Riverside. These cars were used on the Mattapan line. The Dallas cars served in Boston for nearly two decades more before being replaced by Boeing Light Rail Vehicles (LRVs). Acquired in 1978, this car has been returned to its original configuration as Dallas No. 608, formerly Boston No. 3342. No. 3340 remains as a Boston car.
History from Historic Cars: The National Collection at the Seashore Trolley Museum by Ben Minnich
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