Budd announced the design in 1976. At the time it contemplated multiple unit operation of up to six cars with a top speed of. Power would be provided by General Motors diesel engines. Popular Science depicted a tapered cab similar to the power car of the Advanced Passenger Train; the SPV-2000 would enter service with a more traditional blunt-end operator's cab. Budd said that SPV stood for "Special Purpose Vehicle", and emphasized the design's suitability for both intercity and commuter rail service. The body shell of the SPV-2000 was very similar to the Amfleet passenger coach, which in turn was based on the Metrolinerelectric multiple unit. The SPV-2000 featured operator cabs at both ends and 86 seats in 22 rows. There was an accessibletoilet at one end and a small space to store luggage at the other. Metropolitan Transportation Authority cars could seat 109.
Operators
Budd unveiled the first SPV-2000 in Philadelphia on February 9, 1978, and then sent it on a demonstration tour around the United States. Budd eventually sold SPV-2000s to four customers: the Federal Railroad Administration, ONCF, the Connecticut Department of Transportation, and the Metropolitan Transportation Authority. In 1978 Los Angeles County SupervisorBaxter Ward proposed using SPV-2000s on the former Pacific Electric line to Long Beach, California, but nothing came of this proposal. The SPV-2000s were considered for a resumption of Cape Cod rail service via Braintree, Massachusetts and an SPV-2000 made a demonstration run inAugust 1979, but nothing came of this either. Beyond the 30 cars it sold, Budd constructed the demonstrator and 14 incomplete shells. In the early 1990s the North American Carriages Company proposed to complete some of these shells as standard passenger cars for use in a new service between San Antonio, Texas and Monterrey, Nuevo León, to be called the Royal Eagle, but nothing came of the proposal.
FRA
The Federal Railroad Administration purchased a single SPV-2000 in 1981 and converted it into a track geometry car which it designated T-10. The T-10 remained in service with the FRA until 2000 when it was replaced by newer equipment. It was then sold to Caltrain.
The Connecticut Department of Transportation purchased 13 SPV-2000s at roughly $1 million apiece in 1980; 12 for use on the New Haven–Springfield Line and one for commuter service on the Danbury Branch. The New Haven–Springfield Line cars were leased to Amtrak and painted in Amtrak's Phase III livery. The cars were designed to be interoperable with Amfleet cars; for a brief period, Springfield shuttles were coupled to the rear of Boston trains at New Haven to provide through service to Washington, D.C. The cars proved mechanically unreliable and were often pulled by locomotives, leading to the derisive sobriquet "Seldom Powered Vehicles". Amtrak withdrew them on January 12, 1986 and placed conventional locomotive-hauled Amfleet trains on the route. The cars saw some use on the Metro-North Railroad; most were stored in New Haven. In 1994, the remaining 11 were de-powered and converted to coaches for use on Shore Line East commuter service. Dubbed "Constitution Liners", they were the primary coaches for Shore Line East until replaced by Mafersa coaches in 2004. In 2018, seven of the former ConnDOT cars were sold to the Foxville and Northern Railroad.
