1.1 Almost every time I visit the Baltimore Streetcar Museum, I invariably hear someone talking about or comparing the old streetcars to the new LRV's. While some of the
facts I hear repeated are true, MOST are not - and I have no clue where these guys picked this sheet up from :-) Statements such as: "the reason they only do 10mph through the "Rebel
Yell" is because if the pans bounce off the wire far enough, they will latch into the down position". This was one of those "urban legend" type statements, as the pans don't
latch down, they can only be held down by the motor. The need for a speed restriction going through there is for several reasons, 1) the track alignment, 2) the grade, and 3) the 6" clearance
going under Howard St.
1.2 Anyway, since I used to be around these things on a daily basis, I thought I would share some of what I know with you.
Picture 1-1 An LRV over a service pit at Cromwell
1.3 Oh yea, disclaimer time.....since this document is not an official MTA document, the opinions expressed are my own and should not necessarily bear any resemblance to official MTA policies or
statements, and, of course, I could be wrong (probably not by much though).
1.4 Here is a run down on some of the basic terminology used in conjunction with the LRVs:
-- AUXED ON/AUXED UP: The LRV is up and running (computer and auxiliaries operating) and ALMOST ready to move.
-- AUXED OFF: The LRV has been shut down, and only the crew switches and layover circuits are operational.
-- KEYED UP: The operator has activated the cab and cab functions and the car is now ready to move (switched the "ignition" "on" using
the "81" key)
-- KEYED DOWN: The operator has deactivated the cab.
-- LAYOVER MODE: This is the lowest level of storage normally used, marker lamps and cab lights go out, and the only way to get the LRV into a more complete
shutdown is to throw the main battery breaker.
-- DC LINK VOLTAGE: This is the 750 volts coming from the catenary.