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CHAP   1 - Introduction
CHAP   2 - Some Basic Specs
CHAP   3 - Locations of Major Equipment
CHAP   4 - the "TRACS" Computer System
CHAP   5 - the High Voltage, Auxiliary and Propulsion Systems
CHAP   6 - the Low Voltage Systems and Batteries
CHAP   7 - the Air System
CHAP   8 - the Braking System
CHAP   9 - the Suspension System
CHAP 10 - the Trucks
CHAP 11 - the HVAC Units
CHAP 12 - the PA and Intercom System
CHAP 13 - the Pantographs
CHAP 14 - the Doors
CHAP 16 - the Couplers
CHAP 16 – the Lighting System
CHAP 17 - the Destination Signs
CHAP 18 - Winterization
CHAP 19 - Operation
CHAP 20 - Maintenance
CHAP 21 - Floobydust

16.1   All of the original interior passenger lighting fixtures and components are manufactured by Luminator.  Most of the fluorescent fixtures operate from 120VAC, produced by the auxiliary converter.  The only exceptions are the emergency lights (fluorescent) and the articulated section overhead lamp.  The emergency lights operate from 39VDC, but the articulated light is a 12V bulb.  There is an emergency fixture over each door, and one more about halfway in between the doors (for a total of 12).  These light fixtures do not have the best maintenance track record.  The AC ballasts in the regular fixtures have worked out fine… I can't think of any that have been replaced.  The DC ballasts are another story.  They have an extremely high failure rate, considering that they are "solid state" and run with only half their rated load (they are designed for two 40 watt lamps, but only operate one).  I think the biggest problem is that they are potted in tar and don't allow sufficient air flow for cooling.  During the (approximately) 1997 timeframe, they started second sourcing the DC ballasts in an attempt to cure the problem.  Another problem that Luminator seems to have is with poorly designed lamp sockets for the fluorescent tubes.  They either burn up or meltdown….  Fortunately, they haven't had any fires from that yet.  Most of the tubes are four footers, with three footers over the doors next to the cab and a couple next to the articulated section. The tubes are standard F40CW & F30CW lamps.

16.2   The operator controls the interior lighting from a switch on the right console (1 in Picture 16-2).  It is a self centering switch, with momentary positions for ON and OFF.  Both functions are trainlined, and the switch is only active when the cab is keyed-up.  If you go over an IJ or otherwise loose the auxiliaries, only the 39VDC fixtures will remain on.

  Picture 16-1  Operator controls for the inside lights

16.3   There is a 12 volt, 35 watt halogen lamp that lights the articulated section. A similar lamp, but rated for 21 watts is used for overhead illumination in the cab. The light in the articulated section comes on when the car is auxed-on…. there are no operator controls for it.  The cab light is controlled by a rheostat on the operators right console (2 in Picture 16-1).

16.4   The railroad lamp is a 30 volt, 200 watt, par 56 lamp.  They use a series resistor to drop the voltage.  This lamp is operated by a switch on the operators center console, next to the headlight switch.  There is also a related indicator lamp (blue) on the operators panel to let the operator know the lamp is on.

16.5   The headlights are 12 volt, 6052 lamps.  Because of a Maryland state law, and the fact that the LRV's run on Howard street, we are forced to aim the lights the same way the headlights are on your car, slightly off to the right.  This really seems stupid since most of the track is private right of way.  A switch on the operators middle console selects high or low beam.  Another modification added after the cars were delivered (1991 timeframe) was the headlight flash circuit.  This enables the operator to "flash" the headlights when approaching a crossing or intersection.  By pressing the FLASH button, it turns on the flasher relay, puts the headlights in the low beam position, and then alternately flashes the left and right high beams (keeping the low beams energized).  All six of the external hazard flasher lamps also flash during this operation.  There are 4 relays added to the K90 locker (under the console in each cab) to perform this function, and the new cars (5036-5053) had the modification added at the factory.

16.6   There were six marker lamps.  Around 1996, when we added a second pantograph, they had to move the antenna for the VHF radio, and someone decided to remove one of the clearance lamps, and put a bracket in it's place to mount a quarter wave whip antenna.  The marker lamps are 895 bulbs, rated for 40 volts, are used for the six marker lamps,

16.7   Also using the 895 bulbs are the taillights and the stepwell threshold lights. Since they are high replacement items, we are currently investigating alternate light sources.  One of these days, I will have to check with my buddy to see what they did....

  Picture 16-2  Lights and lamps on the Baltimore LRV
1) Railroad Lamp
2) Headlights
3) Tailight/Brakelight
4) Turn Signals
5) Marker Lamps
6) Cyclops Light
7) Run Number Sign
8) Door Open Lamp (yellow)
9) Door Cutout Lamp (blue)
10) Relocated VHF Radio Antenna where Marker Lamp used to be

16.8   6S6, bulbs, rated for 48 volts, are used in the run number sign, the external cutout indicators and the external door open indicators.  Being rated for 48 volts, these bulbs hardly ever burn out, but for some reason, they were the first bulbs targeted for replacement by LED's (for longer life, as if a five year life span isn't long enough).  The only real advantage I see in using the LED's is that they are much brighter, especially the blue ones for the cutouts.

16.9   1638 dual filament bulbs (28V) are used for the brakelights and the cyclops light.  The above three bulbs are similar to an 1157 bulb found on a regular car, except the metallic bayonet base is not connected to anything, instead, the filament is connected to the two solder blobs.  They are unpolarized and can be inserted either way (unlike the 1157).

16.10   1928 bulbs (37.5V) are used in the door open push button switches, and in the cab for console illumination.

16.11   1922 bulbs are used in the stop request sign, since they are a little brighter than the 1928's.

16.12   Most of the 19 cab console indicator lamps are 387's (yellow 4 in Picture 16-1), with the exception of the DOOR CLOSED indicators, which have LED replacements in them.  They are also in the process of putting LED's in the AUX ON indicator.

16.13   The hi-beam, railroad lamp, and turn signal indicators on the operators console use a special 28V bi-pin lamp, with a Dialco part number of 507-5821-0747-600.

16.14   The destination signs use 39VDC ballasts, and the front sign uses two F17T8/TL741 fluorescent tubes, and the side destination signs use a F42T6/CW tube.

16.15   What a mixture, huh?  It's a stockroom nightmare.  Even Adtranz, when building the new cars (5036-5053), couldn't get the right light bulbs in the right places.

16.16   Circuit breakers for the AC lighting fixtures are located in the K90? locker in the "A" side of the articulated section.  Circuit breakers for the low-voltage DC lights are in the K91 locker.



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New 11/15/2007....
And hadn't been touched till 1/28/2012
Last Modified Friday, 28 April 2017