Baltimore's choice for it's next generation "Streetcar" originates from the Swedish consortium once known as Asea Brown-Boveri. The cars, while reminiscent of vitually any other double ended light rail vehicle seen throughout North America today, is an exclusive Baltimore design seen nowhere else.The 95 foot long cars were the longest constructed when they began being delivered in late 1991. Roomy and spacious, the cars have performed quite well in the decade since entering service, lacking any notable problems that often plague new or unique light rail car designs. This is even more impressive when one realizes that the cars were among the first to debut AC propulsion, a departure from the conventional DC power that was long the industry standard.
It has been rumored that the car length derived by simply taking the shortest Downtown city block on which the cars were to operate (presumably between Fayette and Baltimore Streets) and dividing that by 3. Thus, a full three car set would achieve the maximum possible load without interfering traffic flow on the cross streets when being held at a signal. The truth behind this is not necessarily confirmed.
Year: Cars: Manufacturer: Notes: 1991-1992 5001-5035 ABB - Elmira, New York Each articulated car consists of a single fleet number 1996 5036-5053 AAI - Hunt Valley, Maryland Each Articulated car consists of a single fleet number In any event, Baltimore's first order of Light Rail vehicles consisted of 35 units, which began arriving in late 1991, and continued to arrive from Elmira, New York into the late Summer of 1992. The cars were attired in a rather pedestrian scheme of an entirely white body broken up by a blue beltrail that tapered to a narrower stripe across the ends. Despite this basic scheme, there were a couple of nice touches, namely the numbering of the cars as 5000s, done specifically in honor of the long-departed Brill Semiconvertibles, the most prevalent Baltimore Streetcar, which were numbered thusly 70 years earlier in 1922. Another neat touch was the use of Railroad Roman fleet numerals on the corners of the car, which despite having a size that is often difficult to make out in photos, is historically correct.
Despite varying start dates listed for the start of service, actual revenue hauling of passengers on the new cars began on Monday, April 3, 1992, when the first passenger train left Timonium Fairgrounds Station at about 11:00am enroute to a Pre-Season game at the brand new Oriole Park at Camden Yards. Service continued to operate from Timonium to Camden Station on Game Days only with hours close to game times for over a month, as there just were not enough cars and Operators yet available for full service.
ABB-AAI Light Rail Vehicles Photo Gallery Severed from the mainline, car #5001 rests between trips at Camden Station in the Summer of 2001, while the spires of Camden Station and the Bromo Seltzer Tower rise in the backdrop. Adam Paul Photo. Among the nicest settings which the cars run through on the line is Robert E. Lee Park, more commonly known as Lake Roland. Included in this jaunt is a short bridge, where cars 5005 and 5025 were shot from the West bank of the lake in August of 2001. Trevor Logan photo. Car #5005 leads a "Two Pack" past the former Lutherville Train Station of the Northern Central Railway, whose right-of-way is plied by the Northern portion of the Central Light Rail line. Adam Paul photo. Car #5009 glides through the thick Summer brush surrounding the right of way near Padonia Road in July of 2001. Adam Paul photo. Cars 5010 and 5026 have a chance meeting as one arrives and the other departs Centre Street Station in September of 2001. Just West of here was the location of a former White Tower restaurant, as well as the early layover of several ex-B&A Bus lines. Adam Paul photo. Rambling across the Lake Roland Bridge is car #5016. This is one of the few sections of private right of way that is pretty much legally accessible by foot, being in the confines of a city-owned park. Adam Paul photo. Car #5017 glides into the Mount Washington Station, one of the few single track stations in the system, Eventually, there is to be built a complementary platform built to the left of the car. Adam Paul photo. Just south of the above shot, car #5023 picks its way across the Western Run Bridge as it approaches Mount Washington in the opposite direction. The bridge contains a guideway for a second track, when built. Adam Paul photo. In the "pocket" at North Avenue is car #5028, working the severed line setup resulting from the Howard Street Tunnel Fire. In the rear is the classic styling of the North Avenue Bridge. Car #5025 zips its way out the Northern Central line to pass the still-extant platforms of the former NC Lutherville Station. A great combination of new and old. Adam Paul photo. Northward car #5042 picks up a hint of speed as it bounds through Robert E. Lee Park in Baltimore County. The scene ranks among the most scenic of the line's many nice settings. Adam Paul photo. Set against a backdrop of Baltimore both new and old is car #5043, making the service stop at Convention Center Station (formerly Pratt Street). The landmark Bromo Seltzer Tower is a familiar site to viewers of Baltimore Orioles Baseball. Adam Paul photo. In the fading sun light, car #5052 has just rounded the curve towards Mount Royal Avenue, and will snake its way left into the station area. From there, it will cross a bridge and twist it's way down towads Pennsylvania Station. Adam Paul photo. Finally, full-fledged service began in May of 1992 on a 15 minute headway, as enough cars became available, and enough Operators had now been qualified to operate them. Service would gradually extend Southward to the Patapsco Station in August of 1992, followed by Linthicum in April of 1993, and finally Cromwell Station later that year. The 35 cars performed well as they broadened out, despite the threats in Downtown by motorists who were never accustomed to operating near massive, quiet rail vehicles.
As the 1990's progressed, work began on acquiring funding for three extensions to the Light Rail system, a branch to BWI Airport, a spur to Pennsylvania Station, and an extension Northward to the Industrial and Commercial developments in Hunt Valley. With the single tracking a necessary evil resulting from budgetary woes that developed during construction and financing of the line, models were worked out which found the ideal headway for the operation to be an 8 1/2 minute headway on the trunk, with a constant 17 minute headway on all of the branches and spurs, with Penn Station service mated to the BWI branch, and the Cromwell and Hunt Valley mainlines connected. This would of course require additional cars!
By this time, much of the Electric railcar supply market had been restructured, with ABB absorbing into a short lived operation called AdTranz (later bought by Alsthom-GEC). Fortunately, MTA's second order of Light Rail cars could now be completed "in-town," even in view of the forthcoming extension. This follow-up order of 18 Light Rail vehicles were to constructed by AAI International, whose trucks were already carrying the initial order of cars. AAI had already been diversifying its operation, having done most of the assembly of Dayton's replacement order of Trackless Trolleys. Now, they were ready to tackle cars #5036 to 5053 of the Baltimore Light Rail system.
The cars began arriving on schedule beginning in 1996, and were almost identical to their ABB predescessors. Only a few visual clues will yield the differences, such as access panels. In any event, the cars were phased into service, often being used exclusively on the new Airport operation at first in MTA's attempt to put the newest vehicles on the newest operations. Since then, they have merged with the older cars, and can be used in complete interchange with these cars. All of the cars continue to be solid performers, and are among the most cared for aspects of the MTA fleet. It is obvious that MTA would like to see these pricey cars continue to carry the crowds for many years to come.
Will there be an additional order?!? Perhaps in time, as MTA continues to explore eventual extensions to the Light Rail system, will cars with fleet #5054 and up be seen running about the city. Continual budget constraints hold the prospects for a brisk light rail expansion dim, but in time, the Baltimore Light rail system may yet expand it's fleet size.....now, if only it could stretch out to 5884 like the Semis!!!
ABB/AAI Light Rail Vehicle Fast Facts:
- When first delivered, a couple cars carried a different seating design than all cars now carry. This was the result of the Seating manufacturer going out of business just a few cars into the order.
- Car #5025 carried a unique curse with it when it made the journey into Baltimore. The car came partially off the jumbo flatbed truck, and sustained substantial enough damage to result in a lengthy delay before the car would finally enter service.
- Despite the proximity of the AAI plant to the very rails on which the new cars would ride, the follow up order was also shipped by flatbed truck. It's assumed that all 18 cars made this journey without a repeat of the above mentioned incident.
- As this is written in January of 2002, fans await (or dread) the first sighting of a Baltimore LRV in the new Maryland MTA color scheme.
