3000 class railcar

The "3000" class railcar is the main workhorse of TransAdelaide's suburban passenger operations in Adelaide, South Australia. There are two variants: 3000 series, featuring a cab at each end, and 3100 series with one cab.

3000 series cars can run single unit, while 3100s run in sets of two. 3000's can also be found running multiple at times. A single 3000 and 3100 makes a 3 car train, while four 3000s or two 3000s and a single 3100, or 2x 3100s can make up a four car train. Usually a single 3100 is joined to a 3000 to make a 2 car train and often happens when the other 3100 is getting serviced. Trains of over 4 cars are very rarely seen today; 6 cars is the limit. [http://members.tripod.com/BenBWAIN/rail/TA/3000.htm]

History

Seventy cars were introduced into service between 1987 and 1996 with the first 20 built by Comeng between 1987 and 1989 numbered 3001-3008 and 3101-3112. Visually similar to Melbourne's Comeng trains, the 3000 class' main differences are that they are diesel-electric and that the Melbourne units have three double doors in each side with consequent rearrangement of the side windows.

The basic design was inspired by the previously operated Redhen railcars, particularly the drivers ends. In 1992, orders for 50 new railcars were placed to replace the Redhens and Clyde built the remaining 50 railcars numbered 3009-3030 and 3113-3140. They are the only class of diesel electric powered railcars or DMU's operating in Australia, with all others diesel hydraulic.

In the 2008/09 State Budget it was announced that most of Adelaide's railway lines will be electrified within the next 8-10 years, and that 58 of the 70 3000/3100 class railcars will be converted to electric operation. Twelve 3000/3100 class railcars will keep their diesel engines so they can operate on the Belair line.

Passenger compartment

There are four entrances with two sliding doors each (contrast with Melbourne's similar Comeng type which has six entrances with two sliding doors each). Doors are individually numbered with odds on one side and evens on the other. After release by the driver or PSA (Passenger Service Assistant), passengers manually slide doors open with the handle. Doors close automatically when the driver presses the close button. This also makes the doors emit an audible warning tone. Doors can be overridden by PSAs who often hang out the door as the train drives away.

Many railcars are fitted with CCTV surveillance to help deter and catch criminals. All railcars are fitted with an emergency brake; misuse carries a $500 fine.

Seats are generally arranged facing each other, in 2+3 configuration, however near the doors seats face across the train. All of these are special purpose seats, reserved for elderly or disabled, while some fold up for bikes and wheelchairs; wheelchair ramps are locked in a white box near one of the doors. A 3000 car has approximately 100 seats, while a 3100 has approximately 110. Seat design is almost identical to that of the Melbourne Comeng trains before their refurbishment.

All cars are air conditioned, the return being at the end of the cars (not near the doors). Windows are double-glazed which helps maintain the temperature, however only one layer is glass, the other layer is a form of plastic (Perspex or Plexiglas) which is more susceptible to vandalism than glass. The result, due to scratching or damage from graffiti and the removal solvents, is the windows craze or fog which makes it difficult for passengers to see outside. This is most prevalent on older cars. Flooring varies between two styles of solid flooring - one with round tactile bumps, the other one smooth.

Some cars have been refurbished and feature yellow grab handles for vision-impaired passengers as well as new flooring and better windows. In September 2008 the State Government announced an additional refurbishment program for the railcars. 900 windows on 70 trains would be replaced with new graffiti-resistant glass, in a program costing $700,000 and be complete by the end of that year. [cite web
url=http://www.abc.net.au/news/stories/2008/09/23/2372009.htm
title=Graffiti-resistant glass for Adelaide trains
work=ABC News
date=September 23, 2008
publisher=www.abc.net.au
accessdate=2008-09-25] $37 million would also be spent to create more standing room in carriages by replacing 2+3 seating with 2+2, reduces seating by between 10 and 12 per carriage.cite web
url=http://www.news.com.au/adelaidenow/story/0,22606,24394297-2682,00.html
title=More standing room on trains
work=AdelaideNow
author=ANTIMO IANNELLA
date=September 24, 2008
accessdate=2008-09-25]

Driving

The train is controlled via a combined power handle: when the driver pulls forward it increases power, and when the driver pushes back it increases braking effort. Traction power is interlocked with the doors, meaning the train will not move until the doors are fully closed.

The trains are equipped with AWS - Automatic Warning System (the cheap version of ATP). An audible warning is made when approaching a signal. For green signals it is a "ding". All other signals (red, yellow, flashing yellow, green with turnout) produce a buzz which continues to sound until acknowledged by the driver by pressing a button. A cab indicator can show a black disk or a yellow and black "exploding" disk, known as the "AWS sunflower. AWS only intervenes on a red signal when an acknowledgement is NOT made. (It is not a fail-safe system, and has numerous flaws as a safety device).

The horn is activated by pushing sideways on a small toggle. The horn is used before departing stations, as well as near level crossings and other places when required, particularly where maintenance work is being carried out in a carriageway. A sign with a large 'W' and the word 'Gang' is placed a distance up the track on both sides to alert the driver that work is being performed in the carriageway and they need to signal to the work crew that the train is approaching. The driver will continue to sound the horn at small intervals until one or more of the crew on the line raise a hand to acknowledge they have seen the oncoming train.

The cabin is offset to the left of the train facing outwards. On the opposite side is a seat for two, which is for staff when the cab is occupied. Cabins are accessed via the interior. Two doors separate the cab from the passengers. When in the middle of a consist, the double-seat is accessible, but the direct cab door is locked.

Cabins are activated by key. Activation switches off the ceiling lights in the cab (to reduce glare at night) and activates the gauges.

Door control buttons are fitted in the driver's cab, as well as a PA microphone and switch for making announcements. For large sets, 1 or 2 PSAs (Passenger Service Assistants or guards) assist from the last car, operating the doors from a panel next to the door. During driver-only operation, the driver is also required to deploy a portable ramp for wheelchairs.

Drivers can watch boarding activity via a mirror on the left side of the cabin and a closed-circuit TV with the camera being on the right side of the front of the car facing to the rear. Cameras are located on every car. Each station contains a curved mirror, except for the stations Adelaide and Mawson Lakes.

Mechanics

Each railcar features a 475hp V12 twin turbo direct injection diesel engine that operates at an almost constant RPM, the engines only power one bogie per car. The engine is located underneath the floor, just offset from the middle and is connected to a generator which powers the bogie at the opposite end of the car. Under load they produce more vibration and noise, but usually do not change pitch (speed) remaining at a constant 1500rpm. In addition the air conditioning fan will slightly fluctuate when the unit is accelerating, which suggests there is no dedicated head end power (HEP) unit. The mechanicals are all located beneath the carbody, except for radiators which are located on the roof. The main generator also provides main power for air conditioning and interior lighting. When the engine is switched off, interior lighting is disabled. The engine is started in the cab by battery power.3000 class railcars are unique because they are diesel-electric, unlike most railcars which are diesel-hydraulic. As such they feature a 400kVA gen-set powering traction motors on one bogie of each car.

The 3000 class are less prone to emitting a black plume of smoke when accelerating, unlike the 2000 class railcars.

3000 class bogies are built by Comeng. The riding quality of these bogies is excellent due to the airbag secondary suspension that is fitted. All 3000 class railcars are fitted with electro-magnetic track brakes, which are comparatively rare on trains, though they are commonly found on trams. They are operated separately from the normal mechanical and dynamic braking.

Trains are equipped with fully automatic "Scharfenburg" couplers. Buttons for coupling and releasing these devices are located in the driver's cabs. Coupling is sometimes done at Adelaide station, requiring an extra staff member to flag the driver as well as to connect the safety chains. This feature adds to the versatility that allows anything from single (3000) unit operation to multiple unit operation of up to six cars. Many other suburban trains do not offer such flexibility.

Headlights are mounted at the top of the car, two lights in the centre. There are no marker lights at the front; however, there are red marker lights for the rear located on the upper corners.

There are metal steps up the side of the car to each door, but they are not used by passengers. They are illuminated by lights at night.

Statistics

3000 class

3100 class

ee also

* 2000 class railcar

References

Further reading

* [http://members.tripod.com/BenBWAIN/rail/TA/3000.htm Further information on the 3000 and 3100 series railcar, including several interior photographs]
* Australian Railway Historical Society Bulletin, June, 1988 pp121-128