2000 class railcar
2000/2100 class railcars | |
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Manufacturer | Comeng |
Built at | Granville |
Entered service | February 1980 |
Scrapped | June 2016 |
Number built | 30 |
Number in service | 0 |
Number preserved | 6 |
Number scrapped | 24 |
Formation | 2/3/4 carriages |
Fleet numbers | 2001-2012, 2101-2118 |
Capacity | 70 (2000) 100 (2100) |
Operators | State Transport Authority TransAdelaide Adelaide Metro |
Depots | Dry Creek |
Specifications | |
Car length | 24.8 metres |
Width | 3.19 metres |
Height | 4.27 metres |
Maximum speed | 130 km/h (81 mph) 90 km/h (56 mph) Network Speed |
Weight | 65 tonnes (2000) 42 tonnes (2100) |
Prime mover(s) | As built: 2 x MAN D3650s After repowering: 2 x Cummins KTA 19Rs |
Power output | As built: 2 x 377 kW (506 hp) After repowering: 2 x 390 kW (520 hp) |
Transmission | Voith T420r Diesel Hydraulic |
Auxiliaries | Rolls-Royce SF65CT |
Track gauge | 1,600 mm (5 ft 3 in) |
The 2000/2100 class were a class of diesel railcars operated by the State Transport Authority and its successors in Adelaide. They were built by Comeng, Granville in 1979-1980.
History
The 2000/2100 class were self-propelled diesel railcars operated by the State Transport Authority and its successors on the Adelaide rail network. The body shell design was based on the Budd SPV-2000, Metroliner and Amfleet cars but the 2000 class railcars have a slightly different curve to the Amfleet.[1]
Twelve 2000 powercars and eighteen 2100 class trailer cars were built.[2] The bodyshells were built by Comeng, Granville. Two (2001 and 2101) were completed at Granville while the remainder were railed to Adelaide via Lithgow and Broken Hill to comply with a contractual requirement to maximise local content, the fit out being conducted by Comeng's Aresco subsidiary at Dry Creek.[3][4] The first entered service in 22nd February 1980 and they are the first air conditioned train in Australia [5][6]
They were nicknamed Jumbos due to the raised driving cab, similar to the distinctive hump of the Boeing 747 jumbo jet. This raised cab was designed to meet Australian Federated Union of Locomotive Employees demands for a full width driver's cab whilst allowing inter-carriage doors to be fitted.[7][8]
The powercars were originally powered by V12 turbocharged MAN D3650 engines that were replaced by two turbocharged 6 cylinder Cummins engines under the floor driving a Voith hydraulic transmission in the late 1980s.[9][10] They usually operated in 2-car (power-trailer) or 3-car (trailer-power-trailer) configurations. It was originally intended that they primarily operate express services on the Gawler and Noarlunga Centre lines with the existing Redhens operating the all stops services, but they quickly ended up operating services across the network.[1][6]
Six were stored for a number of years, being returned to traffic in 2007.[11][12] One was sent to Bombardier Transportation's Dandenong factory in 2006 to assess the feasibility of a life extension program, but it was deemed not worthwhile.[13] They did on occasions venture beyond the Adelaide metropolitan area, operating special services to Tanunda and Nuriootpa on the Barossa Valley line.[14][15] howerer these excursion eneded in April 2003
From February 23, 2014, these railcars are no longer permitted to operate on the Belair Tonsley and Seaford lines due to low clearances as a result of the electrification of these lines, being restricted to the Gawler Central, Grange and Outer Harbor lines. Withdrawals commenced in late 2014. By 2015 only 11 cars still in service they only operate in peak hour and special event on the Gawler Central line occasionally on Outer Harbor line, the whole set all retired in Mid August 2015 and they were stored at Adelaide metro Dry Creek Railcar depot for 10 months.
Preservation
Four have been preserved:[13]
- 2006 and 2112 by the National Railway Museum, Port Adelaide[16]
- 2010 and 2109 by the SteamRanger Heritage Railway[17]
2009 and 2104 were donated to the South Australian Metropolitan Fire Service for training.[17] The rest were sent by road and scrapped in June 2016 at Simsmetal.[13][18][19]
References
- ^ a b McNicol, Steve (2016). Jumbos: The early days. Elzabeth: Railmac Publications. ISBN 9781864771121.
- ^ New Generation of Trains on the way Among Ourselves issue 193 June 1978 pages 12/13
- ^ New Metropolitan Rollingstock The Recorder October 1978 pages3-5
- ^ "Here & There" Australian Railway Historical Society Bulletin issue 507 January 1980 page 4
- ^ "Here & There" Australian Railway Historical Society Bulletin issue 511 May 1980 page 27
- ^ a b "2000 Class Railcars" Australian Railway Historical Society Bulletin issue 605 Match 1988 pages 50-69
- ^ "The Adelaide 2000 class Railcars" Railway Digest December 2005 pages 32/33
- ^ Dunn, John (2013). Comeng: A History of Commonwealth Engineering Volume 4: 1977-1985. Kenthurst: Rosenberg Publishing. pp. 16–30. ISBN 9781922013514.
- ^ 2000 series The Recorder September 1986 page 184
- ^ Repowered Jumbos Transit Australia June 1989 page 132
- ^ "TransAdelaide Update" Catch Point issue 173 May 2006 page 5
- ^ "Gawler Line Timetable Changes" Catch Point issue 187 September 2008 page 17
- ^ a b c McNicol, Steve (2017). Jumbos: Workhorses to the end. Elzabeth: Railmac Publications. ISBN 9781864771145.
- ^ "Broad Gauge - Northern Lines" Catch Point issue 113 May 1996 page 22
- ^ "TransAdelaide Barossa Services" Catch Point issue 117 January 1997 page 8
- ^ Annual Report for year ended 30 June 2016 National Railway Museum
- ^ a b "SA Jumbos Preserved" Railway Digest January 2016 page 57
- ^ Scrapped railcars needed to help Adelaide's struggling rail network, enthusiasts say ABC News 1 June 2016
- ^ "Jumbo Railcars Say Farewell" Catch Point issue 234 July 2016 pages 10-13
External links
Media related to 2000 class railcars at Wikimedia Commons