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Pakenhamtrain

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About Pakenhamtrain

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  1. How hard would it be to fit these: https://railgallery.wongm.com/suburban-bits/F119_2177.jpg.html These are being fitted to our Comeng trains which as 78.7ft long.
  2. In this final part we get to the biggest. The Adelaide bus system. 270 bus routes and over a 1000 buses make up the Adelaide system that connects the city to the suburbs and Adelaide Hills. Bus routes include a wide variety of all stops, limited stops, express, RoamZone, and the MAC footy express. Routes are numbered around the area they service and what they do. It also home to the O-bahn. A 12km long guided busway to Tea tree Plaza. Built in 1986 it replaced an earlier tram extension plan and is capable of moving 18,000 passengers every hour. Buses while originally government operated through the STA, SAR and MTT it was partially tendered out in 1995 before private operators won the tenders in 2000s. Currently 3 operators are contracted to run Adelaide buses: Torrens Transit. Operating the East-West contract area SouthLink. Operating the Hills, Outer South & Outer North contract areas. Light-City Buses. Operating the North-South & Outer North East contract areas. Buses in Adelaide are rather modern compared to other cities given there is a 25-30 year rule on buses. Before and after football games at Adelaide Oval extra train, tram and bus services run under the MAC Footy Express banner. Part of this is a network of 28 routes running under an AOxx or an AOXxx route number. King William Rd is closed to traffic and they throw buses at moving a crowd of up to 53,583. Here is part of the operation after the Port Adelaide v St Kilda game. Torrens Transit 1770(MAN NL232 CNG/ABM 'CB62A') departs the King William Rd terminus with an AO26 to Glenelg Torrens Transit 1230(Scania L94UB/Custom Coaches 'CB60A') on North Tce with a route 150 to Osborne. Torrens Transit 1939(Scania K280UB/Custom Coaches CB80) Torrens Transit 1765(MAN NL232 CNG/ABM 'CB62A') at stop B2 Pulteney St with a J1A to Adelaide airport. The J series of routes are JetBus services to the Airport. The J1A is a shortworking of the J1. Torrens Transit 1182(Scania K360UA/Custom Coaches 'CB80') Laying over in Pulteney St. http://i.imgur.com/eye1THq.jpg SouthLink 3272(Scania L94UB/Volgren 'CR224L') Drops of passengers at stop W2 Pulteney St with a T843 to the other city of the CBD. The "T" routes are the "Transit Link" routes. Often Limited stops versions of normal routes. T buses only set down and pick up at select stops along the route. In this case however the T843 a stand alone route with no all stops bus. On the other end of the scale there is an express version of the already limited stops bus with the T721X. A standard bus stop sign in the CBD. In this case showing routes south at stop W Grote St. Showing two 3 different express buses in the 723F, 723X and T721. Light-City Buses 1154(Scania K320UA/Custom Coaches 'CB60 Evo II') Pulls out after setting down passengers at Stop T2 Grenfell St on a C1 to the City. Of note is the guide wheels that allow the bus on the O-Bahn. Torrens Transit 1774(MAN NL232 CNG/ABM 'CB62A') Torrens Transit 1172(Scania K320UA/Custom Coaches 'CB80') departs stop B2 Pulteney St. With a J1A to Adelaide Airport. http://i.imgur.com/81OIIcz.jpg Torrens Transit 270 (MAN 18.280 HOCL-NL/ABM 'CB64A') departs stop B1 Pultney St with a 118 to Port Adelaide.This is one of a number of crosstown routes. In this case This bus has come from Stonyfell or Burnside as a route 141 or 142. As it gets to the edge of the city the route rumber then changes to a 118. SouthLink 3315 (Scania L94UB 14.5m/Volgren 'CR228L' Sits layed up at Light Square having completed an 864F from Mount Barker. "F" buses are limited stops buses of normal buses but with a difference. How they work is that along the route there is a designated stop where the bus will stop to pick up or set down depending on the direction. In the 864Fs case the Citybound stop is stop 13. From this stop the bus will stop picking up passengers but will set down at any stop. The outbound stop is stop 14. Until this stop buses will not let passengers off but will pick them up. http://i.imgur.com/KWsyaHS.jpg SouthLink 3219(Scania L94UB/Volgren 'CR224L') At stop D1 Currie St with a 861 to Glen Osmond. http://i.imgur.com/ofZK8rT.jpg Light-City Buses 1139(Scania K320UA/Custom Coaches 'CB60 Evo II') with a C1T to Tea Tree Plaza http://i.imgur.com/BFUU9pG.jpg Light-City Buses 1526(Scania K230UB/Custom Coaches 'CB80') travels down King William St. http://i.imgur.com/sQkihhj.jpg Torrens Transit 1902(Scania K320UB/Custom Coaches ‘CB80’) with a route 98C Free City Connecter service. http://i.imgur.com/5Bi7xLC.jpg Torrens Transit 1380(Iveco Metro C260/Custom Coaches 'CB80') With a route 190B to Mitcham Square at stop C3 King William St. http://i.imgur.com/8Tvr13l.jpg Southlink 3217(Scania L94UB/Volgren 'CR224L') http://i.imgur.com/zl7seE5.jpg Torrens Transit 1912(Scania K280UB/Custom Coaches 'CB80') with a route 117 to Port Adelaide in Currie St. More coming soon.
  3. Adelaide, like many other Australian cities had a large and extensive tram network that was ripped up in the 1950s. One one line remains. The Glenelg tram. The Glenelg tram started out life in 1873 as a broad gauge railway line built by the Adelaide, Glenelg & Suburban Railway Company Ltd. In 1899 it was transferred to the government owned SAR(South Australian Railways) In 1929 the line was to the Municipal Tramways Trust. In the same year the line was shut down and gauge converted to standard gauge and added to the tram system. At the same time Pengelley and Co built 30 H-Type trams for the line. These were based around the American interurban streetcars. These for 77 years provided the service on the line until the arrival of the Flexity Classic trams. 5 trams been retained and can be used on heritage services. In 2005 a major upgrade of the line and rolling stock was undertaken. 11 Flexity Class trams were ordered to replace the H-Type trams. In 2007 the line was extended from Victoria Square up King William St and North Terrace to City West, 2009 saw the line extended further to Entertainment Centre. At the same time the government bought Citadis 302 that became surplus after the Metro Ligero de Mardrid scaled back after the line they were meant for was scaled back. Flexity 112 at the Entertainment Centre Terminus. This tram is in an AOA livery for AGL Flexity 103 departing Rundle Mall for Glenelg. This isn't the first 103 built. It's actually the second one. The first 103 was damaged beyond repair after loads moved on the ship it was being transported on moved. In an AOA for 2016 Adelaide Biennial of Australian Art. Citadis 204 at Adelaide railway station bound for Entertainment Centre. Despite being modified to run on the Glenelg line they still retain the Metro Ligero livery. I guess it fits in with the whole paint the thing red to show off it's new. A standard Metrocard/Metroticket validator. A Metrocard only validator. Flexity 103 at Glenelg/Moseley Square. Citadis 202 at the Rundle Mall stop bound for Entertainment Centre. Flexity 104 in King William St. In an AOA for Hit Networks HIT107 drive show Hamish & Andy(relayed on half an hour delay from Melbourne). On the other side it had the local breakfast duo of Cat and Amos. Citadis 206 on North Terrace with a Glenelg bound tram. In an AOA for One Adelaide. Flexity 104 outside Adelaide station showing the Cat & Amos side of the HIT 107 advertising. Flexity 101 on North Terrace departing the Adelaide station stop. In an AOA for Domain. Flexity 107 appears to be the only one not in any sort of AOA.
  4. Adelaide is a the capital of the state South Australia. It's the 5th most populous city in Australia. 75% of people within the state all live within the city. Like most major cities in Australia it has a public transport network overseen by the government with the brand name Adelaide metro. Buses are operated by 3 private operators: Light-City Buses. SouthLink Torrens Transit. Trains and the tram are operated by the government's Department of Planning, Transport & Infrastructure. Ticketing is multimodal with ether the usage of a MetroCard(a smartcard) or a MetroTicket. In this bit we will be looking at the train and trams. The train network is composed of 6 broad guage lines all leaving from Adelaide Station in the North end of the CBD. These are: Belair Line a 22km line up the Adelaide hills Gawler Central Line a 42.2km line to the North Outer Harbor Line a 21.9km line along the coast to the North West Grange Line a 6km branch line off the Outer Harbor Line at Woodville. Seaford Line a 35km line south. Tonsley Line a 4km branch line off the Seaford Line at Woodlands Park. Train services operate around every 10-20 minutes in peak. Every Half an hour in off peak. And every hour at Night. The Belair line operates around every hour on Weekends. The Tonsley Line only operates Monday to Friday during the day. Adelaide until recently operated the only network with a fleet of diesel railcars. In 2013 the Seaford/Tonsley Lines were closed to rebuild the line and electrify the line. Electric train services commenced in 2014. At the same time the line was extended from Noarlunga Centre to Seaford. Other lines were set to follow but the Federal government withdrew funding. The next stage of the electrification will be the Gawler Central line to Salisbury. Also around Adelaide is the standard guage ARTC lines from Melbourne and from Perth/Sydney. The current fleet of trains is made up of: 30 double ended 3000 class DEMU railcars 40 single ended 3100 class DEMU railcars Both built by Comeng and Clyde Engineering. 22 3 car 4000 class A-City EMU built by Bombardier Dandenong. Recently retired was the 2000/2100 class railcars nicknamed for obvious reasons the Jumbos: Seen here in Original condition back in the 80's. They were designs based around the Amfleet, Budd SPV-200 and Metroliner. Other retired trains include the Redhens and a rebilt unit with a simular cab as the jumbos which was given the nickname "Superchook" Here we see a fairly standard signal on the system. Permissive signal 1834. Signals come in two types. Permissive signals(indicated by a P in a white circle to the side of the mast) Absloute signals(indicated by a A in a white square in the middle of the mast) Signalling is based around the british 3 aspect system. What is unique is the ETMS level 1 bailse. These are fitted to the Seaford/Tonsley and Belair lines only. Of note is the guage convertible sleepers used on the rebuild of the line. The eventual idea is that the trains will be standard guage. Used on all lines is the british AWS magnets. Here's a fairly standard railway station on the network, Marino station on the Seaford line. Here we can see the 25kv overhead and the stopping point for trains. While the platform can hold 6 cars very few trains run as 6. In this case on the Seaford line the mirror is located at the 3 car point. Every railway station except Adelaide has one of these somewhere. The next train info. These play the next train in each direction and automatically play an announcement when a train is arriving. These replaced the old annunciators which were nicknamed "Cliff" At Adelaide station 4000 class A-City train 4021 has just arrived on platform 1 with a train from Seaford. The A-City trains are based off the VLocity trains in Victoria. They don't follow the numbering convention of the diesel fleet with each 3 car set being numbered 40xxA-40xxT-40xxB Maintenance of these trains are done at a depot near Seaford or they get pulled to dry creek depot by one of the railcars. Arriving at Bowden is 3100 class members 3125-3126 with a Grange train. This is one of the Clyde built units. These were based around a Comeng EMU body. Each car has One Twin turbo-charged Mercedes Benz V12 354 kW (475 hp) direct injection underfloor engine + 400 kVA alternator powering one bogie at the drivers cab end. Of note these feature magnetic track brakes. These recived a refurbishment in 2010. Which replaced the interior, added PIDS and replaced the hand operated doors with push buttons. Departing Bowden towards Adelaide is a 3 car train made up of 3100 class members 3102-3101 and 3000 class member 3003. At Torrens Junction is 3125-3126 with a Grange train. It might seem a little odd seeing at one of the passenger windows but in reality the driver can see over the shoulder and can see it clearly. They also use CCTV cameras mounted at the car ends. Heading to Adelaide is 3135-3136. Heading out to Outer Harbor is 3109-3110. While not strictly Adelaide Metro here is The Ghan lead by NR74 and NR75. The Ghan is 2,979km train trip from Darwin to Adelaide and vice versa. Here it's ending it's two day journey through the red centre crossing over the Outer Harbor line to get to Adelaide Parklands Terminal. This particular trip had some 25-30 carriages on it. Some good 700m to 1km of train. While The Ghan slowly turns the corner 3119-2120 pass by the massive consist. And finally there's the end of The Ghan with the MotoRail on the back. Heading out to Gawler Central is the unusual combo of a 3100 and a 3000 class. 3124 leads 3011. While you might think the 3100s were a semi perminant coupled 2 car set they actually have Scharfenberg Multi function coupler at each end. Meaning separating a 2 car set is simple. Presumably maintenance reasons are why a single and double ended railcar are together. The redhens used to do the same. Platform 8 at Adelaide Station sees 3010-3012 with the 12:48 to Gawler Central. 42.4km down the line the same train at Gawler Central. After Gawler the line becomes single track. At Gawler Station 3103-3104 depart for Gawler Central. A-City train 4021 depart Marino for Seaford. The following morning sees 4003 doing the same. Inside the concourse of Adelaide station. At Adelaide Showground station sees a 3000 class railcar pair up with 3117 with a Belair train. The single track on the Belair line starts relatively close to the city. It used to be two tracks but in the 1990's one line was guage converted to standard guage. A-CIty trains 4021 and 4022 at Adelaide station. 4022 is about to begin a service to Seaford. 4022 at Seaford Station 4004 and 4022 await thier next services at Adelaide Station. 3112 and another 3100 class railcar parked up at Adelaide station. 3109-3110 await to depart for Outer Harbor The same train at Port Adelaide station. 3135-3136 depart Port Adelaide with an Adelaide bound train http://i.imgur.com/VXxzmPV.jpg 3016 with another 3000 class at Outer Harbor. The last few stops of the line are on single track. Outer Harbor used to be a big loop but half the loop has now been torn up. http://i.imgur.com/4Ju1c5v.jpg 4003 departs Marino with a Seaford train http://i.imgur.com/z0bMbDq.jpg And now we come to Tonsley. Trains only come here between 0700 and 1900 weekdays. The line itself is mostly single track. Not exactly a lot of people use the line which makes the shiny new 3 car train a bit of overkill. Of note is the usage of steel sleepers. http://i.imgur.com/3Ok8M5i.jpg 4005 at Tonsley. http://i.imgur.com/EpMNcSb.jpg 3121-3122 with an Adelaide bound train at Goodwood. While the Belair track has overhead wires they end a short while after Goodwood. The Belair line won't be getting electric trains anytime soon due to the tunnel clearances. When the rest of the network is electrified 12 3000/3100 trains will be kept as DEMUs. The rest will be made into proper EMUs. http://i.imgur.com/XpoYYEL.jpg 4007 stops at Goodwood with an Adelaide bound train. http://i.imgur.com/XQaeRhi.jpg 3131-3132 at Belair station. http://i.imgur.com/nqbqc4i.jpg On board 3132 at Belair showing off the refurbished state of the train. A 3000 is basiclly the same just with a cab where the photo was taken. Of note is the yellow Metrocard/Metroticket validators each doorway. Adelaide is quite different to every other city in Australia in that tickets on trains are bought on TVMs on the train not on platforms. The only place on the system off train purchases can be made is at Adelaide station. You can also recharge a metrocard on the train TVMs. They accept card or coin payment only. http://i.imgur.com/O0w7ctD.jpg One of the great features of the 3000/3100 class trains is a window looking out front of the train. That same tinted window is what the driver uses see the offside mirror. The two seats in the outer part of the cab are open to the public when the cab is located mid consist of a train. The door can be shut to block off the actual cab of the train. http://i.imgur.com/QN7ljqC.jpg 3131-3132 at Adelaide. http://i.imgur.com/vZzYqgR.jpg 4019 departs Marino for Adelaide.
  5. https://twitter.com/mmmhotbreakfast/status/696784351716057088 So we've discovered why Cam Newton was rubbish in the Superbowl. He was at Punt Road a few years back. Clearly thier chocking in big games(Richmond have been below par the past 30 years), Last 3 years in finals series. Last 3 years they chocked.
  6. Z3.189 with a route 67 to Carnegie. In the background is a B2 and a D1 tram Z3.204 with a route 5 to Malvern and Z3.179 with a route 16 to Melbourne uni. A side on of A1.257 Z1.30 with a 3a to Melboure uni. E.6012 in the Bourke Street Mall with a St Kilda Beach bound route 96. B2.2094 with a Waterfront City Docklands bound route 86. Z3.156 heads southbound with a route 8a service to Orrong & Toorak Rds. This tram would be short shunting due to late running. E.6013 heads East with a route 96 to East Brunswick. 3 D1 trams. The two southbound ones just so happen to be on the same route Z1.28 heads north with a Melbourne uni bound route 16 E.6025 Heads east with a West Preston bound route 11. With Southbank depot receiving enough E class trams to run the 96, East Preston depot has started to receive the new trams on the 11. This will result in the B2 class trams currently allocated to the 11 being moved to other depots. The tramtracker display at the Collins St/Town hall stop showing the next 11, 12, 48 and 109 trams. A2.288 heads east with a route 109 to Box Hill. It's not all that common to see an A class tram running the 109. Normally it's the domain of the C class. E.6012 heads east with a East Brunswick bound route 96 D1.3524 heads south with a route 6 to Glen Iris while another D1 heads north with a short shunting route 72 D1.3526 with a Toorak bound route 8 A Z3 tram streaks across Bourke St Z3.178 heads south with a route 64 to East brighton. Of note is the desto advising passengers to board the tram to connect with route 5. The 5 and 64 share trackage for most of the way. At night route 5 becomes a shuttle tram from stop 38 to the Malvern terminus D2.5012 sits stabled at the Flinders Street terminus on Elizabeth Street presumably faulty. The Merry Christmas sign affixed to the side of Flinders Street station. D1.3522 with a southbound route 8 to Toorak A2.287 heads west on Collins St with a route 48 to Victoria Harbor Docklands A1.250 with a St Kilda bound route 12.
  7. Taken in the City on a very warm and humid 19/12 A2.271 on Flinders Street with a 70a to Flinders Street West. A short shunting route 70 service. Z3.194 Northbound on Swanston St with a Route 1 to East Coburg. A2.260 arcs over the section insulator with a Route 70 to Waterfront City Docklands. D1.3533 heads southbound with a route 6 to Glen Iris. Heading north is Z3.204 with a route 5 to Melbourne University. Waiting for the Green light is Z3.152 with a route 64 to East Brighton. Behind is D1.3535 with a diverted 16a service to St Kilda Junction. from the 12th to the 21st all 3/3a and 16 trams were altered due to works. D1.3532 heads northbound with a route 72 to Melbourne Uni. A1.257 with a Melbourne uni Bound 3a. B2.2019 Westbound with a route 75 to Etihad Stadium. Of note is the new LED desto fitted to the trams. All B2 trams are getting new destos and internal PIDs. A much needed improvement given some of the old Flipdot destos are starting to fail resulting in garbled destos. 40 years old still going but not for much longer. Z1.9 heads southbound with a route 3a to East Malvern. As more E class trams displace trams to other depots the Z1s are slowly being retired from the network with only 15 remaining in service. Z3.151 with a route 67 to Carnegie. D1.3528 with a Melbourne University bound route 16. D1.3506 with a Melbourne University bound route 6. Z3.220 with a Malvern route 5. Z3.132 with a Toorak bound route 8. Z3.227 with a Melbourne University bound route 3a Z3.132 heads southbound with a Toorak bound route 8. Z3.180 heads north with a route 64 to Melbourne University. D1.3536 with a Kew bound route 16a B2.2101 with a Moreland bound route 8. A side on shot of Z3.144. All 16.64m Z3.148 at the City Square tramstop with a route 67 to Melbourne Uni, D1.3510 with a Melbourne Uni bound route 5. D1.3518 sits at at the Bourke Street stop after developing a fault. Swanston Street being the worlds busiest tram line trams bank up rather quickly. After the passengers were kicked off the tram 3518 heads down Swanston St out of service. With trams on the move Z3.168 arrives at the Bourke Street stop with a B2 tram right behind. D1.3513 with a route 16a to Kew via Dandenong Road.
  8. As part of Melbourne Open House the Melbourne tram museum opened it's doors for free over the weekend. The Museum is normally open Every 2nd and 4th Saturday of the month for a gold coin entry($1 $2 dollars) The Museum is located in the former Hawthorn Tram Depot. The depot was built by the Hawthorn Tramways Trust in 1916. The location being near on the junction of thier Swan St/Riversdale Rd Line(Now route 70) and Power St/Richmond Line. Out of the depot ran the City to Burwood route(Now part of route 75), City to Wattle Park(Now part of route 70) and the Richmond to Power St route(Part of route 75) In 1920 the Melbourne and Metropolitian Tramways Board took over the HTT. While it was planned to expand the depot the growth meant a new larger depot was built in Camberwell. With the converson of Cable trams to Electric trams the depot picked up the City to Hawthorn via Bridge rd route. In 1925 it became the home to the Driver and conductor school and opened it's own uniform factory in 1940. It was relatively unchanged until the arrival of the SW6 class trams with work required to fit the larger trams. With the increase of motor traffic the depot was closed in 1965 but it was retained to store suplus trams and kept the training depot. With the removal of the training depot and the uniform shop being subcontracted the place left until it was placed on the Victorian heritage register. In 2002 it was redeveloped into residential housing and became the home of the heritage tram collection. VR.53. This tram was an order of 3 trams for the Victorian Railways Broad gauge Line from St Kilda to Brighton Beach. It was built at Newport Workshops based around the M&MTB SW6 class tram. Following the closure of the VR tramline in 1959 it was sold along with the other two trams to the M&MTB where after a bogie change to allow it to run on Standard Guage it was allocated to Essendon depot where it mainly ran on the Footscray to Moonee Ponds line(nowdays route 82) It was renumbered in the 70's to 700 and was withdrawn in 1980. W7.1040. This tram is the last of the W class tram fleet built. The W7 fleet was built to cope with the traffic on the Bourke St routes. It was originally part of an order of 70 but a change in government that didn't like trams resulted it in being cut to 40. With the opposition trams in that era the W7s were built to be as quiet as possible. It was withdawn in 1992. T.180. 180 stared life in 1917 as MBCTT.16. it was built for the Melbourne, Brunswick & Coburg Tramways Trust and were the first trams in Melbourne to have line breakers. Of note is Brill ‘Radiax’ truck. Designed to help the tram travel around a sharp corner more smoothly. This design while it worked was relatively unsuccessful due to the complex nature and the ease of maintenance of a bogey. It was renumbered T.180 in 1920 when the M&MTB took over the MBCTT. It's relatively in original condition apart from the fitting of a standard desto box. NMETL.13. NMETL.13 is the oldest surviving electric tram in Melbourne. Built in 1906 for the North Melbourne Electric Tramway and Lighting Company in Adelaide as a kit from J.G. Brill Company of Philadelphia. In 1922 the M&MTB took over the NMETL and reclassed the tram to V.214. They were the only Toastrack trams built for Melbourne. No surprise given Melbourne isn't exactly warm come winter. Thier only form of braking unitl the and accident in 1923 was the handbrake. There were capable of towing a trailer but an accident involving V.214 crashing into another tram with a trailer saw air brakes fitted and the usage of trailers banned. it was withdrawn in 1925 and was converted into a freight car in the 70's it was rebuilt to original condition. W5.774. 774 was built in 1936 by the M&MTB at Preston Workshops as part of a 120 strong fleet to run on the Elizabeth Street routes which were being converted from Cable to Electric. The W5 class were the final evolution of the 3 door drop centre with canvas blinds. 774 was the last to be convered to two door air operated doors. In the 70's it was fitted with head and tail lights on the aprons. It was withdrawn in 1989 and allocated to the tourist tram fleet. W2.510. The W2 class were the biggest type of tram in Melbourne with some 406 trams. 180 were built as new and the rest were conversions from the W and W1 fleet. It was the symbol of the standard Melbourne tram for many years so much so that the design is used on roadsigns in Australia today. 510 was built in 1928 and spent its career at Kew, South Melbourne and Malvern Depots. X2.676 was built in 1930 by the M&MTB as a fleet of 6 for the Footscray tram system but it saw elsewhere including use as an all night tram. With the Footscray system closing in 1962 it was transferred to hawthorn where it was used as a training car. In 1978 the marker lights were fitted and it was painted in the chocolate and cream livery which it never had worn. http://i.imgur.com/mBLVIUn.jpg?1 Inside X2.676 S.164. 164 is again another tram built for the Melbourne, Brunswick & Coburg Tramways Trust entering service as number 11. With the M&MTB taking over the MBCTT in 1920 it was renumbered S.164. Other than the standard desto box it's had no real modifications. It was withdrawn in the early 1950s. PCC.1041. 1041 was the first tram built since 1956 with the change of premier to one who was more welcoming to investing into public transport. 1041 was built at Preston in 1973. Using the bogies and traction equipment from earlier PCC car 980. The start of this tram's career started not that well. it failed at launch but the M&MTB had approval to buy 100 new trams known as the Z class. Being a prototype tram wasn't exactly a reliable vehicle and it was withdrawn in 1984. 1041 has the honor of the last tram being built by the M&MTB at the Preston Workshops. http://i.imgur.com/zCwMRQj.jpg?1 Inside 1041. Of note to the left is the conductors seating area. Unlike other trams these had the conductor in a fixed position near the front of the tram. http://i.imgur.com/sirTkqV.jpg?1 An MTA era map showing the neighborhood zones. http://i.imgur.com/A1JVZda.jpg?1 The desto list. This tram was fitted with flipper destos. http://i.imgur.com/9AgTcL6.jpg?1 The controller for the desto. Y1.613. It was one of 4 built in 1930. Designed to reduce fare evasion by having passengers walk through the front where the conductor would be. These were not liked by the unions due to the fear it would bring one man crews. It was moved to Hawthorn for driver training in 1973 until the closure of the driver school in 1990. [img[http://i.imgur.com/SCu0W9N.jpg?1[/img] L.106. 106 was the last tram ordered by the Prahran & Malvern Tramways trust and entered service in 1921. After the takeover of the PMTT it was put into the L class. It spent most of it's life in Malvern, Glenhuntly, South Melbourne and Essendon depots. It was withdrawn in 1969 but kept around as a standby tram. In the 1980s it was used on a special service to the Zoo before finally being retired in the 90s. The L class was the basis for the W class tram. X.217. 217 was one of two imported Birney Lightweight Safetycars. These were ordered to meet the challenge buses. Providing a cheap and simple way to provide services on low patronage routes. They were the first trams in Melbourne to have air operated doors. It was withdrawn in 1957. http://i.imgur.com/yHbbG5O.jpg?1 Inside X.217 L.104. Like L.106 104 has a relative similar history HTT.8. 8 entered service in 1916 for the Hawthorn Tramways Trust funnily enough in the very same shed it resides in how. When in 1920 the MMTB took ofver it was re classed M.114. In 1930 it was sold to the SEC and used on the Bendigo System. it was retired in 1956. W.380. 380 is an original W class tram entering service in the 1920's. in the late 1920's early 30's it was converted to a W2 class. Unlike other cars it never received marker lights. Y.469. This tram was an experiment for tourist services. Like the Y1 it was designed to have the conductor at the front of the tram. W1.431 The W1s were en evolution of the W class design and were designed to replicate the seating of a cable tram with closed and open sections. 431 entered service in 1927. http://i.imgur.com/d9d2fy5.jpg?1 Melbourne Tramway and Omnibus Company Dummy 8 and trailer 256. The Cable trams were the first trams in Melbourne and ran for 55 years before electric trams took over. Most of the cable trams were of a relative similar design. Due to the strength needed to operate the levers many of the grip men were Ruckmen for the VFL and VFA. Cable trams were allocated to route and were painted as such. In this case Dummy number 8 and trailer 256 are painted for the Toorak Road line. http://i.imgur.com/RpEK4if.jpg?1 A life size tram in the training room. A diagram showing the paths for electrical current. Another diagram showing how the electical system works in a tram, Training notes. The latest edition of the Musuem is Z1.81. This is what PCC.1041 lead to. The new order of Z1 trams. 81 was into service in 1977 and spent the next 28 years in service before being retired from service in 2006. In the same year it was decorated for the Commonwealth games in a special Pakistani livery and had one last hurrah on the city circle. http://i.imgur.com/xIwUY9D.jpg?1 Inside. http://i.imgur.com/OjKgDzi.jpg?1 Strangely enough while the desto equipment was removed the controller left behind. Given that there are still some Z1 trams still in traffic perhaps they could of kept if for spares.
  9. This has to of been one of the greatest things I've ever seen on a footy field.
  10. Gee I'd dread to see the reaction if people had to put up with what Metro does down here. It frequently alters trains which are running late from Stopping to all sorts of express patterns.
  11. Sydney have an announcement on all thier trains: On the older S, K and C sets the door just closes after the announcement. It's not much of a problem considering the trains only have two doors each side per car. The announcement that really should go is the "This is a *n* train to" Information about where what train it is and where it's going should be on the platform. Yes there's LED pids on some stations but that needs to be everywhere. Along with clear announcements when a train is arriving. As for announcements going on too long. Move the trigger point back a bit. I think ours in Melbourne is about 150-100m when it triggers the "Now arriving at" announcement and that's in the tunnel. The only announcements we have on our trains in Melbourne is a departure announcement from a terminal, "This is a Pakenham limited express service Via the City loop" And an arrival announcement at a Station. Depending on where it is and what the train is doing it will announce an interchange and/or express. "Now arriving at Caulfield, change here for Frankston service. From Caulfield this train runs express to South Yarra" The internal displays at normal stations display the destination of the train. "City Loop train" "Pakenham Train" interchange stations you get a scrolling version of the departure terminal Announcement. "Direct service to Pakenham stopping all stations" We try to keep it simple while providing as much info as possible before a train gets to the station.
  12. From the Age: http://www.theage.com.au/victoria/rail-network-hit-metro-trains-halted-across-melbourne-20150618-ghqts0 METROL is the train control centre concerned. It has two functions Signalling and train control. Both divided into 4 area groups. Caulfield, Clifton Hill, Burnley and Northern group. The signalling part of the centre only controls the inner part of the network. In this case all track from North Melbourne(Execpt the Country platfoms at Southern Cross. That's controlled by Spencer St no 1 box), Clifton Hill, City side of Caulfield and City Side of Burnley to the City. Outside that area Singals are controlled by local boxes. The control part extends to the whole network. The Controller is who the driver calls to report faults and incidents that occur. There is a backup centre in Fitzroy but that takes 50 minutes to switch over to.
  13. On Good Friday I went out and about into the City. During the day Steamrail ran a special Suburban rambler with proceeds going to the Good Friday Appeal. The Good Friday appeal is a fundraiser for the Royal Children's Hospital. Siemens train 725M-2513T-726M-800M-2550T-799M pass by the grain sidings at Kensington with despite what the desto says is a City bound Cragieburn train. The grain sidings are one of the last places where freight is unloaded in the suburban area. Passing by a Cragieburn bound Comeng. Southern Comeng 384M-1010T-343M-394M-1048T-393M approach Kensington Station with a Cragieburn train. 393M-1048T-394M has a bit of a History on this line with it 12 years ago running away from Broadmeadows with no brakes while the driver was changing ends. it traveled the entire length of the line at speeds over 100KM/H. Flying through open level crossings and narrowly avoiding the previous citybound Broadmedows at North Melbourne before crashing into the Stationary N463 and car set FSH27 at Spencer St/Southern Cross. Northern Comeng 633M-1167T-634M-489M-1105T-510M Run onto the Suburban line Not in Service bound for Flinders St. The Broadmeadows Suburban line is often used for trains bound for Flemington Racecourse. Southern Comeng 506M is the rear car of a City bound train. After having gone round the City Loop 725M-2513T-726M-800M-2550T-799M heads back up to Cragieburn. Sprinters 7022-7017 head out of the City bound for Seymour. Northern Comeng 645M is the rear motor with a Citybound train. Y112 leads about the half an hour late Suburban rambler. K153 on the rear. VLocity unit 23 departs Flinders St with a Traralgon bound train. Departing on the Caulfield local is a Northern Comeng. While the track might be called the Caulfield Local the train will actually run Express South Yarra to Caulfield. On the Caulfield local is a Mixed Southern and Northern Comeng bound for Frankston. Om the down Special line is a Southern Comeng bound for Sandringham. Of note the lead car 501M has a trial LED desto. The Southern units when refurbished were fitted with dot matrix destos. Arriving into Flinders Street on the rear of a Up Traralgon train is a brand new VLocity unit 56 featuring the 3rd major livery change the trains have had. The PTV regional trains livery. A Siemens train departs on the Caulfield Local with a Frankston bound train. Y112 departs with the afternoon rambler train to Mordialloc.

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