Дизель-поезда 3000 и 3100 классов: История и Эксплуатация в Аделаиде

The 3000 class and 3100 class are diesel railcars that operate on the Adelaide rail network. Built by Comeng and Clyde Engineering between 1987 and 1996, they entered service under the State Transport Authority before later being operated by TransAdelaide and Adelaide Metro. Trains are typically coupled as multiple units, though the 3000 class are also able to run as single units when needed.

In March 1985, the State Transport Authority (STA) awarded a tender for 20 diesel railcars (eight 3000 class units with a cab at each end and twelve 3100 class with a cab at one end only) to Comeng's Dandenong rolling stock factory. The design was based on the stainless steel shell of the Comeng electric train then in production for Melbourne's Public Transport Corporation, but longer and with only two doors per side. Because of a contractual requirement to maximise local content, the fit out was conducted at Comeng's Dry Creek facility. The first commenced testing in May 1987, entering service in November 1987. The eight 3000s were built first with the first 3100 class completed in mid 1988. The last entered service in December 1988. In the original contract, there was an option to order 76 further examples. However, Comeng came back to the STA with a significantly higher price, so the work was put out to tender, and a contract for 50 was awarded to Clyde Engineering in November 1989. Comeng concluded a deal to sell the 3000 class design and tooling. However by the time construction commenced, Comeng had sold its Dandenong plant to ABB, who backed away from an agreement to hand over the jigs and tooling, so they were built between 1992 and 1996 by Clyde Engineering's Martin & King factory in Somerton, Victoria. All were delivered with unpainted stainless steel offset by blue and orange stripes. In April 2002, the first was repainted by Bluebird Rail Operations in Adelaide Metro's yellow, blue and red. Originally they operated on all Adelaide suburban lines, however since the electrification of the Seaford and Flinders lines in 2014 and Gawler line in 2022, they have been confined primarily to the Belair, Grange, and Outer Harbor lines, with some Gawler services still being temporarily operated by 3000/3100s while new 4000 class EMUs are being built. They have on occasion ventured beyond the Adelaide metropolitan area, operating special services to Nuriootpa on the Barossa Valley line and Riverton on the Roseworthy Peterborough line. These tours stopped in the mid 2000s.

Only one of bogies is powered per car, originally with 2 Stromberg Electric Motors, which have now been replaced since the 2018 life extension. The 3000 class bodies were built by Comeng and feature airbag secondary suspension. All 3000 class railcars are fitted with electro magnetic track brakes, which are comparatively rare on trains, though they are commonly found on trams. These are operated separately from the normal mechanical and dynamic braking. Trains are equipped with automatic Scharfenberg couplers which are operated from the driver's cab. Coupling operations are sometimes performed at Adelaide station, requiring an extra staff member to flag the driver as well as to connect the safety chains. This feature allows sets of up to six cars to be formed. Two headlights are mounted at the top of the car in the centre on driver's cab ends. 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, however in emergency situations, they may be used to allow passengers to disembark from the train. They are illuminated by lights at night. All cars are air conditioned. During May 2020, 50 out of 70 railcars were taken out of service on the Gawler, Belair and Outer Harbor rail lines due to a significant mechanical fault regarding the servicing of the cars. These trains were out of service for 2 weeks whilst servicing on the turbochargers and other defective parts were repaired/replaced, therefore, a decision was made by DPTI to shift all affected train services to a weekend timetable. The Seaford and Flinders lines were not affected due to electrification having been completed on those lines in early 2014. During these critical repairs, the Grange line was closed.