Glenelg Tram
The tram Adelaide had in the past a very extensive tram network, of which even a 15 km long line is operated by the city of the Australian city of Adelaide to the seaside suburb of Glenelg today, which is named after their destination Glenelg Tram. It operates at 15- minute intervals and is part of the public transport system Adelaide Metro. The ride is free on the section between the streets North Terrace and South Terrace in Adelaide and along Jetty Road, Glenelg. Only for very short sections in the inner cities of Adelaide and Glenelg, the route runs in the street space, the rest runs on a separate track body.
Historic Railways of the type H from 1929 have performed the entire operation of the tram Adelaide until 2006. In January 2006, the first modern railways of type Flexity Classic went into operation. Today is the scheduled time of operation with eleven 30 -meter low-floor articulated railcars, which were built in Germany by Bombardier performed.
In April 2007, construction began of a 1.6 -kilometer extension of the line from Victoria Square to City West, along King William Street and North Terrace. The scheduled time of operation on this extension was taken on October 14, 2007. A new bridge over the South Road, which replaced an existing junction, opened on 15 March 2010. On March 22, a further 2.8 -kilometer extension of the City West was taken to the Entertainment Centre in operation. There are plans to further extend tram to Port Adelaide, Semaphore, Woodville and West Lakes.
- 2.1 2005: Renewal of track and rolling stock
- 2.2 2007: extension to City West
- 2.3 Bridge over the South Road
- 2.4 2009-2010: an extension to the Entertainment Centre
- 2.5 For 2011-2018 planned enhancements
History
The beginning
The railway line from Adelaide to Glenelg in 1873 by a private company built the Adelaide, Glenelg & Suburban Railway Company Ltd.. The original line had a very different character than the current path:
- It was built with a track width of 1600 mm ( broad gauge ), today's streetcar is standard gauge ( 1435 mm).
- It was powered by steam locomotives, not with electric trams.
- Most places between Glenelg and Alelaide were sparsely populated and undeveloped. The route ran through meadows and vegetable gardens.
- The track was largely single track.
- She crossed the railway Main South Line at Goodwood in a height same track intersection, not with an overpass.
- There were fewer stops and these were more like conventional stations.
- The operation frequency of the track was very much lower than today, so that a knowledge of the road map was indispensable for travel planning.
In December 1899, the private company was taken over by the state-controlled South Australian Railways ( SAR), which continued the steam operation on the track for about 30 years. In 1914, the terminus from Victoria Square ( in the center of Adelaide ) to South Terrace was withdrawn at the southern edge of downtown. The passengers had to migrate to electric trams to reach their destination in the city.
Municipal Tramways Trust
In 1929, ownership and management were received from the South Australian Railways at the Municipal Tramways Trust over. The steam operation on the route ended on April 2, 1929 and it was closed to converted to standard gauge to be electrified with 600 volts DC and converted to tram operation. The Goodwood flyover was built at this time to separate the new tram tracks of the railroad.
30 H -class railcars for the route were modeled after former North American railways that of A. Pengelley, a local manufacturer. The line was reopened on December 14, 1929, with the terminal again returned to Victoria Square.
There were a few peculiarities in the early years of operation, the most famous were the horse-drawn trams in the 1930s. This specially designed car were used to transport horses from the stables along the route to the racecourse, Morphettville. This was a relic from the days of the steam railway, which also had this feature. Other unusual features were the triple traction of H -class cars in the rush hour and express trams which plied without stopping over most of the route. An express trip existed until 2006.
The Glenelg Tram was the only route that survived the late 1950s, the decommissioning of the Adelaider tram network; this is mainly because of their own track body, which enabled a high cruising speed and the traffic is not impaired.
The cars of the type H were gradually replaced in the 1970s, a second time in the late 1980s and more recently ( five lanes ) in 2000. With this renovation toughened safety glass was used in windows, wood paneling were replaced fiberglass, the bogies were replaced, fluorescent tubes were used for interior lighting and reflector headlight and Brems-/Warnleuchten were mounted externally.
In 1986, the power supply of rod current collectors was converted to single-arm pantographs. This change occurred simultaneously with the laying of the depot of the Angas Street in the center of Adelaide to the new facility in Glengowrie, near Glenelg.
Despite the various alterations and renovations, the entire character of the H- car remained very close to the original state. The interiors are still painted wood and glass with eingeätztem MTT logo and without heating and air conditioning. All trips are conducted with a team of drivers and conductors, with double traction even with two ticket collectors.
Recent Developments
2005: Renewal of track and rolling stock
As the tram traffic was resumed on 8 August 2005, the rides were still carried out with the Type H, since no Flexity train was delivered.
2007: extension to City West
Bridge over the South Road
The overpass over the South Road was announced in the 2007 budget, and should be built in conjunction with the underpass of Anzac Highway. The work began in July 2009 and should be completed in late 2009. In December 2009 the bridge for the tram service was opened, the underlying South Road, however, could be opened to traffic until 15 March 2010.
2009-2010: Extension to the Entertainment Centre
For 2011-2018 planned enhancements
Problems
Because of the increasing popularity of the tram on the overland route to the extension, the capacity of the tram has been exceeded dramatically. There were more than 100,000 additional trips in the three months after November 2007 compared with the same period last year. This led to massive overcrowding of trains and many passengers had to rush hour stay behind at the bus stops. There were isolated voices, the extension of the tram route along King William Street and North Terrace is responsible for an increased congestion in the center of Adelaide, but no evidence could be brought forward.
There were a small number of derailments, the most recent happened on the day of the Melbourne Cup, November 6, 2007, the passengers were stranded. On several occasions there was default at some Flexity cars.
Rolling stock
By January 2006, the entire traffic tram Adelaide has been provided by the historical trajectories of the H series from 1929. These tracks were built for the electrification of the railway line to Glenelg and have many similarities to the American interurban cars of the same time.
The H series are the longest railcars without joint, which are operation in Australia and the second- longest ever built. During rush hour they were used in double traction, and since the departure of W2 trains from driving in Melbourne they are the oldest schedule used trams in Australia. Originally 30 cars of the type H were built with numbers from 351 - 380
As of November 2005, the first members of the new car fleet of modern Flexity Classic trains arrived in Australia who went to the scheduled operation in January 2006. Eleven 30 -meter low-floor articulated railcars built by Bombardier Transportation in Germany, the H- cars have replaced in daily traffic. As part of the 2008-2009 budget, the South Australian Government announced that four other Flexity Classic trains were ordered for the extension to the Entertainment Centre at Bombardier. The car numbers of the existing fleet going from 101 to 111, the additional lanes are numbered 112-115.
Five refurbished tracks of the H series were retained. They used a limited 'historic' schedule on Saturdays, Sundays and holidays. Currently, the H -class cars are not in operation, but they are parked in the pending a decision on their future in the depot. They were similarly equipped with safety measures to new tracks, including Deadman and magnetic brake. The obtained H -class cars have the numbers 351, 367, 370, 374 and 380 Three of the tracks are currently being parked near Tonsley.
In May 2009 it was announced that the government has purchased six five-car trains of type Citadis 302, which had been manufactured in France by Alstom. These tracks were originally purchased for the Metro Ligero in the Spanish capital Madrid, but are now considered to be redundant. Each car costs 3 million A $. As of December 2009 they should go in Adelaide in operation. The former Madrid trains in Madrid contributed the car numbers 165 to 170 The sheets were delivered in two separate batches of three lanes to Australia. They initially came to Melbourne to be converted in the workshop Preston Melbourne tram. The first shipment reached Melbourne on 9 September 2009. The next three tracks came two months later, on 10 November 2009 in the workshop at Preston. The following day, 11 November, the first train left (now with car number 204 in TransAdelaide numbering scheme, ex Madrid 167) Melbourne to her about 800 km long drive in their new home Adelaide. Around 1:00 clock on November 13, 2009, she was at the depot to Glengowrie. On early Tuesday morning, 17 November 2009, the first test drive on the section depot was - Glenelg observed.
The table shows the numbers of the former coach MetroLigero and the new car numbers at TransAdelaide.