Millenium Train Update

["Tezza" <tezza2000@dingoblue.net.au>]

>From April Issue StateRail Train Crewing "Crew News"


Like the current Tangara fleet the Millennium Train will be a "Trailer -
Motor - Motor - Trailer" four car combination, with a chopper system
powering the 226 kW traction motors on the motor cars.

However unlike our current stock the new train will be powered by an AC
traction package.

This change of package makes little difference to the operation of the
train, nevertheless there are significant differences in the technicalities
of the train. Whereas the rest of our electric fleet is powered by
Mitsubishi traction systems, this train will contain Alstom equipment that
is of the same design as that used across many rail systems in Europe, the
UK and some passenger rolling stock in the US.


The AC power is converted from the 1500 volt DC overhead supply via the roof
mounted inverter unit in each motor car and power the four, three phase AC
induction motors. The power transistor inverters are able to  provide a
faster smoother response to the driver's commands.

In braking the traction system controls the braking effort through
regenerative braking, resistor braking or a combination of both, as well as
blending the electric brake with the pneumatic brakes to give a controlled
deceleration under all conditions.

The use of microprocessor control of the main inverters gives the operating
system the ability to detect and control adverse or fault conditions.
Single, repeated pan bounce or heavy changes in overhead supply will be
detected within the operating system and the traction power returned to
normal quickly and smoothly. Wheel slip can be controlled to give only
minimal reduction in power until the slip is corrected; in most cases the
reduction should be so minor that it will be invisible. Even the loss of a
traction package can be compensated by the other units and provides
Millennium Train with full speed running under fault conditions.

Alstom are building the traction systems in France and are currently testing
our equipment in preparation for its shipment and installation in Australia.

At this time the fitout is confined to the "behind the scenes" structures,
cabling and piping, therefore the cars still resemble steel boxes with
windows and are yet to take on the cosmetics that will be Millennium Train.

The crew compartment of the Millennium Train has been designed to best fit
the operating needs of State Rail's drivers and guards. Like the Tangara the
compartment is a single cab across the width of the car end and houses the
electrical lockers as well as driver's and guard's operating stations.

The driver's station is a wrap around desk that contains all of the
operational features for the control of the train; the design gives the desk
more room to display the various controls at the driver's hands. Directly in
front of the driver and the main feature of the desk are the two touch
screen Train Operating System (TOS) display units, while at the driver's
left hand is the Single Power / Brake Controller.

The TOS screens will display the driver's instrumentation and gauges as well
as the train operation and equipment status. The Power / Brake controller
has a central "Off" position, with a forward movement providing "Minimum" to
"Maximum" braking control and moving it fully forward will give the
"Emergency" brake position. If the handle is moved back from the "Off"
position it will give firstly the "Shunt" powering  position and if
continued to be moved towards the driver will give "Minimum" to "Maximum"
powering positions. Incorporated in the Power / Brake controller panel is
the reverser handle, which selects "Isolate", "Reverse", "Off" or "Reverse"
and the Master Key (butterfly) Switch, to enable the controls.

Also in the front portion of the desk are the control switches for remote
coupling and trip operation, pantograph and wiper controls, the fog and
headlight switches, the bell and vigilance buttons, the horn and the
communications panel. The driver has an adjustable footrest which
incorporates the deadman pedal.

On the driver's left the desk accommodates a kettle, commercial radio, power
point, train radio and a control panel for cab, step, saloon, marker and
timetable lights, the crew heaters and demisters, the crew cab door controls
and the park brake controls.

Unlike other trains the guard's station incorporates a guard's desk on the
right side of the cab. This desk also contains a touch screen TOS for the
control of the Digital Voice Announcements (DVA) and internal passenger
information displays. The desk also houses the guard's key  switch, cab,
timetable and step light switches, the heater controls, bell button and an
emergency switch.

Further guard controls are beside each of the cab doors where a panel houses
the doo? and DVA controls as well as the communications handset. In a change
from the current stock the door control indicators are mounted at the side
of the doorway. These along with the internal handrails have been installed
to provide a safer and more comfortable operation for the guard.

On the rear wall of the cab are the passenger surveillance monitors, giving
the guard greater watch over the passenger areas of the train.

As with other trains there is access from the cab to the vestibule but
contrasting with other trains the cab side doors are electrically operated
plug doors. The plug doors are operated by the operation of the bi-lock key
from ground or station level. The front of the cab contains the emergency
detrainment door and ramp, which can be deployed to "give fast egress to the
tracks from the end of a Millennium Train.

The design of the Millennium Train crew cab has been through constant review
by drivers and guards representatives, design engineers and ergonomists to
ensure the cab delivers a work area that is consistent with today's
operational requirements. The cab mock-ups were used to materialise the
design ideas in a form that could be seen and tested as part of this
decision making process. Many designs were examined, rejected and modified
before the final layouts were agreed and are now being manufactured for
fitment to the first cars.





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