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40-538: The New South Wales V sets are a class of electric multiple units currently operated by Sydney Trains on its intercity routes. Built by Comeng between 1970 and 1989, the sets are of stainless steel construction, and are currently the oldest in the electric fleet of NSW. First delivered under the Department of Railways , only sets from 1977 and onwards remain in service, now operating on Intercity services to Lithgow and Newcastle . The V sets were delivered over

80-1210: A 19-year period from 1970. Series 1 NSWGR Contract 8/68 – Comeng contract 68/11 – specification 2384 – entered service 1970 Series 2 NSWGR Contract 2/76 – Comeng contract 76/3 – specification 2505 – entered service 1977 Oerlikon brake valves. Sigma Blue Light air conditioning . No crew air conditioning. Low dashboard. Coloured fault lights. Mesh Resistor covering on roof. Series 3 NSWGR Contract 3/80 – Comeng contract 79/5 – specification 2505 – entered service 1982 Davies & Metcalf brake valves. Sigma Blue Light air conditioning. No crew air conditioning. Low dashboard. Coloured fault lights. Mesh resistor covering on roof. NSWGR Contract 3/80E – Comeng contract 8007 – specification 2505 Davies & Metcalf brake valves. Sigma Blue Light air conditioning. No Crew air conditioning. Low dashboard. Coloured Fault Lights. Mesh Resistor covering on roof. Series 4 NSWGR Contract 7/82 – Comeng contract 8205 – specification 2505 amended Davies & Metcalf brake valves. Sigma Yellow Light air conditioning. Crew air conditioning installed. Low dashboard (High from DIM8090). Text fault lights. Mesh resistor covering on roof. Series 5 A continuation of

120-586: A Sydney Terminal to Mount Victoria service which was then known as "The Fish". The U sets initially operated on the Main Western line as far as Bowenfels which was the limit of the electrified system at the time. This was cut back to Lithgow in 1974. As the electrified network expanded they began to operate to Gosford (23 January 1960), Wyong (April 1982), Newcastle (June 1984), Port Kembla (February 1986) and Dapto (January 1993). The U sets were supplemented by V set double deck sets from 1970. From

160-483: A motor-driving car or power-driving car. On third rail systems, the outer vehicles usually carry the pick up shoes with the motor vehicles receiving the current via intra-unit connections . Many modern two-car EMU sets are set up as twin or "married pair" units. While both units in a married pair are typically driving motors, the ancillary equipment (air compressor and tanks, batteries and charging equipment, traction power and control equipment, etc.) are shared between

200-475: A then brand new "Camshaft controller", for controlling power to the traction motors. The electrical equipments was split between the power and trailer car, the motor-alternator suffered from numerous failures, preventing the air-conditioning system and the air brake comporessors from working. One class travel was introduced in September 1974, so the seating was all economy class. This led to the refurbishment of

240-417: Is simpler as no provision is needed for exhausting fumes, although retrofitting existing limited-clearance tunnels to accommodate the extra equipment needed to transmit electric power to the train can be difficult. Multiple unit train control was first used in the 1890s. The Liverpool Overhead Railway opened in 1893 with two-car electric multiple units, controllers in cabs at both ends directly controlling

280-521: The Blue Goose nickname), semi-automatic doors, electronically controlled brakes and double-glazed windows. They had a different style of headlight and interior lighting to subsequent builds. There were: The configuration of these cars was unsuccessful. The cars were fitted with AEI electrical equipments, using similar traction motors to the 1955 electric single deck train stock ( U sets and New South Wales Sputnik suburban carriage stock ) but with

320-462: The Budd Company , improving train acceleration and giving the trains lower maintenance costs and a longer usable life. The U Sets started to be delivered from June 1957, and the first sets made their first public appearances that same year. The first appearance took place on 22 June 1957 when they were hauled by electric locomotive 4625 as part of the first official electric train to travel on

360-779: The China Railway High-speed in China, ICE 3 in Germany, and the British Rail class 395 Javelin. The retired New York–Washington Metroliner service, first operated by the Pennsylvania Railroad and later by Amtrak , also featured high-speed electric multiple-unit cars, known as the Budd Metroliner . EMUs powered by fuel cells are under development. If successful, this would avoid

400-518: The Citydecker refurbishment carried out by A Goninan & Co in the 1990s, DCT 9031-9036 had their driver controls reinstated and were recoded as DTDs allowing CityRail to introduce The River, a two-car service from Wyong to St Marys . At the same time the DCMs were refurbished, receiving destination indicators and ditchlights. The refurbishment also saw the installation of air-conditioning in

440-635: The DC series, up from 88 to 96 for the power cars, and from 92 to 112 for the trailers. The cars built were: DIM 8037-8068 and were the last cars to be delivered with the Blue Goose moulded fibreglass ends, cream & wood veneer interiors and green seats. DIM 8069-8092 were built with a white moulded fibreglass end incorporating the State Rail Authority 's corporate colours of red, orange and yellow, yellow interiors, newer air conditioning technology and ditchlights. These can be distinguished from

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480-479: The DDIU sets with the original luggage racks above the seating in the single deck section being removed. During this time the sets were targeted as U sets, the plates used on the single deck interurbans . In the early 1980s, it was decided to convert these to trailer cars hence 16 power cars were ordered with no matching trailers. Between March and December 1982 the cars were rewired at Electric Carriage Workshops , and

520-538: The U sets on the Main Western Line for Blue Mountains services was in late February 1996 after which they only performed revenue services on the Northern Line between Sydney and Newcastle. The very last U Sets were withdrawn in early November 1996. The final revenue service performed by a U set was on Friday afternoon 1 November 1996 – a four car set operating a Newcastle to Sydney service. The cars on

560-600: The batteries are charged via the electric pickup when operating on electric mode. EMUs, when compared with electric locomotives , offer: Electric locomotives, when compared to EMUs, offer: New South Wales U set The U sets were a type of electric multiple unit (EMU) operated by the New South Wales Government Railways and its successors between September 1958 and November 1996. They were colloquially nicknamed U-boats . The New South Wales Government Railways began planning

600-485: The construction of electric traction railways and trolley systems worldwide. Each car of the train has its own traction motors: by means of motor control relays in each car energized by train-line wires from the front car all of the traction motors in the train are controlled in unison. The cars that form a complete EMU set can usually be separated by function into four types: power car, motor car, driving car, and trailer car. Each car can have more than one function, such as

640-1395: The contract for Series 4, these cars were fitted with Chopper controls. NSWGR Contract 7/82 – Comeng Contract 8205 – Specification 2505 CH Davies & Metcalf brake valves. Sigma Yellow Light air conditioning. Crew air conditioning installed. High dashboard. Text fault lights. Slatted covering on roof over Chopper equipment. Series 6 NSWGR Contract 3/86 – Comeng contract 8601 Davies & Metcalf brake valves. Sigma Yellow Light air conditioning. Crew air conditioning installed. High dashboard. Text fault lights. Slatted covering on roof over Chopper equipment. Series 7 NSWGR Contract 7/87 – Comeng contract 8701 Davies & Metcalf brake valves. Sigma Yellow Light air conditioning. Crew air conditioning installed. High dashboard. Text fault lights. Mesh covering on roof over Chopper equipment. Series 8 The final series. NSWGR Contract 1/88 – Comeng contract 8801 Davies & Metcalf brake valves. Yellow painted interior. Sigma Yellow Light air conditioning. Crew air conditioning installed. High dashboard. Text fault lights. Mesh covering on roof over Chopper equipment. Power operated vestibule doors (Now all isolated). Wide body side fluting, similar to that used by A Goninan & Co on their S sets . Spring Parking Brake in trailer car (Now all disconnected). Semi-permanently coupled 2 car blocks. These cars feature smoother body panels than

680-427: The driver compartments removed and replaced by passenger toilets and luggage space. The reinforced plastic ends remained, albeit with the blue removed. The cars were subsequently renumbered: In 2005, these sets were withdrawn and scrapped following the discovery of rust in the steel frames. From October 1977, the second batch began to enter service, with many differences from the first batch. The electrical equipment

720-638: The driver's cabs of the DCMs, their lack of air-conditioning had a union ban preventing them being used as leading cars since 1995. DCM 8032–8036 were modified to have wheelchair seating, and recoded as DTMs. The DCMs that had destination indicators eventually had them removed and replaced with a metal blanking plate, after a decision not to use them on Interurban services. Some were withdrawn in 2011, and were scrapped in November-October 2021. From May 1981, DIM Power Cars and DIT trailers started to be delivered. These cars had increased seating compared with

760-492: The driver's side of the power car. DJM 8123–8137 had even larger open grilles on the pantograph end. DJM 8101 had its Candy livery moulded fibreglass end repainted into CityRail blue and yellow in 1990 to form a special set, with the commemorative wording "celebrating 20 years of double-deck intercity services to Gosford" applied near the driver's cab window. In 2009, DJM 8101's front was repainted into standard Intercity livery. The final V sets were introduced in 1989, and they were

800-448: The earlier DIMs by the air-conditioning grille cover. From 1985, DJM power cars and DIT trailer cars entered service. Technological advances saw a thyristor chopper system fitted to the next batch of power cars, coded DJM. The chopper cars gave a smoother and quieter ride. The chopper cars can be distinguished from the earlier camshaft cars by a large open grille at the pantograph end of the power car, and by different hatch coverings over

840-522: The earlier cars. In July 1968, the Department of Railways New South Wales placed an order for the first batch 16 cars with Commonwealth Engineering . The first 4 cars debuted on the Sydney to Gosford route on 22 June 1970, targeted as F111. All 16 cars were in operation by September 1970. These cars had many similar features to the later-built cars, including the one-piece moulded glass reinforced plastic end in royal blue & grey livery (earning them

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880-618: The electrification of the Main Western line over the Blue Mountains from 1949, and with that plan in full swing by the early 1950s, called tenders for 80 cars (40 motor, 20 trailer and 20 first with buffet trailer), with the contract was awarded to Commonwealth Engineering , Granville , in 1954. Electric traction equipment was supplied by the Metropolitan-Vickers , Manchester . However, before construction began

920-448: The extension of the electrified network, their sphere of operation was extended to Wyong (April 1982), Newcastle (June 1984), Port Kembla (February 1986), Dapto (January 1993) and Kiama (November 2001). From January 2012, V sets ceased operating South Coast services. In June 2015, retired cars 8038-9031-9040-8040 were returned to service as V27. The remaining 15 original series cars were withdrawn in late 2005 due to corrosion in

960-723: The final passenger service were CF5008 TF6004 TF6020 CF5022 on set U3. The final U set to run under its own power was a Sydney Electric Train Society Farewell tour two days later on the Sunday 3 November 1996 performed by an eight car set. Like Minds (2005) featured car TF6011 in numerous scenes. A number of U Set carriages have been preserved.:. Most of the cars allocated to the Hunter Valley Railway Trust were scrapped in 2013, excepting CF 5001. Richmond Vale Railway lost cars TF 6001/02 and ETB 6026 in

1000-470: The last carriages to be built by Comeng's Granville factory. These cars were coded DKM and DKT and are permanently coupled. There were several changes: the cars were finished in corrugated steel, instead of the previous inserted Budd fluting. Seating had separate seat backs. Instead of the push-pull doors inside the previous V sets, the DKs were fitted with an electronically operated vestibule door, and no door

1040-455: The mid-1970s many had their original lift-up windows replaced by Beclawat sliding windows. Withdrawals due to accident damage include: Withdrawal of the sets began in 1994 as new Tangara G sets began replacing them. The first Tangara G sets entered service in June 1994 and as they were progressively put into service through to late 1995 the U sets were progressively withdrawn. The final run of

1080-416: The need for an overhead line or third rail . An example is Alstom ’s hydrogen -powered Coradia iLint . The term hydrail has been coined for hydrogen-powered rail vehicles. Many battery electric multiple units are in operation around the world, with the take up being strong. Many are bi-modal taking energy from onboard battery banks and line pickups such as overhead wires or third rail. In most cases

1120-460: The newly electrified Blue Mountains line. Normal services began on 15 September 1958, and all were in service by March 1960. The cars were numbered as: First class travel was abolished on 1 September 1974. This saw the removal of the word "Second" on all carriages and also allowed non-first class passengers to enjoy the benefits of non-smoking carriages for the first time. The U sets initially entered revenue service on 15 September 1958 this being

1160-615: The order was amended with the 20 planned first with buffet cars built as full first class seating cars, after a review of the New South Wales Government Railways conducted by American firm Ebasco Services Incorporated in the mid-1950s recommended the change. The U sets were a bit different compared to the suburban single decked trains that were delivered at the same time. They were the first EMUs in NSW to feature stainless-steel construction using technology from

1200-553: The outer end of the pair, saving space and expense over a cab at both ends of each car. Disadvantages include a loss of operational flexibility, as trains must be multiples of two cars, and a failure on a single car could force removing both it and its partner from service. Some of the more famous electric multiple units in the world are high-speed trains: the Italian Pendolino and Frecciarossa 1000 , Shinkansen in Japan,

1240-487: The power car started to push the trailer. The controls in the DCTs were gradually stripped and used to replace defective controls in the DCMs. In 1990 DCT 9034 was refurbished by CityRail as a lounge car with lounge chairs and a kitchen for use as a charter car named Contura . It wasn't a success, not helped by poor marketing, and it was rebuilt as a conventional trailer (without controls) in 2000 and renumbered DET 9216. During

New South Wales V set - Misplaced Pages Continue

1280-700: The refurbishment programme in 2014. All are to be replaced by D sets with passenger services expected to begin in late 2024. Six cars from the third batch were converted into test trains to test/trial the Automatic Train Protection (ATP) system and the Digital Train Radio System (DTRS) across the electrified network in late 2015. DJMs 8121, 8127, 8128 & 8134 and DITs 9127 & 9131 were formed into two sets numbered Y1 and Y2. They were fitted with computers and test equipment, several CCTV cameras and small kitchens in

1320-568: The traction current to motors on both cars. The multiple unit traction control system was developed by Frank Sprague and first applied and tested on the South Side Elevated Railroad (now part of the Chicago 'L' ) in 1897. In 1895, derived from his company's invention and production of direct current elevator control systems, Frank Sprague invented a multiple unit controller for electric train operation. This accelerated

1360-533: The trailer cars. These sets were formed into two 3 car sets which when combined make up a 6 car consist. Electric multiple unit EMUs are popular on commuter, and suburban rail networks around the world due to their fast acceleration and pollution-free operation, and are used on most rapid-transit systems. Being quieter than diesel multiple units (DMUs) and locomotive -hauled trains, EMUs can operate later at night and more frequently without disturbing nearby residents. In addition, tunnel design for EMU trains

1400-584: The trains are also changed to a grey, red and yellow scheme, featuring the NSW TrainLink logo. When introduced, the V sets operated interurban services from Sydney Central on the Main Northern line to Gosford and on the Main Western line to Mount Victoria . It wasn't until the Ten Tunnels west of Clarence were lowered in 1978 that they were able to operate to Lithgow . Following

1440-426: The two cars in the set. Since neither car can operate without its "partner", such sets are permanently coupled and can only be split at maintenance facilities. Advantages of married pair units include weight and cost savings over single-unit cars (due to halving the ancillary equipment required per set) while allowing all cars to be powered, unlike a motor-trailer combination. Each car has only one control cab, located at

1480-422: The underframes, these cars had mild steel underframes and stainless steel bodies and the contact between these 2 dissimilar metals resulted in galvanic corrosion . DMT 9204 was subsequently destroyed in an emergency services training exercise on 25 November 2008. In January 2011, an additional 25 Oscar H set cars were ordered to replace the 1977 batch of V sets. However some remain in service and were put through

1520-552: Was all mounted on the power car, using Mitsubishi Electric equipment; they had stainless steel underframes ; were fitted with vacuum retention toilets, and had gold as opposed to green tinted windows. These cars were the first of the V sets , with the V showing that they were installed with vacuum retention toilets. They operated separately from the 1970 cars, as the two types were not compatible with each other. The cars built were: The driving trailers were not used that much, due to driver complaints about an uncomfortable "kick" when

1560-578: Was installed at the gangway. The State Rail Authority wanted to order an extra 50 but funding was not available. During 1993, the distinctive gold tinted windows were replaced by charcoal ones. Starting in May 1995 the earlier carriages were overhauled by A Goninan & Co , Broadmeadow as part of the CityDecker program. This saw the DCMs receive driver's cab air conditioning, destination indicators and ditchlights where not already fitted. The fibreglass end

1600-507: Was repainted grey and yellow. This was later changed to blue and yellow. Eventually all cars were put through the program with those with yellow interiors being refurbished in the same cream interior with green seats style as the older cars. On 1 July 2013, a refurbishment of the remaining 200 cars was announced as part of the NSW TrainLink and Sydney Trains restructure and branding. The refurbishment most notably included new carpets and seat covers themed in 'Bush Plum'. The external livery of

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