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The Tram Power City Class Light Rail Vehicle (also referred to as the Citytram) is a prototype two car articulated electric tram previously tested on the Blackpool Tramway It operates off a power supply between 550 V and 800 V DC. Blackpool at the time operated at the lower voltage of 550 V DC, whereas most modern tramways use a 750 V DC supply to provide enough power for heavy LRV typically drawing 1500A on acceleration. The City Class tram is notable for being Blackpool's first LRV, Blackpool having had classic tramcars running since 1885 continuously to the present day.〔1 Trams for beginners, author Lewis Lesley, 2009〕 The Vehicle however failed to complete its testing when shortly before certification for passenger operation was to be granted it burst into flames while returning to the depot after a full day of operations, the incident encouraged Blackpool tramway to look to other vehicle manufacturers for its new fleet. The designers Tram Power have sought to market the design and technology as a cheaper alternative to more established manufacturers. ==City Class== The City Class tram began life as a Research Paper in 1987, which addressed the question of LRV increasing in weight and cost. Since then a systematic research and development programme has been conducted. This programme was inspired by the PCC development program of 1929-1934 which aimed to create a standardised vehicle that could out perform private automobiles which were threatening the Streetcar systems of the USA. The resulting PCC, first operated on the Brooklyn system in 1935, was one of the most successful public transit vehicles, with nearly 30,000 built to the patented designs created by the Transit Research Corporation. The City Class development programme began with computer simulations, progressed to laboratory and bench testing. A 4 tonne quarter size mock up was built in 1993. The first practical experience was got with a Slave vehicle. This was a redundant 1930s tram in Blackpool, where the original equipment at one end was replaced by the patented City Class running gear. The Slave vehicle ran for 2 years (1995–1997) in Blackpool, before it was withdrawn and the equipment checked for wear and fatigue problems. A full size 29m long prototype LRV was built in parallel, with the Slave vehicle equipment at one end and an exact copy at the other. This prototype vehicle ran until 2000, when the TRAM GROUP, which had sponsored the project, ran out of money. In the absence of volume production to reduce costs, the City Class is based on using mass-produced components off the shelf (COTS), where there is a variety of suppliers and compatibility of equipment to offer operators a variety of options for economic long term maintenance. A more fundamental approach to reducing costs has been to address the heavy LRV problem, and design the City Class so that it has a weight per passenger nearer the long term norm. The City Class prototype is designed for 200 passengers, with 82 seats, 2 wheelchair spaces and 120 standees at 4 per sq.m. It has a total unladen weight of 22tonnes, about 110 kg per passenger. On accelerating with a full load at 1.5 m/s/s (5.4 km/h per second; 3.4 mph per second) it draws 600A. The 22tonne unladen weight (38tonne fully laden), means that the purchase cost of the vehicle can be recovered in about 10 years from power savings. From measurements completed to date, the average power consumption is under 0.9kWh per km run. Lower current draw also means the OHL system can be lighter, substations smaller, and on existing systems, service frequency can be increased without any enhancement of the power supplies. The advanced computer control is also 95% efficient, making this one of the most advanced LRV designs today. The 22 tonne weight also means that for new systems, structures can be lighter and therefore cheaper, making new systems and extension affordable, where today LRV is being considered in many countries as too expensive. Exercises with this modular design have a family from a 16m long rigid, to a 38m long double articulated vehicle, all with the same running gear making standardisation and maintenance practical. This also means that the 29m long version can be stretched to 38m without any basic modification, by replacing the 1m long articulation carrier with a 10m long centre section. Like the earlier PCC, TRAM Power Ltd. is willing to provide a licence agreement to any manufacturer. The prototype was parked outside on a rail siding until 2005, when TRAM Power Ltd. was able to raise enough new money to continue the programme. During 2005 the prototype was completely stripped down at the Birkenhead Tramway Depot, and rebuilt to replace the weather damaged interior, and at the same time, to use the next generation of COTS, which had continued to develop since 1995. As an example, the original traction motors weighed 1000 kg, had a continuous power rating of 90 kW, and were 700mm in diameter. The new motors weigh 750 kg, have an output of 100 kW, and are 550mm in diameter. After this rebuild, it was operated 5 days a week, 8 hours per day between Sept. and Dec. 2005 on the Birkenhead tramway, during which its performance was monitored, and a profile of reliability established. In Dec. 2005 it was taken to Blackpool to complete its proving testing, up to passenger carrying service. The Blackpool system being old and in places needing replacement due to want of maintenance, the prototype had to be modified to cope with the problems created by the antique infrastructure. These modifications and retesting continued until Nov, 2006, when it was agreed that provided trouble free mileage was accumulated, it could enter passenger service and run until October 2007. By 24th Jan. there was only another 2 weeks of test running left before the reliable mileage was accumulated. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Citytram」の詳細全文を読む スポンサード リンク
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