I have read with interest Noel's post about quasi MU operations in a
mueum setting and wonder about the possibility of having a "control
trailer" in use at Loftus given some of the gradients on its lines, the
rails in use, and the amount of vegetation adjacent to the tracks

The gradient in the Royal National Park Line in the section leading from
"Depot Junction" towards Princes Highway is quite severe, the rails are
worn such that not a lot of wheel tread is in contact with the rail head
and the "four foot" is grassed and filled to top of rail level to
facilitate the movement of non rail vehicles and in consequence blades
of grass are often crushed beneath tram wheels during ascents and
descents

"Army Hill" towards the site of "Waratah Loop" on the Sutherland line
has a possibly steeper grade with the same challenges and surrounding
gum trees to drop leaves and many drivers of the first trip of the day
balk at trying a hill start after stopping to open the security gate and
instead truncate the journey and return from the gates to the Museum
without visiting the northern terminus

On damp days all of the above often lead to wheel spins on the ascents
and some faster than planned descents by unwary drivers. Prudent OICs
and drivers ensure that even more attention than usual is paid to the
replenishment of sand reservoirs and the testing of sanding aparatus
when the weather is inclement and Sendi/Nagasaki tram 1054, not equipped
with sanding gear and PCC 1014, with rusty sand reservoirs are usually
rested for the day

Like Noel I long for the day when coupled sets can be frequently run at
SPER - such operations were a frequent every day, all day, part of
Sydney life

One of my fond hopes is that I can be quaified to drive coupled sets
before I reach the decrepitude that requires surrender of my STM
evidence of competency

Terry Boardman - who loves the challenge of overcoming a wheel spin and
a wheel slide (and loves a bit of parallel running where appropriate)

PS It would be wonderfully appropriate if the SPER "E" s or "K"s were
restored and back in operation and battling those two gradients -
somewhat remininscent in challenge to the steep Neutral Bay Junction to
Neutral Bay Wharf Line where each spent years because of the track
brakes with which each was fitted

--- InTramsDownUnder@..., "Noel Reed" <noelreed10@...>
wrote:
>

>

> See the following archive pictures showing coupled 'R' cars being

moved out
> of the depot following its closure.http://tdu.to/27089.att

> http://tdu.to/27090.att .

>

> These 'R' cars from Fort Macquarie would have negotiated a number of

hills
> during their transfers without undue strain on the motors. This leads

me to
> consider that in museum operation, it should be possible to do this

with one
> of the Sydney 'O' or 'P' trams. It would not need full restoration

with
> motors or control equipment and could operate as a 'control trailer'

> similarly to some VR and NSWR EMU trains and NSWR DMU and Rail Motor

trains.
>

> Such an arrangement would allow coupled MU tram operation to be

demonstrated
> without needing four heavy traction motors and associated MU equipment

in
> both cars. Two fully equipped coupled MU trams would seem unnecessary

in
> museum operations as such a coupled set would rarely be called on to

convey
> a full load of passengers.

>

> The economies so achieved would require less traction power. It would

also
> allow a pool of spare traction motors, some of which could be used to

> restore a current motor-less tram to mobility.

>

> Noel Reed. Interested in reducing unnecessary expense on heritage

tramways.
>