Dubai trams undergo maintenance as system reaches two-year anniversary

Many of the 11 blue and silver trams that move along the 10.6 kilometres of track have this month completed 60,000km each and require focussed maintenance work.

Workers in the maintenance building for the Dubai Tram. Jeffrey E Biteng / The National

DUBAI // Dubai Tram is being put through detailed checks and safety inspections as the service enters it second year of operation.

In the sprawling Al Sufouh depot, workers examine sand-coated components for wear and tear.

Many of the 11 blue and silver trams that move along the 10.6 kilometres of track have this month completed 60,000km each and require focused maintenance work.

Safety is the key for trams specially fitted to cope with hot and dusty conditions.

“Components are automatically changed when each tram reaches 60,000km. We have detailed maintenance procedures to deal with bearings, fans and air conditioner condensers that have collected too much sand,” said Abdul Ibrahim Younes, chief executive of the Roads and Transport Authority’s Rail Agency.

“More complicated and thorough controls are conducted compared to regular maintenance work.”

Inside the depot, yellow jacks lift the coaches for comprehensive checks by the maintenance team at 15,000km and 30,000km milestones. Engineers also regularly inspect the units every 15 days since operations began in November last year.

At twice weekly servicing the tram’s grease oil is changed and windscreen wiper liquid topped-up.

Using pistons, workers refill sand into a dozen 18-litre boxes inside the tram to replace sand that is automatically discharged on to the rails when braking.

The first rail network of its kind in the Middle East, the distinctively carriages are specifically fitted to handle the region’s harsh conditions.

“The trams are designed for the heat,” said Mr Younes. “Extra maintenance is carried out because of sandy conditions. After every sand storm there is extra cleaning of equipment.”

Dubai-specific additions include white plates covering the entire length of the roof. These metal traps protect the coaches from direct sunlight, create air flow and keep inside temperature low.

“There are air inlets to create wind, cool temperatures and help protect equipment,” he said.

The network is the first tramway outside Europe powered by a ground-based electric supply system extending under the track.

The depot is the only area where an overhead line or catenary 750 volt cable provides the power to move the coaches. Bright yellow boards warn workers, “Caution high voltage.’

Each worker has a unique lock with his name imprinted that he tags into a special control unit to warn others against switching on voltage on tracks while work is in process.

“Everybody has their own lock and this system tells others when the power needs to stay shut off,” said Mohammed Al Mudharreb, director of rail operations.

“When people see the lock and the person’s name they know preventive work is going on. This is important while dealing with high voltage to make sure nobody accidentally puts the power on.”

Of 104 employees handling the trams, track and rail systems, 13 staff work on maintenance at the depot that usually takes in three trams at once.

Safety and training are handled by Alstom, a French rail infrastructure company appointed by the RTA.

“There are plans to avoid accidents, the same safety systems are on the metro,” Mr Al Mudharreb said. “Safety is tightly controlled with rigorous processes for working in and outside the depot.”