Scrubbing new track

 
  edison Chief Commissioner

Will the new LR and tram tracks that are set to open in the near future in Sydney and Adelaide require scrubbing to ensure electrical conductivity before they are commissioned?
Could this be a job for the STM's ex-D class (134S?), as it was on the Sydney ESR?
Will it need to be re-fitted with a panto and dropping resistors?
How will it cope with the George St/Alfred St "third rail" - fit it with a skate?

Or will they just not bother?!

Cheers

And have a great '18

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  RTT_Rules Oliver Bullied, CME

Location: Dubai UAE
Will the new LR and tram tracks that are set to open in the near future in Sydney and Adelaide require scrubbing to ensure electrical conductivity before they are commissioned?
Could this be a job for the STM's ex-D class (134S?), as it was on the Sydney ESR?
Will it need to be re-fitted with a panto and dropping resistors?
How will it cope with the George St/Alfred St "third rail" - fit it with a skate?

Or will they just not bother?!

Cheers

And have a great '18
edison
In Dubai which has third rail pickup on its LR, they used a small diesel shunter to test the track construction and scrub the rails at same time. Trams then progressively moved further down the line at night under test with increasing speeds, ie crawl over new section, then a bit faster, then faster..... then at line speed. Diesel shunter followed in case of issue.

For track that is exposed to road traffic, I doubt any scrubbing is required.
  awsgc24 Minister for Railways

Location: Sydney
Scrubbing:

Could this be a job for the STM's ex-D class (134S?), as it was on the Sydney ESR?
edison
On the ESR, the scrubber car hired from the STM hauled a diesel motor-generator set mounted on a 4 wheel waggon coupled to the Scrubber Car. QED.
  edison Chief Commissioner

On the ESR, you obviously couldn't run a tramway scrubber off the 1500DC OH, so it had to propel its own power supply, but with tram OH at 750V, the scrubber could run off that source. Hence my question. Not really QED.
  gordon_s1942 Chief Commissioner

Location: Central Tablelands of NSW
Until dieselisation was completed, every Wednesday without fail, an old Brakevan fitted with a screw handle devise mounted in the middle of the van connected to a reverse belt driven axle that hung under the Van and fitted with two large coarse wire brushs that sat over each rail was run from Lithgow to Wallerawang on the local shunter.
A signal branch labourer would lower the Brush fitted axle when the train entered the Marrangaroo tunnel so that the brushes would sweep any ash,soot and sand from the rail head as it went.
On arrival at Wallerawang, the van was detached and was returned to Lithgow, sweeping the UP main as it went back.
One day due to heavy traffic, the return of the sweeper van was severely delayed causing the labourer to be on well over 12 hours and no forecast of how long it would be before the van could leave so they had to contact the CTM (Chief Traffic Manager), it was than after 8pm to get permission to cancel the van that day and run it the next day.

After the long strike by Loco in the mid 80's over the removal of the Brakevans, Light engines were run through any areas where track circuiting/automatic signaling was in use to remove any film on the rail heads that might stop the signals functioning.

Note that this area is not electrified so the cleaning was for the operation of the signaling system only.

Prior to opening the Sydney Light Rail system, would they run a 'Profile Train' through to get the rails both clean and angled correctly?
  Matthew Chief Train Controller

Could this be a job for the STM's ex-D class (134S?), as it was on the Sydney ESR?
Will it need to be re-fitted with a panto and dropping resistors?
edison


The circuit mods are still fitted. The pantograph is in store and would take less than a day to refit.




How will it cope with the George St/Alfred St "third rail" - fit it with a skate?



Even if it was fitted with APS gear (and where would you put it ?), the D car is too short and would leave exposed live rail behind it. It would be quicker, easier and safer just to use a generator trailer.




Or will they just not bother?!


That's my vote. They will hand smooth the welds and ignore the rest. The Citadis are also fitted with traction batteries, so they can just run onto the dirty rail and switch to battery and change ends and run back before the battery runs out. One or two passes under battery power will clean the rails naturally.

But I expect one of the rail contractors has a road/rail vehicle with brushes or grinding stones, and it will do a pass to clean the railhead.

They also need to put some effort into the APS rail - the insulator segments are very very rough. if they don't smooth it out, APS shoes are at best, going to wear extremely quickly, at worst get ripped off. Some of the APS insulators are high enough to be a trip hazard!
  awsgc24 Minister for Railways

Location: Sydney
On the ESR, you obviously couldn't run a tramway scrubber off the 1500DC OH, so it had to propel its own power supply, but with tram OH at 750V, the scrubber could run off that source. Hence my question. Not really QED.
edison

Hard to be sure, but the Overhead might not have been live when the scrubber car operated.

The scrubber car would not be able to use the "Catenery-less" power.

At least Tram and ESR Train used the same gauge.
  Matthew Chief Train Controller


Hard to be sure, but the Overhead might not have been live when the scrubber car operated.

The scrubber car would not be able to use the "Catenery-less" power.

At least Tram and ESR Train used the same gauge.
awsgc24

Apparently, it was asked if the ESR could be energised at a half voltage so the scrubber could run off the overhead. This wasn't considered a viable option.

At times in the past, the 1500v was obtained by 2 x 750v transformer-rectifier sets in series, however, the ESR wasn't done like that, so the voltage could not be easily changed.

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