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Rail Lubrication

T HR TR 00111 ST

Standard

Version 1.0

Issued date: 20 August 2015

Important Warning This document is one of a set of standards developed solely and specifically for use on public transport assets which are vested in or owned, managed, controlled, commissioned or funded by the NSW Government, a NSW Government agency or a Transport Agency (as defined in the Asset Standards Authority Charter). It is not suitable for any other purpose. You must not use or adapt it or rely upon it in any way unless you are authorised in writing to do so by a relevant NSW Government agency. If this document forms part of a contract with, or is a condition of approval by a NSW Government agency, use of the document is subject to the terms of the contract or approval. This document may not be current. Current standards are available for download from the Asset Standards Authority website at www.asa.transport.nsw.gov.au. © State of NSW through Transport for NSW

T HR TR 00111 ST Rail Lubrication

Version 1.0 Issued date: 20 August 2015

Standard governance

Owner: Lead Track Engineer, Asset Standards Authority

Authoriser: Chief Engineer Rail, Asset Standards Authority

Approver: Executive Director, Asset Standards Authority on behalf of the ASA Configuration Control Board

Document history

Version Summary of Changes

1.0 First issue

For queries regarding this document, please email the ASA at [email protected] or visit www.asa.transport.nsw.gov.au

© State of NSW through Transport for NSW



Preface The Asset Standards Authority (ASA) is an independent unit within Transport for NSW (TfNSW)

and is the network design and standards authority for defined NSW transport assets.

The ASA is responsible for developing engineering governance frameworks to support industry

delivery in the assurance of design, safety, integrity, construction, and commissioning of

transport assets for the whole asset life cycle. In order to achieve this, the ASA effectively

discharges obligations as the authority for various technical, process, and planning matters

across the asset life cycle.

The ASA collaborates with industry using stakeholder engagement activities to assist in

achieving its mission. These activities help align the ASA to broader government expectations

of making it clearer, simpler, and more attractive to do business within the NSW transport

industry, allowing the supply chain to deliver safe, efficient, and competent transport services.

The ASA develops, maintains, controls, and publishes a suite of standards and other

documentation for transport assets of TfNSW. Further, the ASA ensures that these standards

are performance-based to create opportunities for innovation and improve access to a broader

competitive supply chain.

This standard has been developed through extensive consultation across TfNSW, its agencies

and industry stakeholders.

This document provides the standards for rail friction and specifies a design process which

ensures that those standards can be met.

This standard is a first issue.

© State of NSW through Transport for NSW of 28



Table of contents 1. Introduction .............................................................................................................................................. 5

2. Purpose .................................................................................................................................................... 5 2.1. Scope ..................................................................................................................................................... 5 2.2. Application ............................................................................................................................................. 6 3. Reference documents ............................................................................................................................. 6

4. Terms and definitions ............................................................................................................................. 6

5. Rail friction standards ............................................................................................................................. 8

6. Rail friction measurement ...................................................................................................................... 8

7. Lubricator placement design ............................................................................................................... 11 7.1. Stage 1: Establishing lubricator placement number ............................................................................ 11 8. Stage 2: Lubricator system configuration concept design ............................................................... 14

9. Stage 3: Lubricator system configuration detail design ................................................................... 15

10. Stages 4 and 5: CCB approval and commissioning .......................................................................... 16

11. Register of installations ........................................................................................................................ 17

Appendix A Sample calculations .......................................................................................................... 18 A.1. Sample LPN type test calculation ........................................................................................................ 18 A.2. Sample concept design calculation ..................................................................................................... 19 Appendix B Rail lubricator verification process ................................................................................. 22

Appendix C Lubricator placement number reference table ............................................................... 24

Appendix D Sample friction measurement record sheet .................................................................... 26

Appendix E Lubrication asset register ................................................................................................. 27 E.1. Lubricator asset register field definitions ............................................................................................. 27 E.2. Lubrication asset register ..................................................................................................................... 28




1. Introduction Rail lubrication is primarily aimed at extending the life of rail and wheel assets.

Extensive research has been conducted into the performance of lubricators and lubricants in

recent years. This research has been conducted against a background of increasing cost

pressures on railways and a need to reduce the cost of installing and maintaining lubrication

systems while still providing the benefits of lubrication in terms of reduced wheel and rail wear

and reduced noise.

Lubrication of the wheel rail interface on the gauge face and gauge corner reduces friction,

which reduces wear. This in turn helps to optimise the life of the rail and wheel assets, and can

reduce noise.

Lubrication is required wherever there is potential for significant wear, including the following:

• curves of 800 m radius or less

• curves exhibiting gauge face wear on the high rail or where flanging noise is a problem

2. Purpose The objective of this document is to specify performance standards for rail lubrication in terms of

rail friction, and to provide a design process aimed at ensuring the specified standards are met

in a cost effective manner.

2.1. Scope This document specifies rail friction levels for lubricated rail curves.

This document specifies the requirements for the design of lubrication systems to achieve

specified rail friction levels.

This document does not cover the use of friction modifiers for top of rail application.

The design process specified requires information from the type approval process for lubricator

and lubricant combinations to be captured and managed within an asset register in accordance

with T MU AM 02001 ST Asset Information Management.

The design process can be applied to all lubricator types, both mechanical and electrical, that

have completed the type approval process.




2.2. Application The rail friction standards apply to all rail curves in the Metropolitan Rail Area.

The requirements for lubricator placement design specified in this standard applies to the

design of new lubrication systems or the modification or optimisation of the design of existing

systems on the Metropolitan Rail Area.

3. Reference documents The following documents are cited in the text. For dated references, only the cited edition

applies. For undated references, the latest edition of the referenced document applies.

International standards

BS EN 16028 Railway applications. Wheel/rail friction management. Lubricants for trainborne

and trackside applications

Australian standards

AS 1085.1 Railway track material – Steel rails

Transport for NSW standards

T MU AM 01006 ST Asset Reference Coding Standard

T MU AM 01007 TI Asset Reference Coding Register

T MU AM 02001 ST Asset Information Management

T MU AM 04001 PL TfNSW Configuration Management Plan

TS 10765: 2014 Concession to ASA Requirements

4. Terms and definitions The following terms and definitions apply in this document:

AEO Authorised Engineering Organisation

AoA angle of attack

ASA Asset Standards Authority

CCB Configuration Control Board

CoF coefficient of friction

down rail identified with back to Sydney as normal, the down rail will be on the left

gauge is the distance between the inside running (or gauge) faces of the two rails measured

between points 16 mm below the top of the rail head




gauge corner is the single point in the gauge corner region, the tangent of which is at 45 ° to

the horizontal, with or without rail inclination

gauge face is the zone of the rail head facing the inside of the track. In the tighter curves the

gauge face may be worn due to contact with the wheel flange

high rail is generally the rail on the outside of a circular or transition curve

low rail is generally the inside rail of a circular or transition curve

LPN lubricator placement number

MRA Metropolitan Rail Area; this is the area bounded by Newcastle (in the north), Richmond (in

the northwest), Bowenfels (in the west), Macarthur (in the southwest) and Bomaderry (in the

south), and all connection lines and sidings within these areas, but excluding private sidings

MSDS material safety data sheets

rail defect means rail discontinuities greater than the minimum size and for which there is a

defined repair response

rail head is the region of the rail above the top of rail web

RIM Rail Infrastructure Manager; in relation to rail infrastructure of a railway, means the

organisation that has effective control and management of the rail infrastructure, whether or not

the organisation owns the rail infrastructure; or, has a statutory or contractual right to use the

rail infrastructure or to control, or provide, access to it

TfNSW Transport for New South Wales

TMC technical maintenance code; the TMC is used to identify the variation of unique technical

specifications for an asset type. Assets are assigned a TMC to reflect its configuration based on

the asset type and specification and to define the applicable maintenance policy

TMP technical maintenance plan; a TMP defines the maintenance policy applicable for an asset

(assets are associated with their required maintenance policy by the TMC). The TMP defines

what maintenance tasks are to be performed (packaged as service schedules), when

(frequency, conditional or statistical trigger) and where the maintenance tasks are to be

performed including required materials, consumables and tools and equipment.

TOR top of rail

up rail identified with back to Sydney as normal, the up rail will be on the right




5. Rail friction standards Rail lubrication systems, comprising the number, location and spacing of lubricators, and type of

lubricant, shall be designed and maintained to meet the performance requirements detailed in

Table 1:

Table 1 – Rail friction standards

Location Coefficient of friction

Gauge corner of the high rail, measured at 45 degrees ≤ 0.25

Top of rail (TOR)1 ≥ 0.3

¹A lower friction level is acceptable on the rail surface in the immediate area of the

lubricator (within 50 m).

Rail friction shall be measured to establish compliance with the standards applying the method

detailed in Section 6.

6. Rail friction measurement Measure rail friction using a hand pushed tribometer. The tribometer shall be in good working

order with a current calibration certificate. An image of a typical hand pushed tribometer is

provided in Figure 1.


Figure 1 – Typical hand pushed tribometer

The measurement wheel shall be free from grease residue and contaminants at the

commencement of each measurement and shall be cleaned between measurements using an

alcohol wipe or other non-contaminating solvent.



Friction measurements shall be undertaken on dry track, free from precipitation, dust, sand or

other contaminants.

Friction shall be measured at the following:

• the top of the high and low rails, measured in the centre of the running surface region

(nominally zero degrees)

• the gauge corner of the high rail measured at 45 degrees, to the central axis of the rail,

whether inclined or vertical

Figure 2 illustrates the regions, including gauge corner and running surface in a 60 kg/m rail:


Figure 2 – Regions in 60 kg/m rail

Rail head profiles specified in AS 1085.1 Railway track material – Steel rails contain similar

regions.

At least 10 measurements shall be made over at least 50 m of track.

The friction readings shall be recorded on the friction measurement record sheet.

Using at least five readings, and after anomalous friction readings and the highest and lowest

10% of friction readings have been excluded, an average friction level for the top of each rail

and the high rail gauge corner shall be calculated and recorded.

For reports associated with type testing or lubricator verification for commissioning, the following

details shall be recorded:



• environmental conditions

• tribometer serial number

• tribometer settings

• friction measurements

An example of a friction measurement record sheet is provided in Appendix D.

These reports should also include a site sketch showing the lubricator locations, the curves and

friction measurement locations and photographs of both rails. The rails should be marked-up to

show the location, rail, running direction, gauge face and date.

An example of rails marked-up showing the running direction and gauge face (arrows),

chainage, track, rail (high or low) and date is provided in Figure 3.


Figure 3 – Photograph of rail to accompany the tribometer measurement



7. Lubricator placement design The process outlined in this document for the optimal placement of lubricators is based on the

concept of a lubricator placement number (LPN). The process for lubricator and lubricant type

approval, and the design and implementation of a lubricator system is outlined in Figure 4.

Stage 1Type test to establish LPN for a lubricator and lubricant combination

Stage 4Gain CCB approval to implement the detail design

Stage 5Commission the approved configuration and monitor perfomance

Stage 3Develop lubricator configuration detail design

Stage 2Develop lubricator configuration concept design


Figure 4 – Lubricator placement design process

Stage 1 involves the establishment of the LPN by field testing for particular lubricator and

lubricant combinations during their type approval process. Refer to Section 7.1 for information

on establishing an LPN.

The LPN can then be applied to different track curvature configurations once stage 1 has been

completed.

Section 8 and Section 9 covers the second and third stages of the lubricator system design

process in detail and outlines the process for the other stages.

7.1. Stage 1: Establishing lubricator placement number The LPN is established during the lubricator and lubricant type test procedure outlined in

Section 7.1.3.

New combinations of lubricators and lubricants shall be ASA type approved prior to their

operational installation on the network. Guidance on the type approval process shall be

obtained from the Lead Track Engineer, ASA. TS 10765: 2014 Concession to ASA

Requirements, outlines the process for requesting a concession to an ASA requirement.



7.1.1. Lubricant standards approval

All lubricants to be type tested shall comply with the requirements of BS EN 16028 Railway

applications. Wheel/rail friction management. Lubricants for trainborne and trackside

application.

7.1.2. Field trials Lubricator and lubricant combinations shall be tested on a working track to establish that they

operate effectively, efficiently and safely, and to determine an LPN.

The test site shall be a section of track that includes both left and right handed curves of a

radius of 400 m or less, and that carries both freight and passenger traffic.

All tests shall be approved by the Rail Infrastructure Manager (RIM). Refer to the Lead Track

Engineer, ASA for the application procedure for approval to undertake field trials.

7.1.3. Lubricant and LPN calculation process The following process shall be followed to calculate the LPN during type testing:

i) The lubrication configuration to be tested shall be set up on a section of track that includes

both left and right handed curves of varying radii in, a position free from contamination from

neighbouring lubricators, and from previous lubricator operation. The track shall not be

lubricated for at least 20,000 axle passes before the test starts, after which the gauge

corner friction levels shall be measured to confirm that no contamination from previous

lubrication operation persists.

ii) The lubricator shall be operated for 40,000 axle passes under typical traffic conditions

before rail friction is measured.

iii) Lubrication performance is established using the friction measurement procedure as

detailed in Section 6. Friction measurements shall be taken on each curve, starting from

the lubricator, until the average coefficient of friction (CoF) on the gauge corner of the high

rail exceeds or meets the required value contained in Table 1.

iv) The total LPN is then calculated using Equation 1 in Section 7.1.4 for the length of track

between the lubricator and the point at which the CoF limit was exceeded. Alternatively, for

track on level or ascending grades, an LPN may be selected from Table 3 of Appendix C,

which contains pre-calculated LPNs for various curve radii and lengths.

An LPN is calculated separately for each curve between the lubricator and the point where

friction exceeds the limit. The total of these numbers is the LPN for that lubricator and lubricant

combination. For lubricators serving both rails, the LPN shall be the greater of the individual

LPNs calculated for each rail.




Following successful completion of the type approval process for a particular lubricator and

lubricant combination, the LPN is recorded on the ASA website.

7.1.4. Lubricator placement number formula

The LPN formula is provided as follows:

𝐿𝐿𝐿𝐿𝐿𝐿 =(𝐶𝐶 + 𝑆𝑆) × 𝐺𝐺 × 𝐷𝐷𝑇𝑇 × 𝑀𝑀 × 𝐵𝐵𝐵𝐵 × 𝐵𝐵𝐺𝐺

Equation 1 – LPN formula

Where:

Track factors

• C is the length (metres) of curves in the section, including the transitions

The curve length C for the calculation is the distance between the tangents or the end of

transitions before and after the curves. The longer the curve, the more that wheel flanges are in

contact with the gauge face of the high rail.

• S is 5% of the length (metres) of tangent sections between the lubricator and first curve or

between curves

This takes account of the loss of lubricant on straight track due to hunting.

• G takes account of the relative performance of different lubricants

This will always be 1 if the lubricator and lubricant combination has been type tested, as any

differences in lubrication performance will have been accounted for in the LPN.

• D is the degree of curvature

D is related to the curve radius R by:

𝐷𝐷 =1746𝐵𝐵

Equation 2 – D related to the curve radius

Rolling stock factors

• T describes the direction of traffic

1 for unidirectional traffic and 2 for bi-directional traffic.

• M is a factor to account for misaligned bogies on tight curves (radius less than 350 m)

M is (1/1.08) for tight curves on the Main North corridor as 8% of bogies observed through the

Beecroft angle of attack (AoA) monitor have sub-optimal steering. M is 1 on shallow curves and

tangents.




• BR is a factor to account for train braking

Heat is generated by trains braking down long grades, which displaces lubricant from the gauge

corner. BR = (100 -10*|grade|)/100 for negative gradient, where grade is expressed as a

percentage and the |…| operator stands for the absolute value and 1 elsewhere. For example, if

the gradient is -1:50, that is 2% descending, then BR = (100 – 10*2)/100 = 0.8, whereas if the

grade was 1:50, that is 2% ascending, then BR = 1.

• BG is a bogie factor

BG accounts for the greater impact of poorly steering bogies on sharp curves compared to

shallow curves. BG is 2 for shallow curves (R > 350 m) and 1 for sharp curves (R ≤ 350 m).

7.1.5. Requirements for a field test report Type test reports shall be submitted in accordance with the relevant type test procedure. Test

reports from field trials shall include the following:

• a description of the product(s) under test, including product specifications and material

safety data sheets (MSDS)

• a detailed description of the test, including a map of the test site showing the lubricator and

measurement locations, the settings used throughout the testing, calibration details for the

tribometer and any other instruments used, photos of the test site, lubricator and anything

else relevant to the report

• friction measurement test records, and any other raw results, included in as an appendix

• the lubricant carry distance, the individual curve LPN and the final LPN

8. Stage 2: Lubricator system configuration concept design The lubricator system configuration concept design establishes the ideal placement of

lubricators along a track. The actual placement of the lubricators is then finalised in the stage 3:

detail design phase following site inspections.

The following calculation process establishes the ideal placement of lubricators along a track:

i) select a point for the placement of the first lubricator in a system to ensure that the first

curve is well lubricated

ii) select a point on the tangent or transition past the first curve after the first lubricator.

Calculate the LPN for the high rail on curve 1 (using Equation 1 or the pre-calculated

values in Appendix C)

iii) repeat this process for the high rail on curve 2




iv) continue to repeat the process and calculate the cumulative LPN for each rail after the

lubricator until the point where this total for either rail matches the type approval LPN

v) establish a suitable site for a second lubricator near this point and repeat the process to

site following lubricators

Refer to Section A.2 for a worked example.

9. Stage 3: Lubricator system configuration detail design The lubricator system configuration detail design will establish the final position of lubricators

after a site inspection and consideration of a range of factors including the following:

• train operations

ᴑ lubricators shall be located so as to ensure that braking and traction around signals,

stations and level crossings are not compromised

• maintenance access

ᴑ place lubricators as close as possible to maintenance access roads to enable

positioning of maintenance vehicles beside the reservoir to minimise manual handling

of lubricants

ᴑ the requirement to carry lubricants across live track shall be avoided. Where the track

being treated is on the opposite side of the corridor to the access road, the reservoir

shall be positioned adjacent to the access road and hoses shall run beneath the

intervening rails. The hoses shall be run so that they are clearly visible, do not present

a trip hazard and cannot move under rail traffic (for example, hoses may be secured to

the rail clips or sleepers). Any conducting cables, such as those for wheel sensors,

shall be enclosed in a protective conduit where it passes under live tracks.

ᴑ electronic lubricators shall be located in tangent track and if possible, at least 50 m,

but preferably as far as possible, from a curve transition in the direction of traffic

• wheel and rail contact conditions at the site - rail mounted distribution units shall be located

where the wheel/rail contact conditions at the site will support the optimum pick-up, as

evidenced by rail wear and contact band checks. The following conditions shall be met:

ᴑ the static gauge at the site is within +/- 3 mm of the design gauge

ᴑ there is no plastic flow of rail steel on the gauge side to ensure that the distribution

units can be properly fitted to the rail and grease will carry onto the gauge corner

ᴑ the rail profile is within permitted tolerances of the relevant standard

ᴑ there are no rail defects or welds in the immediate vicinity of the lubricator bars




• environmental considerations

ᴑ where possible, lubricators shall be located more than 20 m from water courses and

other environmentally sensitive sites

ᴑ where it is not possible to be greater than 20 m from an environmentally sensitive site,

the use of biodegradable lubricants shall be considered

• power

ᴑ where solar power panels are used, they shall be positioned so that the panels receive

full sun for at least three hours per day at all times throughout the year, conditions

permitting

• existing infrastructure

ᴑ lubricators shall be located away from existing infrastructure where the operation of

the lubricator will interfere with the safe and correct operation of that infrastructure.

This may require locating lubricators outside the braking zone of signals, level

crossings and stations where rail head friction levels below 0.3 in the immediate

vicinity of a lubricator may degrade braking performance. The location of nearby top of

rail friction modifier units shall also be considered where the potential exists for cross

contamination between the grease and friction modifier. As guidance, these units

should be separated by 50 m however; the precise separation shall be determined by

a qualified AEO.

Following the site visit and consideration of the above factors, adjust the placement of

lubricators on the configuration concept design to reflect on-site realities. Identify all necessary

requirements for power and the location of cables.

This adjusted design is the configuration detail design and shall be subject to appropriate

configuration change approval before it is implemented.

10. Stages 4 and 5: CCB approval and commissioning All changes including to the type, location, interfaces, settings (including the addition of, or

removal of rail lubricators and associated equipment), constitute a configuration change.

Configuration changes require configuration change approval at appropriate stages of planning,

design and implementation. Configuration change approval shall be obtained through the

approved configuration change processes as applicable to the situation.

The T MU AM 04001 PL TfNSW Configuration Management Plan sets the overarching

configuration management requirements for TfNSW transport assets. Alternate but compatible

requirements may exist where the party in control of the applicable TfNSW transport assets has

other ASA approved configuration management processes and requirements in place.




Appendix B provides a suggested verification process for rail lubricators. A verification process

is required to be completed prior to commissioning.

11. Register of installations A lubrication asset register shall be populated and maintained in order to effectively manage the

placement and maintenance of all lubricator installations in accordance with

T MU AM 02001 ST.

Refer to Appendix E for a worked example of an appropriately completed lubrication asset

register and for definitions for the required fields.

Management of the register shall be the responsibility of the maintenance Authorised

Engineering Organisation (AEO), administered through the asset maintenance function.

Asset management reports from the maintenance AEO shall include reporting of the register

status and lubricator performance.

Amendments or additions of data in the lubrication asset register shall be formalised by

approval through the configuration change process.

The asset maintainer shall nominate the position responsible for administration and status

reporting of the lubrication register.

Superseded design calculation sheets shall be held for the duration of an installation, plus an

additional five years following any redesign or amendment.

This information shall be available and provided upon request to any division of TfNSW, within a

reasonably requested time frame.

Activities undertaken that contribute to data input of the lubrication register shall only be

permitted if the entity undertaking the activity holds AEO status for the relevant engineering

work activity within the life cycle stage.




Appendix A Sample calculations Sample calculations for LPN type test and concept design are provided for information in this

appendix.

A.1. Sample LPN type test calculation A lubricator and lubricant placement number was calculated as follows:

i) The test site was as shown in Figure 5. It contained a series of left and right-handed curves

of varying radius with traffic running only in the up rail direction.

ii) The lubrication configuration to be tested was set up in position A which was approximately

1 km from the first curve.

iii) The lubricator was operated for 14 days under typical traffic conditions before rail friction

was measured. The performance of the system was monitored during that time and the

output adjusted so that the CoF on the rail head near the unit was greater than 0.3 on both

rails within 50 m of the lubricator.

iv) Using the friction measurement procedure in Section 6, friction measurements were taken,

starting from the lubricator, until the CoF on the gauge corner of the high rail exceeded

0.25. This was at curve J on the up rail.

v) The total LPN of 7238 was calculated by summing the LPNs for the curves between the

lubricator and curves I and J, this representing the greater of the summed LPNs for each

rail before the CoF limit of 0.25 was exceeded. Table 2 contains the curve radii, estimated

curve and tangent track lengths, and the individual and accumulated LPNs.

Table 2 – LPN calculation from type test results

Curve Radius (m)

Degree Length (m)

CoF LPN UP rail

SUM LPN UP Rail

LPN DN Rail

SUM LPN DN Rail

A Tangent N/A 975 N/A N/A N/A N/A N/A

B 470 3.7 500 0.18 1019 1019 N/A N/A

C 550 3.2 600 0.18 N/A N/A 952 952

D 410 4.3 320 0.19 681 1701 N/A N/A

E 300 5.8 200 0.21 N/A N/A 1257 2209

F 430 4.1 395 0.22 802 2503 N/A N/A

G 300 5.8 800 0.23 N/A N/A 5028 7238

H 300 5.8 490 0.24 3080 5583 N/A N/A

I 310 5.6 200 0.27 N/A N/A 1217 8455

J 400 4.4 400 0.27 873 6456 N/A N/A

N/A means not applicable © State of NSW through Transport for NSW of 28




Figure 5 – Example of LPN calculation from type test results

A.2. Sample concept design calculation A sample calculation follows for an 8 km length of track shown in Figure 6. In this example the

LPN for the lubricator and lubricant combination to be used is 6000.

• The point (A) selected for the placement of the first lubricator was on the tangent 1 km

ahead of the first curve. The LPN at this point is zero.

• The LPN for the first right hand curve to point B is 1419 on the up rail (that is, the train will

burn off grease on the HIGH rail of the curve which is the up rail). At this point 1419 of the

LPN of 6000 has been 'consumed'.

• The LPN for the next left curve to point C is 998 which 'consumes' 998 from the LPN of

6000 on the down rail.



• This process is repeated with the LPN accumulating for left and right hand curves

separately.

• By the end of the left hand curve at point H, the LPN of the up rail has exceeded the type

approval LPN of the lubricator and lubricant. In other words, the grease from the lubricator

at point A will be 'consumed' on the up rail before the end of this curve.

• Site a tangent lubricator, with blades on both rails on the 850m straight section prior to the

curve at point H to ensure that grease coverage is continuous on the down rail. This

lubricator forms the new datum, the LPN will reset to zero on both rails and the process

repeats to find the next lubricator location.





Figure 6 – Lubricator placement concept design example showing the use of the LPN



Appendix B Rail lubricator verification process This appendix details the suggested process for the verification of rail lubricators.

Verification is an iterative process and should require at least three site visits.

The initial lubricator settings should be those established during the type test. The lubrication

performance is checked using tribometer measurements and the lubricator settings adjusted to

optimise performance.

After the passage of 200 axles, the extent of head contamination from the lubricator should be

checked using tribometer measurements on each rail starting 75 m from, and measuring

towards the unit. The point at which the rail head CoF falls below 0.3 should be no more than

50 m from the nearest distribution unit on that rail. If the head contamination is causing

contamination beyond that point the lubricator will need to be adjusted until contamination is at

a reasonable level.

The performance of the lubricator should be checked again after 1000 axles have passed and

again after 20, 000 axles have passed. If necessary, the lubricator should be adjusted to

minimise head contamination while maximising carry.

After the required performance is obtained, a commissioning report should be prepared which

should contain, as a minimum the following:

• the lubricator type, including serial number and bar type

• the grease type

• the exact location of the unit, including the chainage and the track, for example 27.365 km

Main North up

• the type, number and placement of distribution units (for example, two model XYZ grease

distribution units on the up rail and two model XYZ grease distribution units on the down

rail, spaced at 600 mm)

• photos of the lubricator control unit or reservoir and the distribution units, as installed

• the final friction measurements, including the TOR of high and low rail and gauge corner

high rail CoF for each curve in the track section serviced by the unit, and the distance from

the unit at which the required rail head CoF was achieved on each rail

• the final lubricator settings from which the required performance was achieved, including

the position of the distribution units, their height relative to top of rail, the application rate,

application frequency, the amount of grease (in grams) dispensed per application, and any

other settings that will allow the unit performance to be monitored

The above process used for the commissioning of the lubricators is outlined in Figure 7.




Install the equipment at the location identified through the Detailed Design process

Implement the optimum settings (blade positions,

application rate and frequency) established during

the field trial for the particular configuration

Conduct a visual inspection after the passage of each

train until at least 200 axles -amend settings as required.

Product pick-up achieved?

Y

N

Rail head CoF > 0.3 within 50m

of the unit?

Y

N

Conduct a visual inspection after the passage of 1000

wheels - amend settings as required.

Product pick-up achieved?

N

Rail head CoF > 0.3 within 50m

of the unit?

Y

N

After the passage of at least a further 20,000 wheels, but

not more than 40,000 wheels, measure the CoF

throughout the track section serviced by the unit.

For lubricators: Gauge Corner CoF < 0.25 througout

section?

Y

N

Complete and submit a commissioning report to the

ASA.

Amend installation detailed design as required, including blade positions, application

Y


Figure 7 – Lubricator verification process



Appendix C Lubricator placement number reference table Table 3 contains lubricator placement numbers for various curve radii and lengths calculated for level or ascending tracks and unidirectional traffic using Equation 1.

Table 3 – LPN calculated using LPN formula

Curve radius (m)

Curvature (degrees)

Curve length

100 150 200 250 300 350 400 450 500 550 600 650 700 750 800 850 900 950 1000

150 11.6 1257 1886 2514 3143 3771 4400 5028 5657 6286 6914 7543 8171 8800 N/A N/A N/A N/A N/A N/A

175 10.0 1078 1616 2155 2694 3233 3771 4310 4849 5388 5926 6465 7004 7543 8081 N/A N/A N/A N/A N/A

200 8.7 943 1414 1886 2357 2829 3300 3771 4243 4714 5186 5657 6128 6600 7071 7543 N/A N/A N/A N/A

225 7.8 838 1257 1676 2095 2514 2933 3352 3771 4190 4609 5028 5448 5867 6286 6705 7124 N/A N/A N/A

250 7.0 754 1131 1509 1886 2263 2640 3017 3394 3771 4148 4526 4903 5280 5657 6034 6411 6788 N/A N/A

275 6.3 686 1029 1371 1714 2057 2400 2743 3086 3429 3771 4114 4457 4800 5143 5486 5828 6171 6514 N/A

300 5.8 629 943 1257 1571 1886 2200 2514 2829 3143 3457 3771 4086 4400 4714 5028 5343 5657 5971 6286

325 5.4 580 870 1160 1451 1741 2031 2321 2611 2901 3191 3481 3771 4061 4352 4642 4932 5222 5512 5802

350 5.0 539 808 1078 1347 1616 1886 2155 2424 2694 2963 3233 3502 3771 4041 4310 4580 4849 5118 5388

375 4.7 233 349 466 582 698 815 931 1048 1164 1280 1397 1513 1630 1746 1862 1979 2095 2212 2328

400 4.4 218 327 437 546 655 764 873 982 1091 1200 1310 1419 1528 1637 1746 1855 1964 2073 2183

425 4.1 205 308 411 514 616 719 822 924 1027 1130 1232 1335 1438 1541 1643 1746 1849 1951 2054

450 3.9 194 291 388 485 582 679 776 873 970 1067 1164 1261 1358 1455 1552 1649 1746 1843 1940

475 3.7 184 276 368 459 551 643 735 827 919 1011 1103 1195 1287 1378 1470 1562 1654 1746 1838

500 3.5 175 262 349 437 524 611 698 786 873 960 1048 1135 1222 1310 1397 1484 1571 1659 1746

525 3.3 166 249 333 416 499 582 665 748 831 915 998 1081 1164 1247 1330 1413 1497 1580 1663

550 3.2 159 238 317 397 476 556 635 714 794 873 952 1032 1111 1190 1270 1349 1429 1508 1587

575 3.0 152 228 304 380 455 531 607 683 759 835 911 987 1063 1139 1215 1291 1366 1442 1518

600 2.9 146 218 291 364 437 509 582 655 728 800 873 946 1019 1091 1164 1237 1310 1382 1455

625 2.8 140 210 279 349 419 489 559 629 698 768 838 908 978 1048 1117 1187 1257 1327 1397

650 2.7 134 201 269 336 403 470 537 604 672 739 806 873 940 1007 1074 1142 1209 1276 1343

675 2.6 129 194 259 323 388 453 517 582 647 711 776 841 905 970 1035 1099 1164 1229 1293

700 2.5 125 187 249 312 374 437 499 561 624 686 748 811 873 935 998 1060 1122 1185 1247

725 2.4 120 181 241 301 361 421 482 542 602 662 722 783 843 903 963 1024 1084 1144 1204

750 2.3 116 175 233 291 349 407 466 524 582 640 698 757 815 873 931 989 1048 1106 1164

775 2.3 113 169 225 282 338 394 451 507 563 620 676 732 789 845 901 957 1014 1070 1126

800 2.2 109 164 218 273 327 382 437 491 546 600 655 709 764 818 873 928 982 1037 1091

825 2.1 106 159 212 265 317 370 423 476 529 582 635 688 741 794 847 899 952 1005 1058

850 2.1 103 154 205 257 308 359 411 462 514 565 616 668 719 770 822 873 924 976 1027

875 2.0 100 150 200 249 299 349 399 449 499 549 599 649 698 748 798 848 898 948 998

900 1.9 97 146 194 243 291 340 388 437 485 534 582 631 679 728 776 825 873 922 970

925 1.9 94 142 189 236 283 330 378 425 472 519 566 613 661 708 755 802 849 897 944 © State of NSW through Transport for NSW of 28



Curve radius (m)

Curvature (degrees)

Curve length

100 150 200 250 300 350 400 450 500 550 600 650 700 750 800 850 900 950 1000

950 1.8 92 138 184 230 276 322 368 414 459 505 551 597 643 689 735 781 827 873 919

975 1.8 90 134 179 224 269 313 358 403 448 492 537 582 627 672 716 761 806 851 895

1000 1.7 87 131 175 218 262 306 349 393 437 480 524 567 611 655 698 742 786 829 873

N/A means not applicable




Appendix D Sample friction measurement record sheet

An example of a rail friction measurement record sheet is provided in Table 4 below. Refer to

Section 6 for rail friction measurement recording requirements.

Table 4 – Sample friction measurement record sheet

Friction measurement record sheet

Operator name: Temperature:

Run number: Relative humidity:

Date: Product:

Time:

Location km from: km to:

Traffic direction: Curve direction:

Radius (m)

Low rail (markers) LOW rail TOR High rail TOR High rail GC (degrees)

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

Average




Appendix E Lubrication asset register A worked example of how to complete the asset register for lubricators and is provided in this

section along with definitions for the asset register field.

E.1. Lubricator asset register field definitions Definitions for the lubrication asset register fields are as follows:

• corridor - this is used as a header to collate and identify entries installed within a specified

corridor , such as North Shore in accordance with T MU AM 01006 ST Asset Reference

Coding Standard and T MU AM 01007 TI Asset Reference Coding Register

• reference number – is the unique number given to an installation, which may consist of

more than a single lubricator installation that are in series to meet a required LPN total

• location - local place name, commonly used and identifiable on a specified corridor in

accordance with T MU AM 01006 ST and T MU AM 01007 TI

• track - standard TOC reference, Up or Down plus Main, Local Suburban

• rail - down or up, as identified with back to Sydney as normal, down will be the rail on the

left and up will be the rail on the right

• start km - the start track kilometrage that is the centre of the installed lubricator equipment

• finish km - the completion track kilometrage that is the furthest effective range of grease

dispersal

• actuator type - this should be verified as electric, mechanical or hydraulic

• manufacturer - name of the manufacturer of the equipment. Product reference name and

number should also be included.

• grease type - name of the manufacturer of the lubrication grease. Product reference name

and number should also be included.

• LPN - lubricator placement number. This is specific to the individual lubricator installation

and may be cumulative to establish full coverage over a series of curves.

• date installed - the date of installation and effective working

• date last maintained - the date the equipment was last attended for a maintenance service.

Not applicable at initial installation.

• remarks - relevant commentary for condition or performance of the installation. This may

also comment on adjacent infrastructure if applicable.




E.2. Lubrication asset register Table 5 provides an example of how a lubrication asset register should be completed.

Table 5 – Example lubrication asset register

Asset Id Description Class Function Type TMC Corridor Location Track Base code Rail km Length of coverage (m)

Actuator Type

Manufacture Serial/ Model Number

Grease Type

Installed Date

Installation Reference

Series Reference

GPS Lat/Long

Unique Id within the Asset Register

Rail Lubricator Awaba 137.035 km Up Main

TR LUBR Electric TBD N00 AWB UPMN 10001 UP 137.305 0.698 Electric LB Foster ABC123 RC Clair

1/04/2014

HN01 Series 1 of 2

-33.012808802, 151.5395735034

Unique Id within the Asset Register

Rail Lubricator Awaba 138.003 km Up Main

TR LUBR Electric TBD N00 AWB UPMN 10001 UP 138.003 0.398 Electric LB Foster ABC124 RC Clair

1/04/2014

HN01 Series 2 of 2

-33.0123269077, 151.5452649344

Notes:

Class TR refers to track assets

Function LUBR refers to rail lubricator

Type refers to type of rail lubricator

TMC refers to the technical maintenance code

Corridor Code N00 refers to Main North (Strathfield to Wallangarra)

Location Code AWB refers to Awaba

Track UPMN refers to Up Main Track

Basecode 10001 refers to the Up Main Track on Corridor M00


t hr tr 00111 st rail lubrication - transport for nsw · rail lubrication t hr tr 00111 st standard...

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