ALL_RAIL as tested at the NJ Transit facility adequately meets both the wheel flange/rail gauge face, as well as the top of rail friction modification requirements.
ALL_RAIL because of its chemical friction modification package requires much reduced applications to the surfaces to be treated. This results into much greater economies as compared to any other product currently available. The dual application possibilities reduce the property’s logistics burden to inventory different products for different application purposes. The effective yield, which translates into operations dollars, is so great that the favorable economics combined with significant savings of operations maintenance manpower benefits far, far outweigh any other available product and or system.
With metered application rates to both the wheel flange and the top of rail, the REBS application system combined with the ALL_RAIL Friction modifier (FM) the economics and effectiveness cannot be matched by any other system/products on the market. The ALL_RAIL FM effects will remain on the rail’s gauge face for a long period of time. The chemical FM package will not and cannot migrate from the gauge face to the top of the rail. Neither will the chemical FM package evaporate, as may be the case with other products. The ALL_RAIL FM package will also remain adhered to the rail, until worn-off, during rain. NJT and/or any other property will have to establish the application rates progressively, as performance results become available. It will take at least one week to ten days until the FM application can be determined. Since the effective volume of FM is so infinitely small, our recommendation would be to equip about 50% of the vehicle fleet with the application system and operate the system on a time sequence basis. Our suggestion would be that initially the time sequence for the wheel flange lubricators be set at 90 seconds intervals.2 This will provide, after several days, adequate gauge face FM application to cover all areas of the track network. Should 90 seconds to be too long or to short of an interval, time cycle adjustments can easily be performed when the car is in for maintenance. For TOR we would not recommend that 50% of the fleet is equipped with this feature. We would suggest that a limited number of vehicles have this feature. TOR FM application will then be applied in accordance with a carefully developed plan that will establish a) daily frequency and b) track locations. We do not belief that every curve on the system should be treated with TOR. Only some curves that may be critical from both a squeal and rail/wheel wear points of view. Our application systems can be customized to a broad variet.
Our Most economical Friction Modifier on the market.
NTDC southern California operated 20 DMU Siemens sprinter vehicles in curve after curve territory between ocean side and Escondido California, used only in 12 months, 7 pales (280 lbs) of ALL_RAIL friction modifier.
(Reference contact Tom Payte super attendant)
Test Results from ALL_RAIL above
Our Supplier of Distribution System Is Rebs, For more info follow link below.
New Jersy's OnBoard Lubrication System Friction Test Below.Friction Test