Railway Track & Structures - February 2009 - (Page 21)

only a limited number of cars at the front of the trains realized significant reductions in curving forces on the TOR friction control-equipped trains. For these trains, the benefit was not seen after the first 40 cars. Over six months, TOR friction control-equipped and non-equipped trains generated about the same average curving forces over specific locations along the test route. However, when examining energy consumption over long distances, savings produced by TOR friction control-equipped trains over the entire route from Wyoming to Kansas were approximately 1.76 percent. This suggests that while benefits are being achieved for the entire route, at specific locations only marginal benefits are produced. This confirms that additional methods for determining proper operation of TOR friction control systems are needed. Additional effort is needed to optimize friction control application rates and TOR friction control system adjustments to ensure the entire route is receiving the optimum amount of TOR friction control material. In addition, TOR friction control system reliability and effectiveness need further improvement. Spray patterns for trains that operate at higher speeds (>45 mph) need to be optimized to ensure proper FC material application. Crew training is needed to ensure the TOR friction control applicator car is properly positioned in the train and the power leads are hooked up to enable TOR friction control system operation. Acknowledgements Train energy data were provided by the Union Pacific Fuel Conservation Department through the efforts of Jack Haenggi. Information on TOR car operation, system configuration and routing was provided by Kelsan Technologies Corp. through the combined efforts of Tony Makowsky and David Elvidge. References 1. Reiff, Richard, John Cotter and David Elvidge. October 2005. “Prototype Demonstration Freight Car-based Top of Rail Friction Modifier Application System,” Technology Digest TD-05-025, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo. 2. Reiff, Richard. July 2008. “Waysidebased Top of Rail Friction – Gage Face Lubrication,” Technology Digest TD-08027, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo. 3. Reiff, Richard. November 2007. “Top of Rail Friction Control on Rail Surface Performance and Grinding,” Technology Digest TD-07-039, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo. 4. Reiff, Richard. June 2007. “Waysidebased Top of Rail Friction Control: 95 MGT Update,” Technology Digest TD07-019, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo. 5. Gormick, G. “Steady as she goes,” Railway Age, November 2008. SimmonsBoardman Publishing, New York, N.Y. www.rtands.com Railway Track & Structures February 2009 21 http://www.rtands.com

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Railway Track and Structures - February 2009 Contents On Track Industry Today Supplier News AREMA News NRC News TTCI R&D Railroads Stepping Up Use of Technology to Locate Rail Flaws Rail Lubrication Realizing Great Potential M/W Challenges: Track Settlement at Bridge Approaches Supplier Profiles Products and Literature People Calendar Advertisers Index Sales Representatives Website Directory Professional Directory Classified Advertising Chicago Perspective

Railway Track & Structures - February 2009

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