CN's locomotives still have truck-mounted flange lubricators, using sticks of graphite.
As far as I can tell they are being maintained.
Greetings from Alberta
-an Articulate Malcontent
they still use them on my OSL we have a grease box at Tieska on track 1 it is here because the curve is sharp and trains go through here in heavy dynamics. #844 did not need to be greased by the guns in Gooding because the grease box lubed her up at Tieska but she had to be greased at Glenns Ferry because she had to go up Reverse which is the steepest grade on the OSL.
mudchicken Are there any automatic greasers installed ON the curves themselves or are they always installed on the straight before the curve? They are installed on the straight in order to place the grease on the fillet and flange only. (1) Coverage is determined by local conditions. It's not a one size fits all solution. Lubricators are placed where the plunger and paddles will do the most good and allow the particular type of grease to do the most good (it's not supposed to get on top of the rail and should only be applied from the gage corner down on the rail.) Yes, see above. So why does the grease get on top of the rail you ask?The greaser places the grease in the proper spot. Now, what you have is grease placed on a spinning wheel. The spinning wheel tends to sling the grease off. In a straight line, the slung grease would tend to stay within the rails. However, when you get to a curve, the flange rubs againt the rail causing more grease to be flung and now the axis of the flinging grease intersects with the arc of the curving rail, so, the grease gets slung on top of the rail. It was very apparent from the cab of the unit that the ballast around the outside rail on curves was much greasier than the ballast under the inside rail and you could watch the darkness change sides going through esse curves.Once on top of the rail, it gets collected by the wheel tread and that is why the wheels... ...carry grease in both directions down the track, sometimes for half a mile or more...So true!!! (2) There is an art and science to making a lubricator work properly. If some of that grease is getting on top of the rail, it's either the wrong type of grease for the application or too much is being applied. The maintainer usually is checking how well it works with a goop gage and looking for metal flakes/ rail wear (steel dandruff). Earlier, there was mention of biodegradable lubricants. These did not work out. MoW would find a lot of metal flakes in all of the lubricant on the rail. (3) Many railroads also equip their hi-rail trucks with grease applicator(s) controlled in the cab of the truck during normal inspection patrols. They tried that once, maybe more. They wound up tying the entire line up one day because the applicator was out of alignment and placed a thin bead of oil right on top of the rail. Nobody could get traction, everyone stalled out on the mountain. The only way to get going again was to cut the units off from the train and slowly sand the rail well over to top of the grade, then slowly sand the rail again on the way back to the train and sand some more when starting. (4) For all the whining and complaining by the operating people, you do not want the alternative "dry" rail conditions with the lubricators turned-off. (Certain trainmasters and superintendents just don't get it, so the "whine and geez parties" continue. sand + grease = liquid abrasive sandpaper... No new shiny toys for them.)
Are there any automatic greasers installed ON the curves themselves or are they always installed on the straight before the curve? They are installed on the straight in order to place the grease on the fillet and flange only.
(1) Coverage is determined by local conditions. It's not a one size fits all solution. Lubricators are placed where the plunger and paddles will do the most good and allow the particular type of grease to do the most good (it's not supposed to get on top of the rail and should only be applied from the gage corner down on the rail.)
Yes, see above. So why does the grease get on top of the rail you ask?The greaser places the grease in the proper spot. Now, what you have is grease placed on a spinning wheel. The spinning wheel tends to sling the grease off. In a straight line, the slung grease would tend to stay within the rails. However, when you get to a curve, the flange rubs againt the rail causing more grease to be flung and now the axis of the flinging grease intersects with the arc of the curving rail, so, the grease gets slung on top of the rail. It was very apparent from the cab of the unit that the ballast around the outside rail on curves was much greasier than the ballast under the inside rail and you could watch the darkness change sides going through esse curves.Once on top of the rail, it gets collected by the wheel tread and that is why the wheels...
...carry grease in both directions down the track, sometimes for half a mile or more...So true!!!
(2) There is an art and science to making a lubricator work properly. If some of that grease is getting on top of the rail, it's either the wrong type of grease for the application or too much is being applied. The maintainer usually is checking how well it works with a goop gage and looking for metal flakes/ rail wear (steel dandruff).
Earlier, there was mention of biodegradable lubricants. These did not work out. MoW would find a lot of metal flakes in all of the lubricant on the rail.
(3) Many railroads also equip their hi-rail trucks with grease applicator(s) controlled in the cab of the truck during normal inspection patrols. They tried that once, maybe more. They wound up tying the entire line up one day because the applicator was out of alignment and placed a thin bead of oil right on top of the rail. Nobody could get traction, everyone stalled out on the mountain. The only way to get going again was to cut the units off from the train and slowly sand the rail well over to top of the grade, then slowly sand the rail again on the way back to the train and sand some more when starting.
(4) For all the whining and complaining by the operating people, you do not want the alternative "dry" rail conditions with the lubricators turned-off. (Certain trainmasters and superintendents just don't get it, so the "whine and geez parties" continue. sand + grease = liquid abrasive sandpaper... No new shiny toys for them.)
.
Flange greasers are a popular suggestion by folks watching the rail cams at Deshler. Trains using the transfers usually squeal their way around the curves - somewhat dependent on how heavy the cars are, and how wet the rail is from natural conditions.
Of course, the squealing they hear has little or nothing to do with the flanges and everything to do with the solid axles. On a sharp curve, one wheel will be moving faster or slower than the other, causing the tread to slide on the rail, which creates the squealing.
Loaded coil cars on the SW transfer there are the worst.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
Our community is FREE to join. To participate you must either login or register for an account.