Neometrix / Rail Lubrication Systems / Rail Lubrication System / NMX-WFR-60

NMX-WFR-60 · ENGINEERED-TO-ORDER CLASS — SPECIFY · MOUNT · SET · APPLY · CHECK · PROVE

Rail Lubrication System. A film on the flange, not the tread.

Name: Wheel Flange and Rail Lubrication System
Brand: Neometrix
SKU: NMX-WFR-60

Wheel flanges and rail gauge faces wear, squeal and climb because they rub. A thin film in exactly that contact stops it. The same film on the tread or the rail head would cost the train its grip.

So the system is built around three things: a film only where friction must fall, a dose set by distance and not by time, and a tread that stays clean.

Discuss a lubrication system Capability note (PDF)

A single steel train wheel resting upright on a short length of steel rail laid on two concrete sleepers, with a rigid grey painted steel arm bolted to a post beside the rail holding one short plain stainless steel cylindrical nozzle aimed at the inner face of the flange, a black flexible hose leading away from the nozzle, and a thin film of pale grease at the flange edge while the tread on the rail head is bare and clean, and no people

Fig · 01 — A wheel flange lubrication nozzle: a short stainless steel nozzle on a rigid arm, aimed at the inner face of the flange of a wheel resting on rail — illustrative render.

The film

flange and gauge facenone on the tread or rail head

The dose

set by distanceor by wheel count, with a limit

The place

on the train or by the tracka nozzle or an applicator

The check

looked at, not assumedfilm on the flange, tread clean

Status

engineered to orderno lubrication system claimed

ISO 9001ISO 14001EN 15427 flange lubrication reference

Overview

Why the whole job is where the film goes.

Because the wheel-rail contact wants low friction at the flange and enough friction at the tread, and a lubricator that cannot tell the two apart does harm.

Fig · 02 — The system in one picture: distance or wheels are measured, a set dose is given for every kilometre, and the film is applied to the flange or the gauge face.

A film on the flange, not the tread.

What the system is for

It puts a thin film of lubricant on the wheel flange, or on the rail gauge face, where the wheel rubs on a curve, so that wear, noise and the risk of flange climb fall. It can be carried on the train, or fixed beside the track. It suits metro, urban and mainline rail.

Why the flange and the tread want opposite things

At the flange and the gauge corner, friction only does damage: it wears steel away, makes the wheel squeal and helps the flange climb. On the tread and the rail head, friction is the grip that the train drives and brakes with. One contact, two opposite needs.

Why a film on the tread costs grip

Lubricant that reaches the tread or the rail head lowers adhesion. A little may be tolerated, but past a limit the braking distance grows quickly and wheels slip. Overdosing, not lubrication itself, is what does the harm.

Why the dose is set by distance

A flange needs its film for every kilometre it runs, not for every minute. A dose fixed by time falls per kilometre as the train goes faster, and rises as it slows. So the dose follows distance or, on the track, the number of wheels that pass.

Why the nozzle or applicator is the hard part

Everything depends on the film landing where it should. A nozzle that seeps when idle, or doses differently when it is warm or cold, puts lubricant where it should not be. The nozzle or applicator, and the air or the pump behind it, are built for a steady, repeatable dose.

Why the track and the train are different places

A trackside lubricator treats the rail, and every train that passes carries the film on. An on-board system treats its own wheels, wherever it runs. The track suits a route with many trains. The train suits a line whose track cannot be fitted. A short train and a long one need different amounts, so the trackside unit counts wheels.

Why it is checked by eye

A lubricator can run and still miss. The film is looked for on the flange and the gauge face, and the tread and the rail head are looked at to be clean. A record of the dose against the distance shows whether the system is doing what it was set to do.

The method

Specify, mount, set, apply, check, and prove.

Six steps in a fixed order. The two shaded steps are the ones a quick order skips.

FIG · 02RAIL LUBRICATION SYSTEM · SPECIFY / MOUNT / SET / APPLY / CHECK / PROVE — A FILM ON THE FLANGE, NOT THE TREAD

The step people underrate is the check. A lubricator that runs has not been shown to put the film in the right place.

Fig · 03 — Three ways a lubrication lets you down: the flange is left dry, the tread is given too much, and the dose is set by the clock — a drawing of the idea, with no values.

1 · Specify

The track or the train, its curves, its speeds and its duty are stated by the customer, and the system is sized to the route.

2 · Mount

Units are fixed so that the nozzle or the applicator meets only the flange or the gauge face, and the sensor sees every wheel.

3 · Set

The dose is set by distance, or by wheel count on the track, with a limit it cannot pass.

4 · Apply

The film is applied only where friction must fall, in a steady, repeatable dose.

5 · Check

The film is looked for on the flange and the gauge face, and the tread and the rail head are looked at to be clean.

6 · Prove

The dose record is kept, and handed over with the system.

Work content

What the system contains, element by element.

Read it as a checklist: a system missing a row will pass a route that fails in service.

A single trackside rail lubricator beside a short length of track: two steel rails on concrete sleepers, a compact grey painted steel enclosure with a hinged door and a small cylindrical stainless steel reservoir beside the near rail, a black flexible hose running from the enclosure to a slim stainless steel applicator bar bolted to the inner side of the near rail, and a small plain sensor clamped to the web of the rail with one thin black cable, and no people

Fig · 04 — A trackside lubricator: an enclosure and reservoir beside the track, a hose to an applicator bar on the inner side of the rail, and a wheel sensor on the rail web — illustrative render.

Element	What it does	What matters
Reservoir	holds the lubricant	a reservoir with a level sensor, sized for the time between refills
Pump	gives the dose	a pump or a pressurised supply that gives the same dose each time
Compressed air supply	drives the spray on a train	clean, dry air from the train's own supply, regulated within a narrow range
Nozzles	place the film from a train	one aimed at each flange, adjustable for the quantity, that shut off cleanly and do not seep
Applicator bar	places the film from the track	a bar on the rail that puts lubricant on the gauge face, away from the rail head
Wheel sensor	counts the wheels	a rugged sensor on the rail, so that the dose follows the train that passes
Controller	sets the dose	on a train by distance and speed, on the track by wheel count, with a limit it cannot pass
Distance and speed input	tells the controller how far	from a tachometer or an axle sensor on the train
Level and fault monitoring	shows that it works	alarms for an empty reservoir, a blocked line or a failed pump
Enclosure	protects the unit	a case for weather and dust, with a drip tray where the unit stands
Hoses and fittings	join it up	lines that suit the lubricant, the cold and the vibration
Procedure	fixes the sequence	specify, mount, set, apply, check and prove, the same for every route
Testing & documentation	prove the system first	a dose check at each nozzle or applicator, a leak check and a record the customer can inspect

The element that decides whether the system does good is the dose limit, because a lubricator that cannot be stopped from overdosing will put the film on the tread.

Fig · 05 — One contact, where the film goes: on the flange and the gauge face, and not on the tread and the rail head.

Full specification — expand

System	A reservoir with a level sensor; a pump or a pressurised supply that gives the same dose each time; clean, dry compressed air from the train's own supply for an on-board system; nozzles aimed at each flange, adjustable for the quantity, that shut off cleanly and do not seep; an applicator bar that puts lubricant on the rail gauge face away from the rail head, and a rugged wheel sensor, for a trackside lubricator; a controller that sets the dose by distance and speed, or by wheel count, with a limit it cannot pass; level and fault monitoring; an enclosure and a drip tray; hoses and fittings that suit the lubricant, the cold and the vibration; a written setting plan; and testing and documentation before handover
The One Idea	A film on the flange, not the tread.
Why The Flange And The Tread Want Opposite Things	At the flange and the gauge corner friction only does damage, wearing steel away, making the wheel squeal and helping the flange climb, while on the tread and the rail head friction is the grip the train drives and brakes with
Why A Film On The Tread Costs Grip	Lubricant that reaches the tread or the rail head lowers adhesion, and past a limit the braking distance grows quickly and wheels slip, so overdosing, not lubrication itself, is what does the harm
Why The Dose Is Set By Distance	A flange needs its film for every kilometre it runs and not for every minute, so a dose fixed by time falls per kilometre as the train goes faster, and the dose follows distance or, on the track, the number of wheels that pass
Why The Nozzle Or Applicator Is The Hard Part	Everything depends on the film landing where it should, and a nozzle that seeps when idle or doses differently when warm or cold puts lubricant where it should not be, so the nozzle or applicator and the air or pump behind it are built for a steady, repeatable dose
Why The Track And The Train Are Different Places	A trackside lubricator treats the rail and every train that passes carries the film on, while an on-board system treats its own wheels wherever it runs, and a short train and a long one need different amounts so the trackside unit counts wheels
Why It Is Checked By Eye	A lubricator can run and still miss, so the film is looked for on the flange and the gauge face, the tread and the rail head are looked at to be clean, and a record of dose against distance shows whether the system does what it was set to do
Standards	EN 15427 is the public reference for wheel and rail friction management by flange lubrication, covering the equipment and its application and the properties of the lubricant. This page prints none of its dose rates, intervals or limits, and no edition year: those come from the standard the customer names and from the customer's track and trains. Approval of a system for use rests with the customer and the authority they name; none is claimed here
Configurations	An on-board system sprayed from the train onto each flange, a trackside lubricator applied from the track onto the gauge face, and a monitored system with level, dose and fault readings
Scope Boundary	This page is the wheel flange and rail lubrication system. It is not a rig that tests a bogie (see rail bogie test rig and turntable), not a rig that tests air brakes (see single wagon, coach and rake test rigs) and not a lubrication skid for bearings (see lube oil console). A top-of-rail friction modifier, which puts a film on the rail head on purpose to hold friction at a middle level, is a different product again. No certification is claimed here
Status	Neometrix has quoted against successive wheel flange and rail lubrication requirements, and no delivered wheel flange or rail lubrication system is claimed.

Configurations

One method, three ways to build the system.

The method, the record and the dose limit are shared. What changes is where the unit stands, and how much of its working is watched.

On-board system

Reservoir, pump and nozzles

A system carried by the train, with a nozzle aimed at each flange and a controller that doses by distance and speed, for a line whose track cannot be fitted.

Trackside lubricator

Sensor, pump and applicator

A unit beside the track that counts wheels and puts the film on the gauge face, so that every train that passes carries it on, for a route with many trains.

Monitored system

Unit, controller and logger

Either of the others with readings of level, dose and faults, logged against distance, so that whether the system is doing what it was set to do can be seen.

Fig · 06 — Three ways to build the system, one method: an on-board system, a trackside lubricator, or a monitored system.

And the part that is not equipment at all, yet decides all three: the setting plan. It fixes the dose, its limit, the places that are to be lubricated and the places that are to stay clean, and it is written from the route and the train, not from the unit.

Where it is used

Wherever a flange meets a curve, and the tread has to keep its grip.

The common thread is a wheel that rubs on a curve, and a train that still has to brake.

Metro and urban rail

Where tight curves and nearby homes make squeal a problem, and wear at the flange is heavy.

Mainline curves and turnouts

Where a trackside lubricator treats the rail for every train that passes, and the tread has to stay clean.

Depots and yards

Where tight curves are driven slowly and often, and the flange does most of its wearing.

New and retrofitted trains

Where an on-board system is fitted to a train whose track cannot be treated, and dosed from the distance it runs.

Watch

See it in motion.

A short walkthrough video of the rail lubrication system.

FAQ

Common questions.

Longer answers, for readers who want the reasoning.

Q · 01 What does a wheel flange and rail lubrication system actually do?

It puts a thin, controlled film of lubricant where a wheel flange meets the rail gauge face, and nowhere else. It does it either from the train, with a spray at each flange, or from the track, with an applicator on the rail. Done well, wear of the flange and the rail falls, curve squeal falls, and the risk of the flange climbing falls. It does not replace looking after the wheels and the rails. It makes the contact that wears them cheaper to live with.

Q · 02 Why does the flange want a film and the tread not?

Because the contact is really two contacts. The flange rubs against the gauge face of the rail on a curve, and there friction only wastes steel, makes noise and helps the flange ride up. The tread rolls on the head of the rail, and there friction is the adhesion the train drives and brakes with. Lubricant is the right thing at one and the wrong thing at the other. A system that cannot keep the film on the flange will put it on the tread, and the train pays for it in grip.

Q · 03 Why is the dose set by distance and not by time?

Because wear follows distance, not time. A flange needs a film for each kilometre it runs. A dose fixed by time gives the same amount whether the train is crawling or fast, so per kilometre it falls as speed rises: right at one speed and wrong at every other. An on-board controller therefore sets the dose from distance and speed, and a trackside unit sets it from the number of wheels that pass, because a short train and a long one need different amounts. Either way the controller has a limit it cannot pass, so that a fault cannot flood the tread.

Q · 04 What is the difference between a trackside lubricator and an on-board system?

An on-board system is carried by the train. It has a reservoir, a pump or a pressurised supply, a controller and a nozzle at each flange, and it treats its own wheels wherever it runs. A trackside lubricator stands beside the track. A sensor counts the wheels, a pump gives the dose, and an applicator on the rail puts the film on the gauge face, so that every train that passes carries it on. The train suits a line whose track cannot be fitted, and the track suits a route with many trains. Either can be monitored for level, dose and faults.

Q · 05 Is this the same as the bogie rig, air-brake rig or lube oil console pages?

No, and the differences are worth stating precisely. The rail bogie test rig and turntable page measures how a bogie sits on the track: wheel loads and yaw resistance. The single wagon, coach and rake test rigs page tests air brakes on whole wagons, coaches and rakes. The lube oil console page feeds oil to the bearings of a large machine. A top-of-rail friction modifier, which puts a film on the rail head on purpose to hold friction at a middle level, is a different product again. This page is the flange and gauge-face system. It does not replace any of them, and it does not claim what they claim a second time.

Q · 06 Has Neometrix built one of these?

We would rather answer this plainly than let a page imply otherwise. Neometrix has quoted against successive wheel flange and rail lubrication requirements, and no delivered wheel flange or rail lubrication system is claimed. What stands behind the offer is adjacent: Neometrix engineers rail bogie test rigs (see the rail bogie test rig and turntable page), air-brake test rigs (see the single wagon, coach and rake test rigs page) and lubrication skids (see the lube oil console page). The pumps, nozzles, sensors, controllers and lubricant are catalogue items, bought in, not invented. What Neometrix engineers is the system around them: the layout and mounting, the dosing and its limit, the controls and monitoring, the procedure and the record. So the honest position is that the system is engineered to order, the neighbouring disciplines are in the building, and the first system of this exact kind will be built around the customer's own track or train rather than taken off a shelf.

Q · 07 Which standards apply, and what can the system not do?

EN 15427 is the public reference for wheel and rail friction management by flange lubrication: the equipment and its application, and the properties of the lubricant. This page prints none of its dose rates, intervals or limits, and no edition year: those come from the standard the customer names and from the customer's track and trains. The system lubricates and keeps a record. It does not certify a track, a train or a lubricant: this page claims no certification or accreditation. No friction, wear, distance or speed figure is printed here, and approval of a system for use rests with the customer and the authority they name; none is claimed here.

Q · 08 What do you need from us to quote?

Six things, and most of them describe your route rather than the system. First, the track or train: its kind, its curves, its speeds and the number of trains. Second, the lubricant: its kind, and the supplier's data on it. Third, the dose and its control: by distance, by speed or by wheel count. Fourth, the place: on a train or beside the track, and the space and the supplies there. Fifth, the readings: level, dose and faults, and how they are to be reported. Sixth, the record: what you want kept with each system. From that we come back with a system concept, a written setting plan you can check, and a budgetary price.

The neighbouring rail and lubrication pages, and how they differ from this one.

Three neighbours: one tests a bogie, one tests air brakes, one feeds oil to bearings.

↗ A bogie rig

Rail Bogie Test Rig & Turntable

Rigs that measure wheel loads and yaw resistance of a bogie - how it sits on the track, where this page looks after the contact.

↗ An air-brake rig

Single Wagon, Coach & Rake Test Rigs

Air-brake test rigs for whole wagons, coaches and rakes - they test the braking that a film on the tread would spoil.

↗ A lubrication skid

Lube Oil Console

A skid that keeps a large machine's bearings supplied with oil - lubrication inside a machine, where this page lubricates a contact.

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Get a quotation

Tell us the route, the train,
and the lubricant.

The projects desk replies within two working days with a system concept, a written setting plan you can check, and a budgetary quotation. Write to [email protected] or use the form.

Enquire — rail lubrication Capability sheet (PDF) +91 7777 876 876

ISO 9001 / 14001 ENGINEERED-TO-ORDER CLASS — WHEEL FLANGE AND RAIL LUBRICATION SYSTEM SPECIFY · MOUNT · SET · APPLY · CHECK · PROVE — A FILM ON THE FLANGE, NOT THE TREAD ENGINEERED IN NOIDA · INDIA