{"id":1337,"date":"2026-04-21T21:12:30","date_gmt":"2026-04-21T21:12:30","guid":{"rendered":"https:\/\/4atmos.com\/?p=1337"},"modified":"2026-04-21T21:12:32","modified_gmt":"2026-04-21T21:12:32","slug":"railway-age","status":"publish","type":"post","link":"https:\/\/4atmos.com\/es_es\/railway-age\/","title":{"rendered":"Railway Age"},"content":{"rendered":"<ul class=\"wp-block-list\">\n<li>February 09, 2021<\/li>\n<\/ul>\n\n\n\n<p>The article below was sourced from the Railway Age archives after being removed from public visibility due to its original publication date.  <a href=\"https:\/\/www.railwayage.com\/\">Railway Age | Rail News and Analysis<\/a><\/p>\n\n\n\n<h1 class=\"wp-block-heading\">Fluid Dynamics<\/h1>\n\n\n\n<p>Written by&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.railwayage.com\/author\/wvantuonosbpub-com\/\">William C.&nbsp;Vantuono<\/a>,&nbsp;Editor-in-Chief<\/p>\n\n\n\n<p><strong>RAILWAY AGE, FEBRUARY 2021 ISSUE: CSX and MBTA\u2019s commuter rail operation are improving locomotive performance and availability through precision monitoring and analysis of fuel and lube oil, respectively.<\/strong><\/p>\n\n\n\n<p>Fuel and lube oil are literally the lifeblood of a diesel-electric locomotive. Fuel is the second-largest railroad operating cost, after labor. And lube oil is far more complex than it may seem, as its chemistry is an accurate indicator of how well an engine is performing, and when a failure may be imminent.&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.csx.com\/\" target=\"_blank\" rel=\"noreferrer noopener\">CSX<\/a>&nbsp;and the&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.mbta.com\/\" target=\"_blank\" rel=\"noreferrer noopener\">MBTA<\/a>\u2019s commuter rail operation are using analytics and artificial intelligence (AI)-driven technology to optimize and analyze fuel and lube oil, respectively.&nbsp;<\/p>\n\n\n\n<h2 class=\"wp-block-heading\"><strong>MBTA Molecular Data<\/strong><\/h2>\n\n\n\n<p>MBTA, under the direction of Chief Railroad Officer Ryan Coholan, partnered with&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/4atmos.com\/\" target=\"_blank\" rel=\"noreferrer noopener\">4Atmos Technologies LLC<\/a>, a Dallas, Tex.-based provider of IIoT (Industrial Internet of Things) Big Data solutions and predictive analytics on a program called Oil Velocity Solutions. The program applies AI modeling to laboratory lube oil data and clusters it \u201cinto matches against known failure signatures, not just thresholds for upper and lower limits,\u201d according to 4Atmos President Mike Jensen. \u201cFluids are molecular data recorders waiting to tell their stories.\u201d<\/p>\n\n\n\n<p>The Oil Velocity Solutions program analyzes no fewer than seven lube oil-related locomotive failure modes tied to:<\/p>\n\n\n\n<p>\u2022 Fuel Leaks\/Viscosity.<br>\u2022 Crankcase Overpressure.<br>\u2022 Exhaust Blowby\/Turbocharger.<br>\u2022 Coolant Contamination\/Dilution.<br>\u2022 Traction Motor Bearing Wear.<br>\u2022 Wear Metals.<\/p>\n\n\n\n<p>Following a successful six-month pilot, the MBTA contracted with 4Atmos to monitor all of its locomotives in full production. \u201cWe\u2019ve helped set records at the MBTA for what we call good catches and saves,\u201d notes Jensen. \u201cWe\u2019ve seen a rapid ROI, reduced train delays, decreased locomotive maintenance costs and improved reliability, while averaging a 30-day failure prediction lead time.\u201d<\/p>\n\n\n\n<p>Since 2018, MBTA has transitioned from 45- to 10-day oil sampling that incorporates predictive oil\/fluid analytics; an on-site, MBTA-staffed Oil Lab; a locomotive fleet \u201cat-risk\u201d ranking; prescription recommendations for inspection and repair; and overhaul warranty monitoring. The program features Web-based and mobile reporting solutions that provide:<\/p>\n\n\n\n<p>\u2022 Advanced ML (machine learning) with AI.<br>\u2022 Fleet transfer matching for at-risk assets.<br>\u2022 360-degree view of locomotive health.<br>\u2022 Prescriptive narratives for targeted inspection and repair.<br>\u2022 Integration with asset management systems.<br>\u2022 Comparisons against 4Atmos\u2019 \u201cLibrary of Failures\u201d and oil sample database.<\/p>\n\n\n\n<p>Weekly \u201cOil Calls\u201d deal with at-risk legacy locomotives, as well as units (such as overhauls) with a warranty, and reviews of daily lab scorecards. Coordination occurs across multiple MBTA departments and involves vendors and consultants. The most valuable aspect of this program and its \u201cdeep dive\u201d approach, says Jensen, is \u201cthe ability to make evidence-based decisions.\u201d Those decisions are \u201cprescriptive and proactive, rather than reactive.\u201d<\/p>\n\n\n\n<p>4Atmos has deployed a similar oil analytics program at CSX, which to date has registered well over 1,000 \u201cgood catches.\u201d<\/p>\n\n\n\n<h2 class=\"wp-block-heading\"><strong>CSX Fuel Conservation Desk<\/strong><\/h2>\n\n\n\n<p>Within CSX\u2019s NetOps center in Jacksonville, Fla., is a Fuel Conservation Desk&nbsp;<em><\/em>that operates 24\/7. Supported by multiple vendors, among them&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www2.wi-tronix.com\/\" target=\"_blank\" rel=\"noreferrer noopener\">Wi-Tronix LCC<\/a>, and utilizing technology developed in-house, the Fuel Conservation Desk monitors all active CSX linehaul locomotives in real time. Staffed with a single person, it\u2019s the brainchild of Director of Fuel Strategy and Utilization Corey Davis, a 24-year CSX veteran and recipient of the&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.aar.org\/\" target=\"_blank\" rel=\"noreferrer noopener\">AAR<\/a>\u2019s 2020 John H. Chafee Environmental Excellence Award.<\/p>\n\n\n\n<p>Davis has overseen efforts that have resulted in CSX reducing fuel consumption by more than 8%\u2014about 32 million gallons\u2014between 2012 and 2018, and cutting carbon dioxide emissions by 332,000 tons in just one year. He has worked to fully integrate&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.wabteccorp.com\/\" target=\"_blank\" rel=\"noreferrer noopener\">Wabtec<\/a>\u2019s Trip Optimizer technology with Positive Train Control (PTC) interfaces, which allows these systems to automatically adjust to real-time network changes to optimize fuel efficiency, resulting in about 6% fuel savings.<\/p>\n\n\n\n<p>\u201cIn total, initiatives under Davis\u2019 leadership have led to record fuel efficiency and have reduced the railroad\u2019s fuel usage by nearly 60,000 gallons per day,\u201d CSX noted. \u201cLooking to the future, he has also been intimately involved in developing CSX\u2019s ambitious GHG (greenhouse gas) emissions reduction goals that have won approval by the Science Based Targets Initiative (SBTI).\u201d&nbsp;<\/p>\n\n\n\n<p>The Fuel Conservation Desk, which Davis describes as \u201csafety focused\u201d and \u201claser-focused on CSX\u2019s sustainability goals,\u201d provides real-time compliance monitoring as well as real-time coaching for locomotive engineers on fuel conservation operating techniques. Davis, an Atlanta native who comes from a traditional railroading family that traces its roots to CSX predecessors Seaboard Air Line\/Seaboard Coast Line and Louisville &amp; Nashville (L&amp;N), refers to these features as \u201cin the moment.\u201d&nbsp;<\/p>\n\n\n\n<p>CSX\u2019s 2030 GHG reduction target is 37.3%. As of 2020, the railroad, Davis says, is ahead of schedule, thanks in part to predictive analytics-based initiatives like the Fuel Conservation Desk. He adds that its function is separate and distinct from what is commonly referred to in railroad parlance as the \u201cpower desk,\u201d whose primary functions involve \u201cmaking technical decisions on locomotive assignments and utilization.\u201d&nbsp; &nbsp;<\/p>\n\n\n\n<p><strong>Tags:&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.railwayage.com\/tag\/4atmos-technologies-llc\/\">4Atmos Technologies LLC<\/a>,&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.railwayage.com\/tag\/breaking-news\/\">Breaking News<\/a>,&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.railwayage.com\/tag\/csx\/\">CSX<\/a>,&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.railwayage.com\/tag\/mbta-commuter-rail\/\">MBTA Commuter Rail<\/a>,&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.railwayage.com\/tag\/wabtec-corp-2\/\">Wabtec Corp.<\/a>,&nbsp;<a href=\"https:\/\/web.archive.org\/web\/20240530064116\/https:\/\/www.railwayage.com\/tag\/witronix\/\">WiTronix<\/a><\/strong><\/p>","protected":false},"excerpt":{"rendered":"<p>The article below was sourced from the Railway Age archives after being removed from public visibility due to its original publication date. Railway Age | Rail News and Analysis Fluid Dynamics Written by&nbsp;William C.&nbsp;Vantuono,&nbsp;Editor-in-Chief RAILWAY AGE, FEBRUARY 2021 ISSUE: CSX and MBTA\u2019s commuter rail operation are improving locomotive performance and availability through precision monitoring and [&hellip;]<\/p>\n","protected":false},"author":5,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[],"class_list":["post-1337","post","type-post","status-publish","format-standard","hentry","category-uncategorized"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.5 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Railway Age - 4ATMOS<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/4atmos.com\/es_es\/railway-age\/\" \/>\n<meta property=\"og:locale\" content=\"es_ES\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Railway Age - 4ATMOS\" \/>\n<meta property=\"og:description\" content=\"The article below was sourced from the Railway Age archives after being removed from public visibility due to its original publication date. 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