Railroad Locomotive Downtime the Hidden Cost

The Hidden Cost of Downtime: A Strategy for Improving Return on Assets


Mag-Probe Conducting tests on Locomotive Breaking Systems, Electrical Solenoid Valves, Relays, Fuel Injector Coil Test, EFI Nozzle Test, Pump Testing

The following article from Maintenance Technology offers a clear view into the importance of addressing downtime in financial equations.  How many times have we ask the question, “Where did all the money go?” Especially in the Railroad industry.


What are the hidden costs of downtime? This article explains how to calculate them using company financial information and simple rules of thumb.

Industrial assets, from complex manufacturing plants to remote and mobile capital equipment, are subject to an asset availability ceiling. While this ceiling varies by industry, peak system availability is typically 85-95 percent. Unfortunately, the widespread acceptance of these ceilings masks the hidden—and significant—costs associated with unplanned downtime.

For typical heavy process industries, these costs can represent 1-3 percent of revenue and potentially 30-40 percent of profits annually. For large capital equipment, the costs may be 1-3 percent of asset value per year. With millions of dollars in savings at stake, the cost of unplanned downtime warrants further investigation.  Read Full Article . . . . 


It appears the railroad and business in general is currently being refined by the natural consequence of Lost Potential Revenue.  Once companies begin to streamline their budgets it becomes obvious the value of purchasing time saving products in maintenance.  Products and processes that have proven track records for effectively reducing downtime rise to the top, while the ones that don’t are filtered out.  Below are a few areas where the Bartol Mag-Probe is being used in the railroad industry to reduce downtime.

BELOW:  Bartol Mag-Probe Model (HS) is Being Used in Railroad Locomotive Repair

  1. Breaking Systems
  2. Testing Electrical Solenoid Valves
  3. Testing Relays
  4. Fuel Injector Coil Test
  5. EFI Nozzle Test
  6. Pump Testing

Click Link Below to Read About a

Mag-Probe Locomotive Interface Unit Relay Test

Hello Bob

I received the probes and can’t thank you enough. As stated in the other email I’ve been using the Mag-Probes for 10 years as a locomotive electrician and it is one of the tools I use on a daily basis. With electronic fuel injection it is easier than a meter to see if voltage is present at the injector. These are some of the best probes I’ve ever used, thanks so much again for your help. TinnerBoy

Click Here for the Mag-Probe Advantages and Specifications

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Call Bob Bartol at 208-321-7566 or email inventorbobis@gmail.com



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About the Author
Bob Bartol has spent his whole life working with electronics in almost every capacity and spent many hours in Physics classes. He currently holds 4 U.S. patents and has been making a living off one of the patents "The Bartol Mag-Probe" for over twenty years. Bartol Research's Mag-Probe now has a global reach and is dramatically reducing trouble shooting downtime anywhere a solenoid valve. relay, or contactor is used. F111 Air Force Projects - European Flight Competition January 1968 Bob attended electronics school in the Air Force. Upon graduation he was assigned to a fighter wing in Germany. During his assignment he prepared seven aircraft for European competition. The fighter wings aircraft won the competition. Bob then returned to the United States and taught advanced radar for two years. Two years later, he returned to Europe. During this assignment, Air Force headquarters Europe selected Bob to open a Precision Measuring Equipment Laboratory (P.M.E.L) in England. It was the first of its kind in the Air Force. Upon his return to the United States, Air Force headquarters assigned Bob to Air Force research command in Florida. This was strictly a scientific assignment for research and development. After three years he moved from Eglin AFB in Florida to Edwards Air Force Base in California where he had direct contact with the National Bureau of Standards and supported research and development aircraft. During this assignment, he designed a modification for the TF X fighter (F-111). This modification made possible an additional 9800 flying hours per year. The F111 was the first swing wing aircraft in history. General Dynamics completed the modification prior to acceptance by the U.S. Air Force. Modification of F111 Aircraft General Dynamics March 1968 As a result of increasing this flying time Bob Received an award from Edwards Air Force Base for Increasing flying time of the F111 by 9,800 hours per year. The Award was Presented by Colonel Grumbles to TSGT Bob Bartol on June 17, 1968

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