By Huimin Wu and Semih Kalay • January 2010 See Part 1 of this article here. What are the differences between rail shapes that produce higher contact conicities and those that produce lower contact conicities? The profiles shown in Figures 1a and 1b illustrate the differences that can result in significant …
By Norman Hooper • July 2010 See Part 1. Experience has shown that an efficient and cost-effective rail grinding program requires attention to basic track inspection and maintenance procedures. This includes attention to “hot spots,” such as joints, welds and road crossings. Figure 1 shows a rail joint at the end …
By Mike Roney • July, 2009 Canadian Pacific has taken a unique approach to reducing the stress state in its western corridor. The approach includes the implementation of distributed power and the implementation of friction management. It also includes examination of their combined effects — something that is relatively new. Looking at …
By Norman Hooper • January 2010 It behooves railways to periodically review tie, fastener and surfacing maintenance practices, particularly as they relate to the planning and quality of rail grinding procedures. The use of technology, enhanced inspections, regular grinding cycles and friction modification can improve rail surface quality. The safety rationale …
By Rob Caldwell • October 2010 The wheel/rail interface is a complex system – one that benefits greatly from careful pre-engineering. There are significant benefits from properly addressing the wheel/rail interface, and serious consequences from allowing the interface to govern itself. While there are examples of both pre- and post-engineering scenarios, there …
By Mike Gilliam and Russell Rohlf • October 2010 Optimizing friction management is an ongoing project on Union Pacific. Gauge-face (GF) lubrication is a long-standing program, but it requires an additional 400 units to reach optimum efficiency. A large number of top-of-rail (TOR) units are needed, as well, as UP is only beginning …