Magnetic levitation (maglev) is a highly advanced technology which provides, through magnetic forces, contactless movement with no wear and friction and, hence, improved efficiency, followed by reduced operational costs. It can be used in many fields, from wind turbines to nuclear energy and elevators, among others. Maglev trains, which use magnetic levitation, guidance and propulsion systems, with no wheels, axles and transmission, are one of the most important application of the maglev concept, and represents the first fundamental innovation of rail technology since the launch of the railroad era. Due to its functional features, which replaces mechanical components by a wear free concept, maglev is able to overcome some of the technical restrictions of steel-wheel on rail (SWR) technology, running smoother and somewhat quieter than wheeled systems, with the potential for higher speeds, acceleration & braking rates and unaffected by weather, which ultimately makes it attractive for both high speed intercity and low speed urban transport applications. From a technical perspective, maglev transport might rely on basically 3 technological concepts: i) electromanetic suspension (EMS), based on the attraction effect of electromagnets on the vehicle body, that are attracted to the iron reactive rails (with small gaps and an unstable process that requires a refined control system); ii) Electrodynamic Levitation (EDL), which levitates the train with repulsive forces generated from the induced currents, resulted from the temporal variation of a magnetic field in the conductive guide ways and iii) Superconducting Levitation (SML), based on the so called Meissner Effect of superconductor materials. Each of these technologies present distinct maturity and specific technical features, in terms of complexity, performance and costs, and the one that best fits will depend on the required operational features of a maglev system (mainly speed). A short distance maglev shuttle first operated commercially for 11 years (1984 to 1995) connecting Birmingham (UK) airport to the the city train station. Then, high-speed full size prototype maglev systems have been demonstrated in Japan (EDL) (552 kph - 343 mph), and Germany (EMS) (450 kph - 280 mph). In 2004, China has launched a commercial high speed service (based on the German EMS technology), connecting the Pudong International Airport to the outskirts of the city of Shanghai. Japan has launched a low speed (up to 100 kph - 62.5 mph) commercial urban EMS maglev service (LIMINO, in 2005), followed by Korea (Incheon, in 2016) and China (Changsha, in 2016). Moreover, Japan is working on the high speed Maglev concept, with the so called Chuo Shinkansen Project, to connect Tokio to Nagoya, in 2027, with top speeds of 500 kph (310 mph). China is also working on a high speed maglev concept (600 kph - 375 mph), supported on EMS Maglev technology. Urban Maglev concept seeks to link large cities, with their satellite towns and suburbs, to downtown areas, as a substitute for subways, due to its low cost potential, compared to metros and light rail (basically due to their lower turning radius, grade ability and energy efficiency). High Speed Maglev is also seen as a promising technology, with the potential do provide high quality passenger transport service between cities in the 240–1,000 km (150–625 mi) distance range into a sustainable and reliable way. This work is supposed to present, based on a compilation of a multitude of accredited and acknowledged technical sources, a review of the maglev transport technology, emphasizing its potential and risks of the low and high speed (urban and intercity) market, followed by a brief summary of some case studies.

This study provides the results of research for obtaining track lubricity conditions through using laser/LED-based, optical sensors while onboard a push-cart. The resulting sensors are intended to be able to identify the lubricity condition of a rail network while moving onboard either a track metrology car or a Hy-rail vehicle. U.S. railroads invest a large sum of money and resources applying friction modifying material and flange lubricants to their rails to reduce rolling resistance in curves in an effort to reduce curving forces, reduce wheel and rail wear, and improve fuel efficiency. There exists, however, no effective ways of measuring the amount, adequacy, or even presence of top of rail (ToR) friction modifiers over continuous, extended distances of track except through quasi-empirical visual inspections that can be subject to a high amount of errors due to the very small layer thicknesses of ToR material (commonly, a few microns). This effort intends to bridge this gap by evaluating the application of laser/LED-based instruments in detecting the presence of ToR friction modifiers and flange lubricants on the rail. Specifically, the reflective and scattering properties of a laser beam directed against the rail surface are used to provide a qualitative “gloss”-based assessment of the presence of ToR friction modifiers. Additionally, a UV fluorescence sensor (LED source) is used to detect the presence of flange grease which has migrated to the top of rail by taking advantage of the grease’s fluorescence properties. The results of both laboratory and field testing of a prototype system with embedded laser and LED fluorescence sensors and supporting peripheral sensors are presented. The details of the instruments and their working principle are explained. The conditions for laboratory testing and field testing on revenue service tracks are detailed. The test results indicate that the laser/LED system is capable of successfully detecting the presence of ToR friction modifier and flange grease contamination on the rail.

U.S. freight railroads produce about 40 percent of freight gross ton-miles while consuming only about 1/20th of the total U.S. diesel fuel 1 . Compared to heavy-duty trucks, freight railroads have significant energy (and emissions) advantages including the low coefficient of friction of steel wheel-on-rail (compared to rubber tires-on-pavement) and multiple-vehicle trains. However, improved heavy-duty truck technologies are being federally-funded and developed which may create some challenges to freight rail’s long-standing environmental (and economic) advantage in certain transportation markets and corridors. This paper reviews U.S. freight rail fuel efficiency (measured in gallons of fuel per thousand gross ton-miles) from 1920 to 2015, using published records from the former Interstate Commerce Commission (ICC) archived and made available by the Association of American Railroads (AAR). All freight locomotive energy consumption (all types of coal, crude oil, electricity kilowatt-hours and diesel fuel) are converted into approximations of diesel gallons equivalent based on the nominal energy content of each locomotive energy type, in order to show the effect of transitioning from steam propulsion to diesel-electric prior to 1960 and the application of other new technologies after World War II. Gross ton-miles (rail transportation work performed) will similarly be tracked from historic ICC and AAR records. Annual U.S. freight rail fuel efficiency is calculated and plotted by dividing total calculated diesel gallons equivalent (DGe) consumed by gross (and by lading-only net) ton-miles produced. New technologies introduced since 1950 which have likely contributed to improvements in freight rail fuel efficiency (such as introduction of unit coal trains, distributed power, alternating current locomotives, etc) will also be discussed and assessed as to relative contribution to fuel efficiency improvements. The paper includes a discussion about U.S. freight rail fuel efficiency compared to heavy-duty truck fuel efficiency, with comments on projected improvements in heavy-duty truck technologies and fuel efficiency. A conclusion is that U.S. freight railroads and equipment suppliers need to be more aware of projected heavy-duty truck fuel efficiency improvements and their potential for erosion of some aspects of traditional railroad competitiveness. Numerous suggested action plans are discussed, with particular focus on reducing the aerodynamic drag (a delta velocity-squared factor in train resistance and power requirement) of double-stack container trains. Last, this paper discusses possible courses of action for U.S. freight railroads to achieve fuel efficiency improvements greater than the historic ∼1 percent improvement achieved over the past 50 years. If freight rail is to remain economically competitive vis a vis heavy duty trucking, railroads will have to identify, evaluate and implement new technologies and/or new operating practices which can help them achieve fuel efficiency improvements matching (or exceeding) those projected for heavy trucks over the next 7-to-12 years. A specific example for improving fuel efficiency of double-stack container trains is discussed. Failure to address the future of freight rail fuel efficiency is likely not an option for U.S. railroads.

In this study, the effect of natural third body layers on the coefficient of friction and contact forces is evaluated using the Virginia Tech-Federal Railroad Administration (VT-FRA) roller rig facility. The test rig allows us to precisely control the contacting surfaces to study its effect on the wheel-rail interface forces and moments. Experiments have shown while running the tests, a slight amount of wear occurs at the running surfaces. The worn material deposits at the surface and behaves like a “natural” third-body layer at the contact, resulting in changes in traction coefficient and creep forces. The material wear and its accumulation on the running surfaces change with wheel longitudinal load and creepage. A series of organized time-based experiments have been conducted with the running surfaces cleaned at the beginning of the test to study the effect of material wear accumulation on selected parameters including traction coefficient and creep forces over time. In order to highlight the effect of the natural third body layer on the wheel-rail contact forces, a series of experiments were conducted, in which the wheel and roller surfaces were cleaned in one case and left uncleaned in another. The results of the experiments are quite revealing. They indicate that when the running surfaces are cleaned after each test, the maximum creep force (or adhesion) is far lower than when the running surfaces are not cleaned, i.e., the natural third-body layer is allowed to accumulate at the surfaces. The results indicate that the wear debris act as a friction enhancer rather than a friction reducer.

The traction performance of a locomotive under real operational conditions is strongly dependent on friction conditions present at the wheel-rail interface. The tribology of the contact process changes during the locomotive running process and the conditions are not ideal due to the presence of a third body layer between wheels and rails. This leads to the complexities of the non-linear wheel-rail contact. To describe this system correctly, the real working conditions need to be known. The exact conditions are both complex and vary with location because of the potential presence of additional contamination material. The realization of high adhesion under traction or braking assumes that a locomotive produces a high slip that removes some of the third body material in the contact and this effect leads to an increase in values of friction coefficient from the leading to each subsequent following wheel on each side of the bogie. The resulting friction change can improve the tractive effort of a locomotive that is a key issue for railway operations. In this paper, the change of friction coefficients under traction are investigated by means of engineering analysis and some assumptions have been stated to generate input parameters for wheel-rail contact modelling in order to understand the influence of this rail cleaning process on locomotive dynamics. The assumptions made allow adopting a progressive increase of friction coefficient under an analytical assumption for each wheel. The multibody model of a high adhesion locomotive that includes a traction system has been developed in a specialized multibody software. The results obtained show the changes in dynamic behavior of a locomotive and indicate the influence on traction performance.

The research presented herein focuses on determining the amount of internal prestressing force and bending resistance that is necessary to provide a durable long-term concrete railroad tie. In order to accomplish this, the researchers conducted a systematic evaluation of existing concrete ties that successfully withstood over 25 years of service in track. An experimental method for determining the remaining prestress force in these existing prestressed concrete railroad ties is currently under development. The ties are first loaded in the upside-down orientation, with supports located at the rail seats, and two point loads applied at the center of the tie. A loading rate of 1,000 lb/min was used to initiate flexural cracking in the center of the tie. Once cracking was observed, the ties underwent 200 cycles of loading to reduce the friction between the prestressing tendons and the concrete. When the cycling was completed, the existing crack was instrumented with an extensometer to measure the Crack Opening Displacement (COD). The ties were loaded once more at 1,000 lb/min to develop a Load vs. COD relation. A systematic method of determining the load required to reopen the crack from the Load vs. COD relation is being developed using ties cast at a manufacturing plant that were instrumented with internal vibrating-wire strain gages. Using the load required to reopen the crack, along with the known cross-sectional properties at the center of the tie, the remaining prestress force is calculated through equilibrium of forces. This method allows for the determination of the remaining prestress force in a member with known section properties to be obtained through load testing.

The water content of fouled ballast is important when considering the shear strength and deformability of the ballast, and therefore critical in evaluating whether the track is at risk of excessive deformations warranting a speed restriction order. Fouled ballast from northeastern United States was tested in the laboratory to assess changes in shear strength and deformability as a function of water content. X-ray fluorescence analysis determined that the fouling material was 95% by weight basalt in origin. No more than 5% of the fouling material could be attributed to the abraded concrete ties. The field capacity of the fouled ballast was measured to be at a water content of 10%. Freezing and thawing tests indicated that approximately 4% of mass loss could be expected as a result of 25 freeze/thaw cycles. 6-inch triaxial tests, TX-CIDC, were conducted on the ballast at water contents between dry and field capacity (10%). As the ballast was partially saturated, volume change was measured using circumferential string potentiometers. The water content had an influence on the shear strength and the modulus of elasticity of the fouled ballast. The Mohr-Coulomb friction angle decreased from 47.3° for the dry ballast to 42.5° for the field capacity ballast. The Mohr-Coulomb cohesion decreased from 3.38 psi to nearly zero with initial addition of water, but increased to 6.18 psi as the water content reached field capacity. This is likely attributable to changes in capillary tension of the partially saturated fouling material. The average shear strength, Mohr-Coulomb friction angle, Mohr-Coulomb cohesion, modulus of elasticity and Poisson’s Ratio all showed weakening and strengthening effect by addition of water.

The primary purpose of this study is to use a nano-scale optical surface profilometer to assess the feasibility of such instruments in measuring localized friction coefficient on railways, beyond what can be commonly measured by tribometers used by the railroad industry. One of the important aspects of moving freight and passengers on railways is the ability to manage and control the friction between the rails and wheels. Creating a general friction model is a challenging task because friction is influenced by various factors such as surface metrology, properties of materials in contact, surface contamination, flash temperature, normal load, sliding velocity, surface deformation, inter-surface adhesion, etc. With an increase in the number of influencing factors, the complexity of the friction model also increases. Therefore, reliable prediction of the friction, both theoretically and empirically, is sensitive to how the model parameters are measured. In this study, the surface characteristics of four rail sections are measured at 20 microns over a rectangular area using a portable Nanovea JR25 optical surface profilometer and the results were studied using various statistical procedures and Fractal theory. Furthermore, a 2D rectangular area was measured in this study because 1D height profile doesn’t capture all the necessary statistical properties of the surface. For surface roughness characterization, the 3D parameters such as root-mean-square (RMS) height, skewness, kurtosis and other important parameters are obtained according to ISO 25178 standard. To verify the statistical results and fractal analysis, a British Pendulum Skid Resistance Tester is used to measure the average sliding coefficients of friction based on several experiments over a 5 cm contact length for the four rail sections selected for the tests. The results indicate that rail surfaces with lower fractal dimension number have a lower friction. The larger fractal dimension number appears to be directly proportional to larger microtexture features, which potentially increase friction.

Friction force oscillations caused by changes in the properties of the contact zone between brake disc and pad are well known from various applications. Resulting effects like brake judder are known phenomena in brake technologies and in the scope of various scientific work. A new potential measure to reduce brake torque oscillations is the active compensation with the use of the control system of a self-energizing hydraulic brake (SEHB). The SEHB for railway application developed at the Institute for Fluid Power Drives and Controls (IFAS) of RWTH Aachen University offers high dynamic properties with its capability to reduce brake torque oscillations actively. New — in comparison to other braking systems — is the fact that the brake torque is measured by sensing the pressure in an additional supporting cylinder. Within this paper the influence of the hydraulic-mechanical system of the supporting cylinder on the oscillation properties of the SEHB is analyzed. The experimental investigation is conducted using a full scale brake test for railway applications. The brake disc is driven by hydraulic motors in secondary control mode. Measurement results will be used to define requirements of a superimposed dynamic pressure control to minimize brake torque oscillations. Future work will be experimental investigation of the influence of the self-energizing effect and the development of measures to compensate brake torque oscillations actively with the hydraulic actuator of the SEHB.

Prestressed concrete crossties are used extensively by North American railroads because they offer improved service life and consistent performance. Recent industry trends have encouraged manufacturers to effectively increase concrete ties’ prestressing force to improve their structural performance in flexure and shear. This paper presents the results of linear and nonlinear three-dimensional finite element analyses of typical concrete crossties to study the stress state of crossties at prestress transfer and to identify potential negative consequences of increasing effective prestressing force. The analyses utilize finite-sliding contact with Coulomb friction to model interaction between prestressing strands and adjacent concrete. Variation of several parameters that affect stress state at prestress transfer are considered, including magnitude of prestressing force, stiffness of concrete, crosstie geometry, and strand configuration. The analyses indicate that tensile stresses develop near the ends of the crossties at prestress transfer and their magnitudes increase with decreasing transfer length and increasing prestress force. These tensile stresses may account for widespread longitudinal cracking that has been observed in premature failure of concrete crossties in the last ten years.

General purpose railway tank cars similar to road tankers are known to transport liquid cargo in partial-fill state due to variations in liquid cargo density and governing axle load limits. It is widely reported that the cargo movements constitute additional forces and moments that could strongly affect the wheel-rail interactions and coupling forces, and thereby the directional dynamics of the wagon. In this study, the linear slosh theory is used to describe the liquid cargo movement in the roll plane by a simple pendulum, which is integrated into a comprehensive nonlinear multi-body model of a three-piece truck to study the effects of liquid cargo slosh on lateral dynamics of the tank car. The model also incorporates the nonlinear secondary suspension restoring and damping forces, attributed to friction of the wedges, using the non-smooth contact method in addition to the geometric constraints of various components. The wheel/rail contact forces are simulated considering non-elliptical wheel-rail contact using the FASTSIM algorithm. The lateral dynamic responses of the multi-body model of a freight car with partially filled liquid load and an equivalent rigid cargo are evaluated to study the effect of cargo movement on the critical speed and the wheelset hunting oscillations frequency. The results obtained considering different fill ratios of the liquid cargo suggest that the fluid slosh yields additional damping effect on the lateral dynamics of the car. Liquid cargo movement within partly-filled tank car could thus yield a beneficial influence on the wheelset hunting. This was evidenced from the phase relationship between the lateral oscillations of the pendulum and the bogie/wheelset. Consequently, a partially filled tanker resulted in relatively higher critical hunting velocity compared to that of the wagon with equivalent rigid cargo.

This study uses a nonlinear multibody dynamics model of a railway vehicle with three-piece trucks to perform a parametric study on a wide range of parameters influencing the performance of the truck on tangent track. One of the major disadvantages of the three-piece truck is that its performance can be greatly influenced due to worn parts or contaminants on friction surfaces, such as the friction wedge. The influence of worn parts is modeled as increased gap between bodies, using dead-band springs. The influence of environmental contamination is modeled as change in coefficients of friction. Lateral accelerations, measured at the center of gravity of the leading axle of the leading truck (Axle 1) are used for the hunting performance of the vehicle. For the baseline case, an eigenvalue analysis of a linearized model is used to evaluate the effect of speed on damping ratio and lateral motion frequency. A comparison of the linear model and non-linear time series analysis show that the linear model is less conservative, in that it predicts that the onset of hunting occurs at higher speeds. The results indicate a direct relationship between various coefficients of friction and hunting velocity of the rail vehicle. Increasing the gap between the pedestal legs and bearing housing does not influence hunting velocity, but reduces lateral acceleration magnitudes during hunting. The weights of the carbody and cargo also has a direct relationships with hunting velocity, meaning that hunting occurs at lower speeds for unloaded car and at higher speeds for a loaded car.

This paper describes a numerical procedure to examine the holding forces needed to secure a cut of railroad tank cars staged on a grade during loading and unloading operations. Holding forces are created by applying emergency brake systems and blocking (or chocking) wheels. Moreover, the holding force to secure the cut of cars must be greater than or equal to the gravitational component of force acting on the cars that is parallel to the grade. Engineering statics are applied to examine the forces acting on the individual cars resting on an inclined plane. An equation to calculate holding force is developed that includes two types of factors: constants (i.e. nonrandom or deterministic factors) and probabilistic variables (i.e. factors with inherent uncertainty or randomness). The numerical procedure applies Monte Carlo simulation techniques to study the uncertainties in the engineering analysis. The Monte Carlo approach is well suited to study the uncertainties and inherent variability associated with some of these factors. The factors assumed to be deterministic in this procedure are: steepness of the grade, total number of cars on the grade, number of cars with hand brakes applied, number of chocked wheels, and weight of the tank cars. The factors treated as random variables are: tension in the hand brake chain, mechanical efficiency in the linkages of the brake system, coefficient of friction between the brake pad and the wheel, and the coefficient of friction between the chocks and the rail. Probability distributions are assumed for each of the random variables. In addition, a probabilistic sensitivity analysis is conducted to examine the relative effect of the random variables on the reliability of the braking system to secure the cut of tank cars on a grade.

A number of serious rail runaway accidents have occurred in recent years on long and high grade downhill tracks in mountain terrains in Canada, causing fatal injuries and huge property loss. They were caused by brake failure, misunderstanding of brake features, maintenance deficiency and/or improper brake application on the trains. Train dynamics simulation, brake ratio testing, and dynamometer testing on friction heat fade helped disclose the causes and contributing factors in the cases presented in this paper. Guidelines were revised for safer train operation, equipment requirements and maintenance practice in the mountain terrain conditions.

As the desire to implement more electronic devices such as measuring or tracking systems on freight cars grows, having a source of power to rely on becomes an issue. An innovative and practical solution to keep batteries charged is presented. Placed on the car axle, the system uses the rotation of the wheelset as input motion. Friction wheels roll on the outside of the car axle, transferring the power to a generator through a set of gears. Designed to be easily implemented, the system can be installed or removed conveniently and quickly. The first laboratory tests showed that the system is capable of producing more than 100 Watts of power at a simulated 55 mph. A speed of only 20 mph is necessary to generate voltages high enough to charge a 12-Volt battery. A second series of tests proves that connecting the generator differently (in a “Y” configuration) improves the output voltages by about 70%, generating three times more power and requiring only 10mph to reach the voltage necessary for charging a common lead-acid battery.

Application of the Nadal Limit to the prediction of wheel climb derailment is presented along with the effect of pertinent geometric and material parameters. Conditions which contribute to this climb include wheelset angle of attack, contact angle, friction and saturation surface properties, and lateral and vertical wheel loads. The Nadal limit is accurate for high angle of attack conditions, as the wheelset rolls forward in quasi-static steady motion leading to a flange climbing scenario. A detailed study is made of the effect of flange contact forces F tan and N, the tangential friction force due to creep and the normal force, respectively. Both of these forces vary as a function of lateral load L. It is shown that until a critical value of L/V is reached, climb does not occur with increasing L since Ftan is saturated and the flange contact point slides down the rail. However, for a certain critical value of L/V (i.e. the Nadal limit) F tan is about to drop below its saturated value and flange climb (rolling without sliding) up the rail occurs. Additionally, an alternative explanation of climb is given based on a comparison of force resultants in track and contact coordinates. The effects of longitudinal creep force F long and angle of attack are also investigated. Using a saturated creep resultant based on both (F tan , F long ) produces a climb prediction L/V larger (less conservative) than the Nadal limit. Additionally, for smaller angle of attack the standard Nadal assumption of F tan = μN may lead to an overly conservative prediction for the onset of wheel climb. Finally, a useful analogy for investigating conditions for sliding and/or rolling of a wheelset is given from a study of a disk in rigid body mechanics.

Between 2001 and 2009, a series of field, laboratory and theoretical studies were conducted with FRA sponsorship to better understand the wheel/rail interaction on Amtrak’s multi-user Northeast Corridor. The development of a new wheel profile, optimized rail profiles, friction management practices and a grinding strategy were key aspects of the program. The experience gathered over an eight year period, including many lessons learned, has been collected and provides a template for how optimization of the wheel/rail interaction can be undertaken on high speed, shared use railway corridors.

The tangential force that a braking or tractive wheel can exert on a rail is limited by the friction coefficient available at the surfaces in contact for a given normal load. In clean steel-on-steel contacts the friction coefficient is known to be higher than the adhesion requirements of the majority of the existent rolling stock. However, in the presence of contamination (e.g. leaves, water, grease, and rust) the friction level can decrease to values far below those required in normal traction and braking operations. In particular, fallen leaves have been identified by many railways to cause considerable low adhesion problems in autumn. Despite the available countermeasures the adhesion problems still seem to persist in the majority of the affected networks. This could to a large extent be due to the lack of fundamental understanding on the effectiveness of the countermeasures used under different operating conditions. In this paper, the effectiveness of two rolling stock components, namely locomotive sanders and permanent magnetic track brakes, in leaf contaminated contacts is investigated by means of full-scale tests in a stabling yard. An electrical locomotive has been used to asses the performance of the sanders, whereas the tests with permanent magnetic track brakes have been carried out with an electrical multiple unit.

For several years, North American Railroads and their Research Institutions’ have been involved in implementing best-practice friction management strategies on heavy haul tracks. During 2006, MRS Railroad visited CP Rail and was impressed with the 100% effective Friction Management strategy that had been developed and implemented in CPR mountain tracks. The strong similarity of CPR’s track and train characteristics to those of MRS Railroad was also noted. By the beginning of 2007, MRS Railroad invited NRC-CSTT to bring this innovative methodology to Brazil and to rapidly develop and implement a customized strategy of 100% effective Gauge-Face lubrication and Top-of-Rail friction management. The utilization of a Brazilian contract service to ensure proper maintenance and filling of the friction management equipment, the gathering of measurement data and analysis of results ensured the success of the project. This paper will discuss the processes (installations, inspections and monitoring), technologies (equipment, devices and tools), results and benefits based on this best-practice methodology applied to the MRS Railroad over two years (2007–2008). The work was divided into five phases: selection of an optimal rail curve grease; selection of test sites and measurement of the baseline case (dry condition); measurement and management of 100% effective Gauge-Face lubrication using rail curve grease; measurement and management of 100% effective friction management using Top-of-Rail friction modifier; and the final economic analysis. This paper will also report the results of the business case analysis, quantifying the actual net savings accrued to MRS as a result of the implementation of Friction Management on test sites, and the projected savings that will occur through the expansion of this strategy to the entire MRS system. In the last 12 years, MRS’ operational reliability has significantly improved through the strategic application of innovation, technology and knowledge. Expanding this strategy to include best-practices friction management will contribute to increased safety and productivity at MRS. Production is projected to increase from over 136 million net tonnes expected in 2010 to 300 million net tonnes by 2018.

The use of Top of Rail friction management (TORFM) to reduce lateral forces has been well established in both freight and passenger systems. In this paper the authors discuss how TORFM provides an important tool to track designers who need to balance the super-elevation requirements for both high speed trains and slower freight traffic. Data from full scale heavy haul revenue service case studies are presented and discussed with a particular emphasis on the mitigating role that can be played by appropriate TOR friction management strategies in shared High Speed Rail corridors.