A coated composition for increasing adhesion between two surfaces that are in sliding, slipping, rolling-sliding or rolling-slipping contact with each other, the composition comprising: (a) a core, the core comprising one or more than one hard particle, each of the one or more than one hard particle having a Mohs hardness value of equal to or greater than 5, or a Vickers hardness of greater than or equal to 1000 and selected from the group of garnet, copper slag, silica sand, bauxite, Al.sub.2O.sub.3, staurolite, olivine, goethite, coal slag, MgO and Fe.sub.2O.sub.3, the core comprising about 70% to about 99.8% (wt/wt) of the composition; and (b) a coating over the core, the coating over the core comprising a resin and a conductivity additive, the resin comprising about 0.1% to about 20% (wt/wt) of the composition, and the conductivity additive comprising about 0.1% to about 10% (wt/wt) of the composition.

A method for assessing contamination of a rail, in particular for a railway vehicle, comprises the steps of imposing a first sliding value lower than a first threshold between the wheels of a first controlled axle and the rail, the first controlled axle being the head axle of the railway vehicle, imposing a second sliding value greater than a second threshold between the wheels of a second controlled axle and the rail, the second axle following the first axle and the second threshold being greater than the first threshold, and determining the trend of an adhesion curve between the wheels belonging to a plurality of controlled axles and the rail, based on a first adhesion value between the wheels of the first axle and the rail, and a second adhesion value between the wheels of the second axle and the rail.

A method for assessing contamination of a rail, in particular for a railway vehicle, comprises the steps of imposing a first sliding value lower than a first threshold between the wheels of a first controlled axle and the rail, the first controlled axle being the head axle of the railway vehicle, imposing a second sliding value greater than a second threshold between the wheels of a second controlled axle and the rail, the second axle following the first axle and the second threshold being greater than the first threshold, and determining the trend of an adhesion curve between the wheels belonging to a plurality of controlled axles and the rail, based on a first adhesion value between the wheels of the first axle and the rail, and a second adhesion value between the wheels of the second axle and the rail.

A method for compensating for a loss of traction of a rail vehicle, preferably a freight locomotive, in a track curve, is particularly pertinent when the rail vehicle is starting up and/or is on an incline. Comparably unfavorable frictional conditions between a track and at least one driven track wheel of the rail vehicle are changed into comparably favorable frictional conditions by actively steering the track wheel on the rail.

Conventional APUs for diesel-electric locomotives may include an AC electric generator and typically require additional hardware to be installed to convert the AC power output by the generator to DC power that can power electrical systems or charge batteries in the locomotive. According to some embodiments, there is provided an auxiliary power unit (APU) or system for operation in cooperation with a primary engine. The APU includes a secondary engine; a primary engine coolant heating system, or a primary engine lubricant heating system; a control system that automatically shuts down the primary engine and starts the secondary engine responsive to a predetermined condition; and a Direct Current (DC) power generator that generates an output voltage, the DC power generator being driven by the secondary engine.

Conventional APUs for diesel-electric locomotives may include an AC electric generator and typically require additional hardware to be installed to convert the AC power output by the generator to DC power that can power electrical systems or charge batteries in the locomotive. According to some embodiments, there is provided an auxiliary power unit (APU) or system for operation in cooperation with a primary engine. The APU includes a secondary engine; a primary engine coolant heating system, or a primary engine lubricant heating system; a control system that automatically shuts down the primary engine and starts the secondary engine responsive to a predetermined condition; and a Direct Current (DC) power generator that generates an output voltage, the DC power generator being driven by the secondary engine.

A combined track conditioning unit includes a dispensing apparatus with an outflow opening integrated in the front region of the dispensing apparatus which is suitable for applying a gaseous drying medium to a rail. A gritting material outlet unit which is integrated in the rear region of the dispensing apparatus and is suitable for applying a gritting agent to the rail also forms part of the dispensing apparatus. A rail vehicle is also provided. Additionally, a method for increasing a coefficient of friction between a rail and a wheel of a rail vehicle with the aid of a track conditioning unit is provided.

A method for compensating for a loss of traction of a rail vehicle, preferably a freight locomotive, in a track curve, is particularly pertinent when the rail vehicle is starting up and/or is on an incline. Comparably unfavorable frictional conditions between a track and at least one driven track wheel of the rail vehicle are changed into comparably favorable frictional conditions by actively steering the track wheel on the rail.

A vehicle control system determines a predicted location of wheel slip for an upcoming trip of a vehicle system by comparing a vehicle characteristic, route characteristic, and/or weather characteristic associated with the upcoming trip with a vehicle characteristic, route characteristic, and/or weather characteristic associated with a previous detection of wheel slip. Movement of the vehicle system is controlled during the upcoming trip by reducing tractive effort generated by a leading vehicle of the vehicle system relative to a trailing vehicle of the vehicle system during movement over the predicted location, reducing tractive effort generated by a leading axle in a vehicle of the vehicle system relative to a trailing axle of the vehicle during movement over the predicted location, and/or directing an adhesion modifying device to automatically dispense an adhesion modifying substance onto the predicted location.

A vehicle control system determines a predicted location of wheel slip for an upcoming trip of a vehicle system by comparing a vehicle characteristic, route characteristic, and/or weather characteristic associated with the upcoming trip with a vehicle characteristic, route characteristic, and/or weather characteristic associated with a previous detection of wheel slip. Movement of the vehicle system is controlled during the upcoming trip by reducing tractive effort generated by a leading vehicle of the vehicle system relative to a trailing vehicle of the vehicle system during movement over the predicted location, reducing tractive effort generated by a leading axle in a vehicle of the vehicle system relative to a trailing axle of the vehicle during movement over the predicted location, and/or directing an adhesion modifying device to automatically dispense an adhesion modifying substance onto the predicted location.