Academic literature on the topic 'Railway, wear, rolling contact fatigue, corrugation'
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Journal articles on the topic "Railway, wear, rolling contact fatigue, corrugation"
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Ishida, Makoto. "History of Mitigating Rolling Contact Fatigue and Corrugation of Railway Rails in Japan - Review." EPI International Journal of Engineering 1, no. 2 (November 20, 2018): 13–24. http://dx.doi.org/10.25042/epi-ije.082018.02.
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Rail is the one of the most important materials to support and guide railway vehicles safely and smoothly. Since rail suffers from variousinteracting forces and environmental atmosphere, wear and fatigue pose large problems with wheel and rail. Hence, wear and fatigue ofwheel and rail have been studied so far to keep running safety and some level of riding comfort of vehicle taking into account trackmaintenance cost in the world. In this review, the history of theory and practice of rail maintenance in Japanese railways is describedfocusing on rolling contact fatigue (RCF) corrugation of rails caused by dynamic rolling friction at wheel/rail interface. In particular, “squat”mainly callled in UK or “rail surface shelling” called in Japan which is one of typical fatigue phenomenon for steel wheel-on-rail system andrail corrugations caused by dynamic lateral friction and vertical loading at sharp curves and/or long wavelength of rail corrugation causedby longitudinal roll-slip or stick-slip excited by the resonance of unsprung mass of bogie vertical vibration supported by track stiffness. Inaddition, the practice of countermeasure for RCF defect of squat, preventive grinding, and countermeasure for top of low rail corrugation,top of low rail lubrication “Friction Moderating System” are described. Also, the possibility of preventing long wavelength of rail corrugationformed in tangential track in undersea tunnel (salty water) enviornment is described.
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Ćirić, Ivan, Milan Banić, Miloš Simonović, Aleksandar Miltenović, Dušan Stamenković, and Vlastimir Nikolić. "TOWARDS MACHINE VISION BASED RAILWAY ASSETS PREDICTIVE MAINTENANCE." Facta Universitatis, Series: Automatic Control and Robotics 19, no. 2 (December 8, 2020): 125. http://dx.doi.org/10.22190/fuacr2002125c.
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The main goal of this paper is to present novel technologies that can contribute to safety, competitiveness, efficiency and operational reliability of Railway infrastructure through the development of innovative solutions for measuring and monitoring of railway assets based on machine vision. Measuring the transversal position of the wheels on the rail, as well as identification of the defects of the wheel and the rail (such as deformation of rail head edge, lateral wear, worn wheels, cracks in wheel and rail, rolling contact fatigue, corrugation and other irregularities) can increase reliability and lower maintenance costs. Currently, there is a need on the market for the innovative solution, namely the on-board high-speed stereo camera system augmented with a system that projects custom pattern (fringe scanner system) for measuring the transversal position of the wheels on the rail, robust to environmental conditions and waste along the track that can provide reliable measurements of transversal position of the wheels up to 200 km/h. New trends in Precise Industrial 3D Metrology are showing that stereo vision is an absolute must have in modern specialized optical precision measuring systems for the three-dimensional coordinate measurement.
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Axinte, Tiberiu. "Finite Elements Analysis of the Rail-Wheel Rolling Contact." Advanced Materials Research 1036 (October 2014): 559–63. http://dx.doi.org/10.4028/www.scientific.net/amr.1036.559.
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The railway transportation system is nowadays one of the most important systems for land transport because its increased load carrying capacity, high speed, low costs, connectivity and ecologic features. As a result, the railways are subjected to additional loads which produce a higher level of strains and stresses. The rolling contact of a wheel on a rail is the basis of many rail-wheel related problems including the rail corrugation, wear, plastic deformation, rotating interaction fatigue, thermo-elastic-plastic behavior in contact, fracture, creep, and vehicle dynamics vibration. Therefore, this topic became the research subject for many researchers worldwide. Practical experience shows that the stress distribution is an important factor at the rail-wheel contact interfaces, that is, two materials in contact at rolling interfaces which are highly influenced by the geometry of the contacting surfaces, material constants, loads and boundary conditions. Three different procedures have conventionally been utilized to inspect rail-wheel contacts including Hertzs theory and Kalkers analytical method. The calculation of these stresses becomes much more complicated in three dimensional real size geometries. For this reason, many scientists have simplified the problem mainly by means of theoretical or numerical approaches based on the Hertzs theory, which can be considered the starting point of all subsequent researches. Both static and dynamic contact stresses have been carefully examined. Accurate theories, as well as computer software have been developed to evaluate all the parameters which influence the rail-wheel interaction. The analytical equations were employed to calculate the Hertzian stresses using the Octave software. For these elements, the simplifying hypothesis was to consider only the elastic properties of materials and, consequently, to neglect the elastic-plastic characteristics. Besides, many models generally neglected the friction coefficient between the rail and wheel, which is one of the most critical factors in determining the precise amount of stresses and distribution of contact pressure in rail-wheel contact area. On the other hand, some practical methods have also been introduced to solve traditional problems related to rail-wheel interaction. Other original contribution of this research is to create a precise finite element model of a 3D rail-wheel, axle and pads in order to evaluate stresses, strains, and contact forces in this complex interaction system. However, unlike many previous works, this study focuses on the real conditions of the problem including exact boundary and loading conditions, using real-size complete model of various components with precise shapes.
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Trummer, Gerald, Zing Siang Lee, Roger Lewis, and Klaus Six. "Modelling of Frictional Conditions in the Wheel–Rail Interface Due to Application of Top-of-Rail Products." Lubricants 9, no. 10 (October 8, 2021): 100. http://dx.doi.org/10.3390/lubricants9100100.
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The coefficient of friction between a wheel tread and the top of the rail should be maintained at intermediate levels to limit frictional tangential contact forces. This can be achieved by applying top-of-rail products. Reducing the coefficient of friction to intermediate levels reduces energy consumption and fuel costs, as well as damage to the wheel and rail surfaces, such as, e.g., wear, rolling contact fatigue, and corrugation. This work describes a simulation model that predicts the evolution of the coefficient of friction as a function of the number of wheel passes and the distance from the application site for wayside application of top-of-rail products. The model considers the interplay of three mechanisms, namely the pick-up of product by the wheel at the application site, the repeated transfer of the product between the wheel and rail surfaces, and the product consumption. The model has been parameterized with data from small-scale twin disc rig experiments and full-scale wheel–rail rig experiments. Systematic investigations of the model behaviour for a railway operating scenario show that all three mechanisms may limit the achievable carry-on distance of the product. The developed simulation model assists in understanding the interplay of the mechanisms that govern the evolution of the coefficient of friction in the field. It may aid in finding optimal product application strategies with respect to application position, application amount, and application pattern depending on specific railway operating conditions.
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Khan, Saad Ahmed, Jan Lundberg, and Christer Stenström. "Carry distance of top-of-rail friction modifiers." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 10 (May 4, 2018): 2418–30. http://dx.doi.org/10.1177/0954409718772981.
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Rail issues such as corrugation, rolling contact fatigue, noise and wear have been increasing with the increase in railway traffic. The application of top-of-rail friction modifiers (TOR-FMs) is claimed by their manufacturers in the railway industry to be a well-established technique for resolving the above-mentioned issues. There are various methods for applying friction modifiers at the wheel–rail interface, among which stationary wayside systems are recommended by TOR-FM manufacturers when a distance of a few kilometres is to be covered. TOR-FM manufacturers also claim that by using wayside equipment, the TOR-FM can be spread over a minimum distance of 3 km, over which it maintains a coefficient of friction of µ = 0.35 ± 0.05. To determine the carry distance of TOR-FMs, some researchers use tribometers to measure the coefficients of friction. However, moisture and deposits from the environment and trains can alter the top-of-rail friction and give a misleading indication of the presence of a friction modifier. Therefore, the coefficient of friction itself is not a clear indicator of the presence of TOR-FMs. In the present study, cotton swabs dipped in a mixture of alcohol and ester were used to collect surface deposits (a third body) from both the wheel and rail at various distances from the point of application. Subsequently, the third body collected on the cotton swab was analysed using an energy dispersive X-ray analysis. The results have shown that the maximum carry distance of TOR-FMs on the top of the rail is limited to 70 m when using a TOR-FM from one manufacturer and to 450 m when using a TOR-FM from another manufacturer. The carry distance on the contact band of the wheel is limited to 100 m and 340 m. The friction modifier on the edges of the contact band was detected over a distance of up to 3 km; however, this will not minimise the damage or friction at the wheel–rail interface.
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Seo, Jung Won, Hyun Kyu Jun, Seok Jin Kwon, and Dong Hyeong Lee. "Rolling Contact Fatigue and Wear Behavior of Rail Steel under Dry Rolling-Sliding Contact Condition." Advanced Materials Research 891-892 (March 2014): 1545–50. http://dx.doi.org/10.4028/www.scientific.net/amr.891-892.1545.
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Rolling contact fatigue and wear of rails are inevitable problems for railway system due to wheel and rail contact. Increased rail wear and increased fatigue damage such as shelling, head check, etc. require more frequent rail exchanges and more maintenance cost. The fatigue crack growth and wear forming on the contact surface are affected by a variety of parameters, such as vertical and traction load, friction coefficient on the surface. Also, wear and crack growth are not independent, but interact on each other. Surface cracks are removed by wear, which can be beneficial for rail, however too much wear shortens the life of rail. Therfore, it is important to understand contact fatigue and wear mechanism in rail steels according to a variety of parameters. In this study, we have investigated fatigue and wear characteriscs of rail steel using twin disc testing. Also the comparative wear behavior of KS60 and UIC 60 rail steel under dry rolling-sliding contact was performed.
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Johnson, K. L. "The Strength of Surfaces in Rolling Contact." Proceedings of the Institution of Mechanical Engineers, Part C: Mechanical Engineering Science 203, no. 3 (May 1989): 151–63. http://dx.doi.org/10.1243/pime_proc_1989_203_100_02.
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The common engineering applications of rolling contact are reviewed: the wheel, rolling bearings, traction drives, gears and cams. It is shown that increasing the rigidity of the materials and decreasing the conformity of the surfaces reduces the resistance to rolling, but only at the expense of higher contact stress. The principal modes of failure are described: plastic deformation, contact fatigue, wear, scuffing and corrugation. Recent research into plastic deformation and fatigue is discussed. It is concluded that, if wear and scuffing are controlled by adequate lubrication and surface finish, and clean steel is used, the load capacity and life are governed by the nucleation of micro shear cracks through the action of cyclic plastic deformation.
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Nielsen, J. C. O., A. Ekberg, and R. Lundén. "Influence of Short-Pitch Wheel/Rail Corrugation on Rolling Contact Fatigue of Railway Wheels." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 219, no. 3 (May 1, 2005): 177–87. http://dx.doi.org/10.1243/095440905x8871.
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A numerical procedure to integrate simulation of high-frequency dynamic train-track interaction and prediction of rolling contact fatigue (RCF) impact is presented. Features of the included models and possibilities of applications are outlined. The influence of short-pitch rail corrugation and wheel out-of-roundness (OOR) on RCF of a high-speed passenger train is investigated. It is shown how the corrugation and the OOR will have a profound effect in that levels of wheel and rail irregularities that have been measured in the field may be sufficient to generate subsurface-initiated RCF. In particular, the high-frequency content of the contact forces is of importance. Errors induced by neglecting such high-frequency components in measurements and/or simulations are investigated by comparing RCF indices based on contact forces that have been low-pass filtered with various cut-off frequencies. To avoid cracking due to RCF, a maximum roughness level in the wavelength interval up to 10 cm is sought. To limit the effects of corrugation, grinding practices have been altered leading to a significant decrease in RCF.
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Ekberg, Anders, Elena Kabo, Jens C. O. Nielsen, and Roger Lundén. "Subsurface initiated rolling contact fatigue of railway wheels as generated by rail corrugation." International Journal of Solids and Structures 44, no. 24 (December 2007): 7975–87. http://dx.doi.org/10.1016/j.ijsolstr.2007.05.022.
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Zhong, Wen, Jia Jie Hu, Cai Yun Wang, Peng Shen, and Qi Yue Liu. "An Investigation to the Behavior of Fatigue Crack and Rail Selection for High-Speed." Advanced Materials Research 154-155 (October 2010): 1131–36. http://dx.doi.org/10.4028/www.scientific.net/amr.154-155.1131.
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The rolling tests of railway rail were performed using a JD-1 wheel/rail simulation facility without any lubricant. The failure behaviour of rail rollers with different materials, was investigated in detail by examining wear volume and wear scar using optical microscopy (OM) and scanning electronic microscopy (SEM). The results indicate that rail material with a high hardness appears less plastic flow after rolling test. When the plastic flow is small, the wear resistance of material appears better. However, the crack propagation is more significant and fatigue damage is more severe. There is a mutual competitive relationship between wear and surface fatigue crack. A high wear rate can reduce rolling contact fatigue damage by removing constantly surface cracks. The analysis shows that U71Mn rail is more suitable for the high-speed railway.
Dissertations / Theses on the topic "Railway, wear, rolling contact fatigue, corrugation"
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Mai, Si Hai. "Etude de dégradation des voies ferrées urbaines." Phd thesis, Université Paris-Est, 2011. http://pastel.archives-ouvertes.fr/pastel-00659068.
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Ce travail réalisé dans le cadre d'une collaboration industrielle avec la société ALSTOM Transport porte sur l'étude de la dégradation des voies ferrées urbaines. Les composantes de voie retenus pour cette étude sont le rail et la dalle de voie en béton. Concernant le rail, différents problèmes sont abordés : contact roue - rail, usure du rail, usure ondulatoire du rail, et fatigue de contact de roulement (RCF) du rail. Un outil numérique avec des interfaces graphiques, nommé CONUS, est développé pour le problème de contact roue - rail et le problème d'usure du rail. Des théories classiques (Hertz, Kalker, Archard, etc.) sont implantées dans cet outil. La méthode stationnaire est implantée dans un code de calcul par éléments finis pour étudier l'état asymptotique de l'acier du rail sous le chargement répété des trains. Ceci nous permet de prédire les régimes de RCF du rail. La mécanique de l'endommagement est utilisée pour prédire la fatigue du matériau béton. Le formalisme de Marigo couplé avec le modèle d'endommagement de Mazars permet de modéliser la dégradation progressive de la rigidité du matériau sous chargement cyclique. Une campagne d'essais de fatigue du béton en flexion a été réalisée. Elle a pour but de valider le modèle théorique et d'identifier les paramètres du matériau. Le dimensionnement d'une dalle de voie en béton a fait l'objet d'une application de cette méthode. Le modèle de réseau de poutres (lattice model) a été utilisé pour étudier la propagation des fissures dans les structures en béton. Ce modèle a été implanté dans le logiciel de calcul par éléments finis, CESAR-LCPC. Les résultats numériques (propagation de fissures) obtenus pour les structures simples sous chargement statique sont en tout point comparables avec les résultats d'essais expérimentaux. Ce modèle a ensuite été utilisé pour étudier la fissuration sous chargement de fatigue. Pour cela un modèle d'endommagement simple modélisant la dégradation des éléments "poutres" s'est avéré suffisant pour décrire la cinématique de propagation des fissures
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Butini, Elisa. "Development and validation of innovative damage tool to study wear, RCF and corrugation for railway applications." Doctoral thesis, 2020. http://hdl.handle.net/2158/1190773.
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Nowadays, one of the issues in the railway field is the decreasing in life of wheel and rail. The main damage is caused by wear, rolling contact fatigue and corrugation which deeply affects wheel and rail. These phenomena are closely connected and directly impact both on vehicle dynamics (comfort, stability, safety, etc..) and on the costs (line management, maintenance, etc.), decreasing the useful life of wheel and rail. To face these problems and detect abnormal operating conditions, this Ph.D. work aims at developing a modelling approach for railway applications that effectively combines wear, Rolling Contact Fatigue (abbreviated to the acronym RCF) and corrugation models.
Book chapters on the topic "Railway, wear, rolling contact fatigue, corrugation"
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Wang, Wenjian, Wen Zhong, Jun Guo, and Qiyue Liu. "Investigation on Rolling Contact Fatigue and Wear Properties of Railway Rail." In Advanced Tribology, 327–28. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-03653-8_102.
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Pointner, Peter. "Rolling-Contact-Fatigue and Wear of Rails: Economic and Technical Aspects." In System Dynamics and Long-Term Behaviour of Railway Vehicles, Track and Subgrade, 51–62. Berlin, Heidelberg: Springer Berlin Heidelberg, 2003. http://dx.doi.org/10.1007/978-3-540-45476-2_4.
Full textConference papers on the topic "Railway, wear, rolling contact fatigue, corrugation"
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Cakdi, Sabri, Scott Cummings, and John Punwani. "Heavy Haul Coal Car Wheel Load Environment: Rolling Contact Fatigue Investigation." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5640.
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Railway wheels and rails do not achieve full wear life expectancy due to the combination of wear, plastic deformation, and surface, subsurface, and deep subsurface cracks. Sixty-seven percent of wheel replacement and maintenance in North America is associated with tread damage [1]. Spalling and shelling are the two major types of wheel tread damage observed in railroad operations. Spalling and slid flat defects occur due to skidded or sliding wheels caused by, in general, unreleased brakes. Tread shelling (surface or shallow subsurface fatigue) occurs due to cyclic normal and traction loads that can generate rolling contact fatigue (RCF). Shelling comprises about half of tread damage related wheel replacement and maintenance. The annual problem size associated with wheel tread RCF is estimated to be in the tens of millions of dollars. The total cost includes maintenance, replacement, train delays and fuel consumption. To study the conditions under which RCF damage accumulates, a 36-ton axle load aluminum body coal car was instrumented with a high accuracy instrumented wheelset (IWS), an unmanned data acquisition (UDAC) system, and a GPS receiver. This railcar was sent to coal service between a coal mine and power plant, and traveled approximately 1,300 miles in the fully loaded condition on each trip. Longitudinal, lateral, and vertical wheel-rail forces were recorded continuously during four loaded trips over the same route using the same railcar and instrumentation. The first two trips were conducted with non-steering 3-piece trucks and the last two trips were conducted with passive steering M-976 compliant trucks to allow comparison of the wheel load environment and RCF accumulation between the truck types. RCF initiation predictions were made using “Shakedown Theory” [2]. Conducting two trips with each set of trucks allowed for analysis of the effects of imbalance speed conditions (cant deficiency or excess cant) at some curves on which the operating speeds varied significantly between trips.
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Mason, Michael A., Charles P. Cartin, Parham Shahidi, Mark W. Fetty, and Brent M. Wilson. "Hertzian Contact Stress Modeling in Railway Bearings for Assorted Load Conditions and Geometries." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3846.
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Increasing freight car loads demand higher performance tapered roller bearings. As the stress state on railway bearing applications continues to increase, further advancement in the modeling tools and methods used for subsurface contact stress evaluations are needed. Heat treat specifications and contact geometries for railway bearings were originally developed for ideal load conditions. However, in railroad applications, tapered roller bearings are exposed to a vast range of load conditions that are seldom perfect. Moreover, when comparing global rail markets, there are often differences in bearing loads, railcar wear conditions, maintenance practices, and reliability versus utilization expectations. Advanced modeling techniques need to be developed by bearing designers in order to meet the specific needs of each individual rail market. Prior research has shown that subsurface stresses, resulting from rolling contact, are the primary factor in the development of fatigue cracks in railway bearings. In addition, finite element modeling software has previously been used to analyze Hertzian contact stresses under rolling contact. Recent advancements in the technology and computational power of finite element methods can be used to numerically analyze more detailed simulations of complex geometries and biased load conditions in railway bearings. These improvements in the tapered roller bearing modeling methodology are necessary to determine the material, heat treat specifications, and geometry required to meet the demands of specific railway bearing applications. Furthermore, the specific risks associated with some common railway bearing design and modeling assumptions will be evaluated. An exploratory list of these assumptions include: line versus point contact, load deflection factor, zero contact angle, rigid body assumptions, linear material behavior, neglect for overload, and uniform loading on the bearing. Emphasis will be placed on potential improvements in the theoretical and finite element prediction of surface and subsurface stresses in railway bearings under rolling contact with a review of prior research on the subject.
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Arnold, Gerald E. "Exploring the Potential for the Application of Ceramic Bearing Technology to the Wheel/Rail Interface." In ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/jrc/ice2007-40043.
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Ball or roller bearings have much in common with a railway wheel running on a rail. Both have high Hertzian stresses and are subject to rolling contact fatigue. Silicone Nitride (Si3N4), a Technical Ceramic, has now firmly established itself in the engineering marketplace as part of a hybrid bearing, where the rolling elements are silicone nitride and the races are steel. The paper explores the possibility of a Silicon Nitride/steel wheel/rail combination and finds that, because Silicon Nitride has a higher Modulus of Elasticity, it is not suitable as a direct replacement on existing systems, because it would produce a smaller contact patch and greater contact stress. The low toughness of Silicon Nitride in comparison to steel could be an obstacle to its general railway use, however, it could made into a composite material in the same manner as Carbon Reinforced Silicon Carbide (C/SiC) is used in brake discs. There is a possibility that, under the right conditions, Silicon Nitride could return very low wear rates, because of its extreme hardness, and because it’s excellent resistance to rolling contact fatigue (noted in hybrid bearings). This could give a wheel high mileage, without the need to remove fatigued material by controlled wear or by turning. A promising future application for the material is a cable-hauled system, where the predicted lower adhesion between Silicon Nitride and a steel rail is not a problem and the wheels are not required to be conductive.
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Jafari, A., and J. Alizadeh K. "Determination of the Critical Length of a Subsurface Crack in a Monobloc R7T Railway Wheel Using FEM Analysis." In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-37246.
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Based on the endeavors have been made to reduce the wear rate of the railway wheels surfaces, and increase in the axle loads and the velocity of the trains, rolling contact fatigue of the railway wheels is nowadays a considerable damage with regard to the railway wheels. The initiated cracks in the wheels are classified into surface and subsurface ones. The former are usually removed by wear, while the latter propagate gradually until reaching the critical crack length and then suddenly bring about dangerous fractures. So, in any maintenance process of a railway system, it is essential to have the critical crack length as a vital tool to determine the possibility of the critical condition occurrence in the case of identified cracks in wheels. The critical crack length is a residential value and should be determined for any railway systems. So, by using FEM, this paper models an Iranian Railways wheel having the diameter of 920mm, made of R7T material which has a subsurface crack. The wheel is in contact with UIC60 rail. After analysis of this model, rang of stress intensity factor of the crack has been calculated for the different rotation angles. Finally, the critical length of a subsurface crack in conformity with Iranian Railways has been determined based on the fracture mechanics and some approximate relations about mechanical properties. Results show that because of geometrical limitations of the wheel, a subsurface crack can cause the wheel fracture before reaching the critical length.
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Abubeker, Samrawit, and Celestin Nkundineza. "Wear Depth Analysis for Rail-Car Wheels: Case of Addis Ababa Light Rail Transit Service." In 2022 Joint Rail Conference. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/jrc2022-78160.
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Abstract Railway transportation is a superior mean of all modes of transport. Specifically, it has gained a crucial role in limiting traffic congestion in heavily crowded regions and in reducing polluting carbon emissions. In this perspective, rolling contact fatigue of railway components is the most crucial subject because it has an important role in determining the operational reliability of the wheel/rail system. Because of wheel wear, wheel re-profiling is usually required for proper wheel-rail interaction. However, wheel re-profiling reduces the wheel radius and increase flange thickness. Therefore, the strain energy density in the wheel tread is expected to increase while the strain energy on the flange is expected to decrease in the re-profiled wheel. This effect would either increase or decrease the life of the wheel depending on reprofiling frequency is done. On the other hand, the maintenance costs are expected to increase as the re-profiling frequency increases. For quality service and improvement of the service life of the railway wheels, with reduction of the maintenance cost, a problem-solving research idea is formulated through comparing the expected wear depth and the current operational wear depth. Therefore, this study is focused on the influence of reprofiling on the wear depth of a railway wheel. The adopted method in this study is based on analyzing reprofiling data of worn-out non- re-profiled and re-profiled railway wheel. A case study is taken at Addis Ababa Light Rail Transit Service (AALRTS). The wheel profiles are generated through measurement before and after profiling at AALRTS. In a single pair of models of a worn-out wheel and a reprofiled one, the results show that the re-profiling process affects the wear depth. It increases by 18 mm after 75028 km while the expected wear depth is 1.43 mm for the same mileage.