A report on

Rail Wheel Interaction and Rail Grinding

Prepared By
Saurabh Sharma
(M.tech, Mechanical Engineering)

Prepared by : Saurabh Sharma

 Contents
1. Introduction:........................................................................................................................................3
2. Analysis of rail wheel contact:.............................................................................................................3
3. Rail Grinding:......................................................................................................................................4
3.1 Rail grinding machine used by Indian Railways:.........................................................................4
3.1.1 Components of rail grinding machine:.................................................................................5
3.2 Grinding machines offered by Loram Technologies:...................................................................5
4. Conclusion:..........................................................................................................................................5
References...................................................................................................................................................6

Prepared by : Saurabh Sharma

1. Introduction:

Rail wear can occur due to residual stresses during the manufacturing process and passage of the
train [1]. Stresses induced in the rail can lead to various defects like rolling contact fatigue (RCF)
corrugation, head cracks, flat rail, fractures can occur [2]. These defects significantly reduce the
rail life. For prevention from these defects and longer rail life grinding of the rail can be done on
the regular basis.

2. Analysis of rail wheel contact:

Sladkowski & Sitarz, done an FEA analysis of rail wheel contact. Figure 1 shows normal force
distribution on the wheel of one contact point and two contact points. From the figure, we can
observe the points where maximum stress occurs during the contact of rail and wheel. RCF
corrugation and head cracks can occur at the rail wheel contact point. Head cracks can propagate
deep into the rail surface.

Fig 1. (a) distribution of the normal force of one contact point. (b) distribution of normal force in
the case of two contact points [3]

Aalami et al., also done an FEA analysis of wheel and rail contact, figure 2(a) shows von-mises
elastic strain distribution of rail over different periods, as result, we can see increasing
corrugation defects over time, and figure 2(b) shows real-life rail corrugation. Results obtained
from the analysis in figure 2(a) can lead to crack propagation and wear because plastic

Prepared by : Saurabh Sharma

deformation zones obtained from FEA analysis are similar to real-life plastic deformation zones
for rail wheel interaction.

Fig 2. (a) Von-mises strain distribution on rail for different time (a) 𝑡 = 0.00625, (b) 𝑡 = 0.25, (c)
𝑡 = 0.50, (d) 𝑡 = 0.75, and (e) 𝑡 = 1[4]. (b) Real life rail corrugation

3. Rail Grinding:

for prevention of the defects and increasing rail life, material removal through the grinding
process has been adopted nowadays. Indian railways have adopted the following types of
grinding processes

(a) Corrective grinding: In corrective grinding complete removal of corrugation and defects
are done in one cycle
(b) Preventive grinding: If grinding is done in the initial stage of the defect and the material
removal is less than it is preventive grinding.
(c) Preventive-gradual grinding: when the defects have passed the preventive stage but the
corrective grinding stage is not achieved then this process is used the material removal in
this stage is more than preventive grinding but less than corrective grinding[2].

Indian railway doing grinding suggested by Loram in consultation with National Research
Council, Centre for Surface Transportation Technology, Canada (NRC).

3.1 Rail grinding machine used by Indian Railways:

for grinding purposes, Indian railways are using the RGI series of Loram technologies, which
consist total of 72 grinding stones. This machine is capable of grinding curved and plain tracks,
tracks on the bridge, and tunnels.

Prepared by : Saurabh Sharma

This machine can be operated at a speed ranging between 2.4 Kmph to 24 Kmph depending upon
the material removal requirement. Also, a maximum cutting depth that can achieve at a speed of
15 Kmph is .15 mm and a depth of .22 mm can be achieved at a speed of 10 Kmph.

3.1.1 Components of rail grinding machine:

The main components of rail grinding machine are as follows

a) Front control car
b) Grind car
c) Water wagon
d) Rear control car

3.2 Grinding machines offered by Loram Technologies:

Loram technologies offer a wide range of grinding machines for rail grinding solutions which are
as follows:
I. RG400 series: this machine can be used for high-speed preventive grinding or intensive
defect removal with a power of 30 hp. It can be configured with 60 to 120 stones and
grind speed varies between 5 Kmph to 32 Kmph.
II. C44 series: it can be used for railhead re-profiling, removing corrugation, corrosion, and
railhead surface irregularities. It can be configured with 32 or 64 stones.
III. RGI series: RGI series can be used for restoring proper rail profile and removing
corrugation and surface defects with a power of 30 hp. It can be equipped with 16 to 96
grindstones. A grinding speed between 3 Kmph to 20 Kmph can be achieved by the RGI
series.[5]

4. Conclusion:

Rail grinding practice is proven to be effective in rail life maximization. Corrective grinding,
preventive grinding, or preventive gradual grinding technique can be adopted as required after
inspection. By grinding process rail profile can be improved so that contact geometry between
rail and wheel will improve which will result in reduced contact stresses[6].

Prepared by : Saurabh Sharma

 References
[1] M. Ciotlaus, G. Kollo, V. Marusceac, and Z. Orban, “Rail-wheel Interaction and Its
Influence on Rail and Wheels Wear,” Procedia Manuf., vol. 32, pp. 895–900, 2019, DOI:
10.1016/j.promfg.2019.02.300.
[2] F. C. M. Silva, “Preventive-Gradual On-Cycle Grinding: A First for MRS in Brazil,”
2009.
[3] A. Sladkowski and M. Sitarz, “Analysis of wheel-rail interaction using FE software,”
Wear, vol. 258, no. 7–8, pp. 1217–1223, 2005, DOI: 10.1016/j.wear.2004.03.032.
[4] M. R. Aalami, A. Anari, T. Shafighfard, and S. Talatahari, “A robust finite element
analysis of the Rail-Wheel rolling contact,” Adv. Mech. Eng., vol. 2013, 2013, DOI:
10.1155/2013/272350.
[5] “Rail Grinding - Loram, Inc.” https://loram.com/maintenance-of-way/rail-grinding.
[6] P. Sroba and M. Roney, “AREMA Committee 4, Sub Committee 9. Rail grinding best
practices,” 2003.

Prepared by : Saurabh Sharma