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自从美国GM公司的电气动力部（EMD）为重载货运机车设计的3轴径向转向架在1993年投产以来，已运行了1．12多亿km。到1996年底，将有超过800台应用这种新转向架技术的交流和直流传动机车投入使用。相对容易得到的车轮磨耗数据表明，尽管粘着显著增加（起动重载列车时达45％，运行时达35％或更高），但轮缘磨耗实际上已消失，踏面磨耗也没增加。车轮磨耗数据还表明，车轮寿命将可能延长一倍，即使由于磨耗到限踏面进行恢复外形加工之后的车轮也如此。这是由于很低的轮缘磨耗减少了在修整车轮过程中的去料量。车轮磨耗结果也提出了改变铁路传统旋轮制度的新课题。径向转向架对减少钢轨磨耗的影响很难估算，本文只探讨几种钢轨磨耗的情况。最近的实验可使人们对轮-轨冲角对轮轨磨耗的影响有更深刻的认识。提出将现场和实验数据与费用模型结合起来以预计出由于改善钢轨和车轮磨耗而带来的寿命期成本节省量的方法。
Since the three-axle radial bogie designed for heavy-haul freight locomotives by GM’s Electrical and Mechanical Services (EMD) unit in the United States has been in operation since 1993, it has operated more than 112 million km. By the end of 1996, more than 800 AC and DC locomotives using this new bogie technology will be in operation. Relatively easy to obtain wheel wear data indicate that, despite significantly increased sticking (up to 45% on heavy-duty trains and up to 35% at run-time), flange wear has virtually disappeared and tread wear has not increased. Wheel-wear data also show that wheel life may be doubled, even after the wheels have been reshaped due to wear to the limit tread. This is due to the low rim wear which reduces the amount of material being removed during wheel dressing. The results of the wheel wear also proposed a new topic of changing the traditional railway wheel system. Radial bogie to reduce the impact of rail wear is difficult to estimate, this article discusses only a few kinds of rail wear. Recent experiments can make people have a deeper understanding of the impact of wheel-rail angle on the wheel and rail wear. It is proposed to combine on-site and experimental data with a cost model to predict the life-time cost savings due to improved rail and wheel wear.