Wheel-Defects IR
Wheel-Defects IR
Wheel-Defects IR
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Wheel defects
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Code of Practice
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Wheel defects
Code of Practice
This Rail Industry Safety and Standards Board (RISSB) product has been developed using input from rail experts from across
the Rail Industry. RISSB wishes to acknowledge the positive contribution of all subject matter experts and DG
representatives who participated in the development of this product.
The RISSB Development Group for this Code of Practice consisted of representatives from the following organisations:
Development of this Code of Practice was undertaken in accordance with RISSB’s accredited processes. It was approved by
the Development Group, endorsed by the Standing Committee, and approved for publication by the RISSB Board.
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I commend this Code of Practice to the Australasian rail industry as part of the suite of RISSB products assisting the rail
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industry to manage rail safety, improve efficiency and achieve safety outcomes through interoperability and
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harmonisation.
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Deborah Spring
Chief Executive Officer | Executive Chair
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Notice to users
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The reliance upon or manner of use of this RISSB product is the sole responsibility of the user who is to assess whether it
meets their organisation’s operational environment and risk profile.
It is important that readers assure themselves of that they are using a current RISSB Code of Practice. Information about
RISSB Codes of Practice amendments, can be found by visiting www.rissb.com.au.
RISSB welcomes suggestions for improvements and asks readers to notify us immediately of any apparent inaccuracies or
ambiguities, please contact us via email at info@rissb.com.au or write to Rail Industry Safety and Standards Board, PO Box
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Document Control
Identification
Document History
Publication Version Effective date Page(s) Affected Reason for and extent of
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changes
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2.0 All New edition (CoP reviewed and
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1.2 ub Pr fec 2 August 2013
updated)
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minor errors
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measuring points inserted, and old
Appendix A & B become B & C
Approval
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Name Date
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Copyright
© RISSB
All rights are reserved. No part of this work is to be reproduced or copied in any form or by any means, electronic or
mechanical, including photocopying, without the written permission of RISSB, unless otherwise permitted under the
Copyright Act 1968.
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Contents
1 Introduction .................................................................................................................................. 6
Purpose .......................................................................................................................... 6
Scope .............................................................................................................................. 6
Normative references .................................................................................................... 7
Definitions ...................................................................................................................... 7
2 General requirements .................................................................................................................. 9
General ........................................................................................................................... 9
Wheel defect categories .............................................................................................. 10
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Wheel features ............................................................................................................. 11
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3 Wheel inspection ........................................................................................................................ 12
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Limiting dimensions .................................................................................................................... 14
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General ......................................................................................................................... 14
Wheel rim thickness ..................................................................................................... 14
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Permissible variation in wheel diameter ..................................................................... 14
Limiting tread and flange dimensions .......................................................................... 15
Movement of a wheel on axle ..................................................................................... 15
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General ......................................................................................................................... 39
Temporary brake block overhang ................................................................................ 39
Permanent brake block overhang ................................................................................ 40
15 Out-of-round wheels .................................................................................................................. 40
Appendix A Wheel profile measuring points definitions (normative) ............................................ 42
Appendix B Wheel profile gauges (normative) ............................................................................... 45
Appendix C Inspection technologies ............................................................................................... 51
C.1 Common wheel inspection technologies ..................................................................... 51
C.2 Wheel impact load detectors ....................................................................................... 51
Appendix D Application of wheel gauges ........................................................................................ 53
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D.1 Types of gauges ............................................................................................................ 53
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D.2 High flange ................................................................................................................... 53
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D.3 Thin flange .................................................................................................................... 54
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D.4 Steep flange ................................................................................................................. 55
D.5 Rim thickness ............................................................................................................... 55
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D.6 Wheel condition warning gauges................................................................................. 56
D.7 Wheel tread hollowing ................................................................................................. 56
Appendix E Repair guidance............................................................................................................ 57
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1 Introduction
Purpose
This document describes requirements for the inspection and repair of freight, passenger, and
infrastructure maintenance rolling stock wheels, providing definitions and illustrations of wheel faults
and defects. Each defect category has a severity and corresponding action.
The main purposes of the requirements are to:
• reduce the risk of derailment arising from wheel failure;
• reduce the risk of damage to infrastructure caused by wheel defects;
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• minimise hunting/maintaining good vehicle stability; and
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• minimise wheel/rail contact stresses in order to prevent rolling contact fatigue in wheels
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and rails.
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Scope
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This Code is supplementary to AS 7514 and applies to new and existing locomotive, freight, passenger
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and infrastructure maintenance rolling stock.
This Code is not specifically intended to cover rolling stock used on light rail, cane railway and monorail
networks, but items from this Code may be applied to such systems as deemed appropriate by the
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The defect levels given in this Code are for operation at speeds below 200 km/h. For operational speeds
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above 200 km/h the defect levels given in this Code may be reassessed by the RTO / RIM based upon
the risk.
This Code prescribes a system of classification for several common defects and includes representative
photographs and/or figures. There are also instructions relating to the appropriate action to be taken in
the case of each defect. Where this Code prescribes a restricted speed for a defective vehicle the
maximum permitted speed over any track section is the lower of the speed prescribed by this Code and
the maximum permissible track speed for that section.
For operations with axle loads exceeding 30 t the specific wheel defect limits and their requirements for
qualifying wheelsets for service, including their methods of measure, are not included in this Code.
Likewise, the specific methods of repair, actions to be taken and permitted speeds may not be
applicable or acceptable to axle loads exceeding 30 t.
When moving rolling stock between differing networks e.g. DIRN and Pilbara networks, or between
Queensland, South Australia, Tasmania and Western Australia narrow gauge networks, the differing
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wheelset back-to-back dimensions, wheel cross-sections and profiles applicable to each network shall be
taken into account.
Application of this standard to infrastructure maintenance rolling stock that operate at speeds below 15
km/h or at rail wheel axle loads below 5 t needs to be assessed on an individual basis and RTOs should
develop specific wheel defect criteria where necessary.
Significant technical changes from the previous revision of this Code include:
(a) section and clause numbering from section 4 onwards to support relocation of the
following content to appendices:
i. inspection technologies;
ii. types of gauges; and
iii. repair guidance.
(b) section based numbering applied to tables (previously referred to as charts) and figures
throughout;
(c) removal of a measurement method for gauging rim thickness previously known as
alternative 2 and the associated figures;
(d) updates to figure 3:1 – Location of limiting dimensions (previously referred to as figure 2)
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and associated notes to:
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i. indicate a range of values for the flange angle secondary measurement point;
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ii. note known variations for flange thickness limits in use by RTOs.
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Normative references
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The following reference documents are indispensable for the application of this Code of Practice:
(a) AS 7514 – Wheels.
(b) AS 7517 – Wheelsets.
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Definitions
For the purposes of this Code of Practice the definitions given in the RISSB glossary of terms shall apply.
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(a) arris
raised lip near the flange tip caused by metal flow under load
(b) back
face of a wheel on the flange side
(c) class
grade of wheel defect severity
(d) competent person
person who carries out assessment and has suitable or sufficient skill, knowledge,
experience and qualifications as determined by their organization
(e) cutter block
special brake block (or cutting shoe) that is utilised for the purpose of reconditioning a
wheel tread
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(f) flange
protruding portion of a wheel profile, the function of which is to provide lateral restraint
and guidance by making contact with the gauge face of the rail head
(g) front
face of a wheel on the non-flange side
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wheel that exhibits rim radial run out that exceeds the maximum permissible. Includes
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wheel tread corrugation
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overheated wheel
wheel that has been subjected to potentially damaging thermal input, typically as a result
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of heavy braking or sticking brakes
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(n) remove from service
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removal of vehicle from service within the specified time until the damaged wheelset is
replaced by a serviceable wheelset or where appropriate, machined on an underfloor lathe
(o) rim
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tread and rim
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(aa) tread
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portion of a wheel profile that makes contact with the upper surface of the rail head
(bb) tread checking
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series of fine linear ridges in a wheel tread, often inclined, that could result from high
wheel-to-rail contact stresses. Also known as stress checking
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(cc) tread line
datum line drawn on a wheel profile to indicate the position at which wheel diameter
should be measured. Also known as the taping line. The position of the tread line may be
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approximately that of the circle of contact of a new wheel and unworn rail (mean position),
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subject to wheel profile and rail head contour and the position will vary, depending on
which standard has been adopted for the wheel profile
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(dd) web
section between the wheel hub and the wheel rim. Also known as the plate
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2 General requirements
General
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Wheel defects are classified according to their severity. A Class 1 defect is the least severe and a Class 5
defect is the most severe. Table 2:1 summarises the definitions that should be implemented in respect
of each defect classification.
NOTE 1. An RTO should categorise and record the reasons for the removal of wheels from service.
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NOTE 2. Moving a vehicle with Class 3 or greater defects presents operational risks to the RTO and or RIM. This Code does not
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specify operational outcomes for these defects, as this risk is managed at an organizational level.
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Wheel defect categories
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The following are the principal types of defect and unacceptable wheel condition:
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(a) Rolling contact/thermal fatigue defects Initiated from surface or near surface:
i. Thermal cracks - see Section 5.
ii. Shelling - see Section 6.
iii. Tread checks - see Section 13.
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Wheel features
Figures 2:1, 2:2 & 2:3 identify common important wheel features. Refer to Figure 3:1 and Appendix A for
diagrams indicating common defining points as to where to measure critical parameters.
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Figure 2:1 - Wheel disc terminology Figure 2:2 - Location of wheel limiting dimensions
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3 Wheel inspection
Wheels shall be inspected for profile, flange, tread, rim and general physical condition. A wheel can be
condemned because of:
(a) thin flange;
(b) steep flange;
(c) high flange;
(d) thin rim;
(e) hollow tread;
(f) flange defects;
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(g) tread defects;
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(h) irregularities in contour including grooving;
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wheel out-of-roundness; or
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(j) fractures and overheating.
This document generally describes the visual and manual methods of wheel inspection. However,
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Appendix C provides guidance for more modern inspection technologies available that can also be used.
Wheels should be inspected, and action taken in accordance with Tables 5:1 to 13:1 of this Code. Rolling
stock shall be repaired or removed from service if wheels or wheelsets exceed the limits imposed by the
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relevant wheel gauges which represent the limiting parameters as shown in Tables 4:1 and 4:2.
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See Figure 3:1 for locations of limiting dimensions. The figure shows new profiles, but the definitions
also apply to worn profiles.
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Note 1. Currently there is no consistent standard for measurement of flange thickness in Australia as the flange
thickness is associated with the particular gauges being used by the RTOs. For the purpose of this Code, flange
thickness limits will be related to the gauges presently in use and varies slightly between gauges used, at a height
between 10.5 mm ±0.5 mm above the tread line point, except for Queensland Rail who measure the flange
thickness between 16 mm ±0.5 mm above the tread line point.
Note 2. Flange angle is measured at any point between 13 - 18 mm above the tread line point.
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4 Limiting dimensions
General
The accuracy of gauges used for checking limiting dimensions shall regularly be verified against
approved standards.
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Tread-braked wheels – Low stress design (S-shaped web)
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20 mm
Up to 25 tonnes axle load
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Over 25 tonnes axle load
22 mm
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Tread-braked wheels - Traditional
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20 mm
Operations up to 80 km/h
25 mm
Operations over 80 km/h
25 mm
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Locomotives
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Disc-braked wheels
22 mm
Locomotives
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20 mm
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Passenger vehicles
Note 1. Traditional wheels refers to wheels that have no low stress design, e.g. wheels with UIC web or straight web.
Note 2. The values in 4:1 shall be applied regardless of rim thickness definition. Allowable rim thickness definitions are defined
in Figure 3:1.
Note 3. Special consideration may be required for wheels of less than 700 mm diameter.
Note 4. If the wheels have a condemning groove, the rim thickness can be checked visually. The requirement for continued
service then is that the condemning groove is fully visible and unaffected by wear.
Note 5. Wheels with rim thickness less than the limiting dimensions in Table 4:1 shall be worked out of service within 14 days.
All vehicles 35 mm
All vehicles 3 mm
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Minimum permissible flange thickness
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Using gauges 307 0030, 17-4-1, 207-661 (see note 1) or equivalent 19 mm
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Queensland Rail Narrow gauge network 22 mm
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NOTE 1. Gauge 207-661 is to be used for indication only. Gauges 307-030 and 17-4-1 are the definitive condemning gauges.
Any wheel that exhibits movement relative to its axle shall be immediately removed from service.
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Symptoms of wheel movement are wheel seat becoming visible or back-to-back measurement getting
out of tolerance.
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Tyred wheels
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Tyred rail wheels shall be inspected either before each trip or at intervals less than 1000 km.
Tyred wheels shall be removed from service if identified with any of the following criteria:
(a) Loose tyre rotation around the wheel centre.
(b) Detachment of retaining ring.
(c) Cracked spokes.
(d) Cracks or flaws on any wheel disc or centre.
5 Thermal cracks
Thermal cracks are the result of alternate heating and cooling of the wheel tread and rim area, and are a
severe form of wheel defect, see Figures 5:1 to 5:4. These cracks originate from areas of metallurgical
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Thermal cracks are generally transverse (across the tread) and if allowed to grow without corrective
action can quickly lead to brittle failure and the wheel will fracture.
If there is any doubt as to the severity of the thermal crack, the higher classification shall be reported.
Refer to Table 5:1 for description of the defect and actions to be taken.
If a vehicle is detected with thermal cracks, the brake system shall be checked for correct operation and
correct type of brake blocks. Where cracks are found outside the shaded area according to Table 5:1,
brake alignment with the tread (i.e. no brake show over hanging the rim edge) shall be checked.
Lateral and longitudinal surface traction forces can also produce a series of fine checks on the wheel
tread caused by rolling contact fatigue (not to be confused with thermal cracks). These are generally
inclined at a 45-degree angle and most commonly occur near the front face of the wheel and flange
where the wear rate is low (see Section 13).
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Figure 5:1 – Class 2 Thermal crack Figure 5:2 – Class 3 Thermal crack
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Figure 5:3 – Class 4 thermal crack Figure 5:4 – Class 5 Thermal crack
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exist. Defects shall be
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reported.
2 Normal speed
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Defects shall be reported
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and scheduled for re-
examination at the next
general inspection or at no
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greater than 10,000 km.
within 14 days.
attending maintenance
officer.
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Spalls result from the fracture under loading of a hard and brittle martensite steel phase which forms
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when the wheel tread locally undergoes rapid heating and cooling due to wheel skidding from braking,
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or lateral slip at special track work and check rails.
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Shelling results from a subsurface rolling contact fatigue defect which forms due to pure rolling contact
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fatigue, or under the multiple actions of tangential stresses predominantly at stringers of oxide
inclusions in the wheel steel, or under normal, lateral and traction loads and residual stresses.
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Spalling defects can range in size depending on the age and depth of the defect. Their frequency can be
such that the entire tread circumference is covered with craters to the extent that they become joined.
Wheel tread condition, particularly spalling, has a pronounced effect on wheel and brake block life.
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Pitting is the presence of very small marks on the tread. It can be the initial stages of spalling but is not
in itself a concern.
Refer to Table 6:1 for description of the defect and actions to be taken.
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The higher class of spalling shall be reported if there is any doubt about the severity of the defects.
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Refer to Section 4.6 for inspection of defects related to wheel tread impact load detectors and overall
length of defect.
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Figure 6:1 – Class 1 Spalling Figure 6:2 – Class 2 Spalling
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Spalled regions with cavities less than 12 mm in diameter. No action required Normal
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Maximum 10%-wheel coverage speed
Spalled regions with cavities less than 25 mm in diameter. Re-examine carefully to ensure that no
Normal
2 Maximum 20%-wheel coverage. The edges of the spalls Class 3 spalls exist. Defects shall be
speed
could be sharp and jagged. reported.
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Work out of service.
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If found pre-trip or at a depot, the wheel
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Extensive spalling 3 mm or more deep, sharp and jagged.
More than 50%-wheel coverage.
shall not enter service. If found en-route
continue at reduced speed with the brakes
Speed
40 km/h
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maximum
cut out or work out of service.
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7 Wheel flats
Wheel flats occur when the wheels lock-up under braking and slide or skid along the rail while the train
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is in motion, see Figures 7:1 to 7:3. The heat generated when skidding will affect the underlying
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material. If the temperature is high enough and is followed by rapid cooling, the material will transform
into a hard, brittle phase called martensite which also expands in volume. Due to the brittleness and the
internal stresses caused by the difference in volume, cracks will start to generate in and/or around the
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martensite patch when the wheel starts rolling again. This will eventually lead to further wheel damage
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such as spalling. The resultant impact forces are detrimental to the track structure and reduce the life of
other bogie components, particularly bearings.
If there is any doubt about the severity of a wheel flat, the higher class of defect shall be reported.
Refer to Table 7:1 for description of the defect and actions to be taken.
When measuring skidded wheel defects, the effective length of the defect should be assessed. Often
using a straight edge and rocking it on the flat and the immediate area near the visible flat spot area, will
reveal the total length of the affected tread. It is this overall length that shall be used for corresponding
actions.
Refer to Section 4.6 for inspection of defects related to wheel tread impact load detectors and overall
length of defect.
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Figure 7:1 – Class 3 skidded wheel Figure 7:2 – Class 4 skidded wheel
(multiple class 2 skids)
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2 Single skid length between Defects shall be recorded by the RTO and may be required to be
25 mm and 40 mmᵅ or reported to the RIM. Normal speed.
multiple Class 1 skids. Trim blocks may be used.
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4 Skid length between 60 mm If found pre-trip or at a deport, the wheel shall not enter service.
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and 100 mm or multiple If found en-route continue at reduced speed with the brakes cut 60 kph
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Class 3 skids.
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Skid length greater than
out and work out of service.
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100 mm or multiple Class 4 Movement
If found en-route, remove built-up metal prior to movement to the
skids. from siding to be
nearest siding at a speed nominated by the attending maintenance
assessed in
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officer and RIM.
conjunction with
Wheel shall be made safe for movement from siding prior to the the RIM.
rolling stock being moved.
NOTE 1. Trim blocks can be a fire hazard and cause thermal stresses to the wheel.
NOTE 2. The best measure to minimize damage to track and wheelset bearings is to remove skidded wheels from service as
soon as possible.
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8 Scaled wheels
Scaling is the build-up of metallic material on the surface of the wheel tread, see Figures 8:1 to 8:2. It is
usually attributed to sticking brakes which cause the wheel to skid or slide on the rail, thus heating the
contact patch to the stage where the wheel material becomes soft enough to flow on the tread surface.
The flowing material mixes with brake dust and other foreign material and is deposited back onto the
wheel where it cools in layers, giving the tread a scaly appearance.
Scale can cover the entire wheel surface or any part thereof. The severity of the scaling is assessed by
measuring the height of the scale above the normal wheel tread surface.
If there is any doubt about the severity of the scaling, the higher class shall be reported.
Note that severity Classes 1 and 2 are not applicable to scaled wheels; the minimum detectable amount
of scaling is classified as a Class 3 defect.
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Refer to Table 8:1 for description of the defect and actions to be taken.
Refer to Section 4.6 for inspection of defects related to wheel tread impact load detectors and overall
length of defect.
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Figure 8:1 – Class 3 Scaled wheel Figure 8:2 – Class 4 Scaled wheel
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Speed
Class Description of defect Action required
restriction
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Light surface smearing too small to Examine brake gear for defects Normal speed
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measure with a standard rule
Speed 25 km/h
4(i) Scale height up to 5 mm
maximum
Speed 5km/h
(iii) Scale height 10 mm to 15 mm
maximum
5 Scale height greater than 15 mm Rectify defect in the section before movement to the NOT TO RUN
nearest siding at a speed nominated by the attending until wheel is
maintenance officer rectified
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Arrises
Arrises or raised lips on the top of the wheel flange are due to metal flow. If allowed to progress to a
sufficient extent they can result in points being split, particularly if occurring in conjunction with steep or
thin flanges.
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If a brake block contacts an arris, they will rapidly heat and cool resulting in thermal cracking. Arrises are
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classified according to the height above the normal top of the flange.
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If arrises are frequently occurring, the root cause should be investigated. The root cause could be lack of
proper rail gauge face lubrication and/or excessive force on the flange due to a rolling stock defect.
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Refer to Table 9:1 for description of the defect and actions to be taken.
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Unacceptable flange conditions
Several flange conditions experienced in service are unacceptable and pose a significant risk of
derailment and/or damage to track components. Certain patterns of wear and damage to the flange
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surface, particularly on the flange top and back, can also result in incidents and therefore when found
should be marked for repair or replacement. Irregularities can arise from inappropriate manufacturing
or maintenance procedures as distinct from service conditions. Condemning gauges cannot always
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detect irregularities of this kind even though they could render a wheel condemnable.
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Typical conditions are illustrated in Figure 9:1 below and include the following:
(a) Wear grooves, gouges, or deformation on the top portion of the flange or back face.
(b) With the exception of witness marking; undercut, coarse marks or a step-like surface
caused by wheel machining.
(c) Abrupt changes in flange profile.
(d) Wide flat faces on the flange top.
(e) Sharp or square flange top.
(f) Irregularities in contour or profile.
All the above irregularities have the capacity under certain conditions to induce rail climb or to split
points. Wheelsets with these defects shall be removed from service. Examples of track conditions
aggravating the situation are damaged switch tips/point blade tips or a switch not properly seated
against the stock rail.
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Wheels with a sharp flange top can develop fatigue cracks within the flange.
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1 Classification not relevant Not relevant Not relevant
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Arris less than 1.5mm
Re-examine carefully to ensure that no
2 thermal cracks exist. Defects shall be Normal speed
reported.
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Over 1.5mm high above the tip
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of the flange and where the arris
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is rolled back towards the flange
Locomotives and passenger: remove from
service within 14 days.
Normal speed
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Wagons and infrastructure maintenance:
Work out of service.
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specific requirements for each Network.
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Refer to Table 10:1 for description of the defect and actions to be taken.
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Tread and flange wear conditions
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10.2.1 Steep flanges
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To determine whether the flange is partly or wholly steep, the whole wheel shall be visually examined.
Flange steepness shall be assessed at the circumferential position of maximum apparent flange
steepness. If there is any doubt in the visual assessment, the flange steepness shall be checked with a
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All bogies with steep flanges shall be further examined for other defects.
Steep flanges can be an indication of other problems, for example:
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(a) One steep flange only could indicate a wheelset that has a variation in wheel diameters.
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(b) Two steep flanges on diagonally opposite corners could indicate a crabbing effect due to
side frame misalignment.
(c) Two steep flanges on same side could indicate mismatched side frame lengths.
(d) Four steep flanges could indicate a hunting condition caused by worn friction wedges or
side-bearers.
10.2.2 High flanges
The height of a flange above the tread shall not exceed 35 mm as shown in Table 10:1. The height may
be determined by the application of an appropriate wheel gauge. Wheels with this condition can lead to
the flange tip bottoming through track features such as K crossings and frogs, increasing wear and the
risk of derailment. High flanges can also damage fishplates and bolts on light rails, cause damage to
inductive type axle counters, and transducers used by hot box and wheel tread impact detectors.
Hollow tread limiting dimensions should be ascertained from the RIM for the networks on which the
rolling stock is to operate.
Hollow tread results in the loss of effective wheel conicity that produces high flanges and significantly
reduces the tracking ability of a bogie. To determine the presence of hollow tread it is necessary to carry
out a visual examination, which includes the use of a gauge. Appendix D provides additional information
on types of gauges commonly used.
The hollow tread limit is set to manage the following issues:
(a) Rolling contact fatigue and deformation of plain rail.
(b) Damage at switches and crossings.
(c) Worsened steering – resulting in increased susceptibility to hunting and increased fuel
consumption.
10.2.4 Rolled edges / Spread rim
Rolled edges are the result of metal being rolled across the tread toward the outside (for flangeless
wheels also the inside) of the wheel, where it forms a lip overhanging the rim face.
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The lip, thus formed, facilitates initiation of thermal and fatigue cracks which can progress into the rim
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face. This can result in a severely increased risk of a catastrophic wheel failure.
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Spread rim is the result of a local lateral rim surface flow caused by out-of-round wheel impacts and/or
rim weakening due to circumferentially oriented fatigue cracks. Figures 10:1 and 10:2 give example of
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local lateral rim surface flow and spread rim. High lateral contact stresses due to incorrectly tracking
vehicle often is a contributing factor. See also description in Section 11.3 “Shattered Rim Defects”.
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Any rolled edge or lip of this type which extends more than 3 mm past the vertical face of the rim as
shown in Figure 10:3 is classified as a Class 3 defect. Vehicles with this defect shall be marked and
worked out of service. No speed restriction is required.
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Any wheel identified with a spread rim / shattered rim shall immediately be removed from service.
Any cracks found on the rolled edge shall be treated as a Class 4 thermal crack.
Plastic flow towards the top of the flange can occur in curves and turn-outs as a result of poorly steering
bogies and high friction between wheel and rail. Worn rail heads and worn wheel profiles will aggravate
the situation, particularly if the worn profiles mismatch so that two-point contact is established between
wheel and rail. This can lead to a steep flange or generation of a sharp edge or burr on the active part of
the flange that could impose an increased risk of derailment. See also Section 9.2 Arrises.
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Figure 10:1 – Lateral rim surface flow Figure 10:2 – Spread rim
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Figure 10:3 – Rolled edge limit
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1&2 Classification not relevant Not relevant Not relevant
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Locomotive and passenger: Remove from service
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Flange angle less than
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5 degrees from vertical within 14 days.
Wagons and infrastructure maintenance: Work out
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of service.
3 Normal
Examine bogie and check wheel diameters for
Steep flanges Speed
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possible cause of steep flanges.
Note: A steep flange in conjunction with a Class 2
arris is a Class 4 defect. Treat as per Class 4 arris
(Table 10:1)
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High flanges
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Full flange profile
Greater than
35mm
Locomotives and passenger: Remove from service
within 14 days.
Wagons and infrastructure maintenance: Work out
Normal
Speed
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of service.
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Tread line
Hollowing assessed as Horizontal line drawn from highest Locomotives and passenger: Remove from service
greater than 3mm point of wheel tread front within 14 days.
3 Wagons and infrastructure maintenance: Work out Normal
Hollow tread of service. Speed
Note that the 3 mm hollow wear limit applies at
any point across the tread.
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1&2 Classification not relevant Not relevant Not relevant
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See
Table
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4:2 Locomotive and passenger: Remove from service
10.8mm
within 14 days.
3
Normal speed
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Thin flanges
Wagons and infrastructure maintenance: Work
out of service.
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Tread line
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Any wheelset detected with a cracked web / plate shall be removed from service immediately and the
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wheel not used again in service. The root cause of the incident should be investigated, and actions taken
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to prevent recurrence.
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Shattered rim defects
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Shattered rim, deep shelling and spread rim are defects counted as shattered rim defects, see Figure
11:3 to 11:4. Their appearance can vary depending on where in the rim the defect is initiated. Also, the
wheel rim residual stresses and the load conditions have an influence.
Shattered rim defects originate from a sub-surface fatigue crack normally initiated at a slag inclusion,
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void or another type of metallurgical inhomogeneity within the wheel rim. Increased stress levels as a
result of track irregularities, e.g. corrugation, or wheel out-of-roundness promote the initiation. After a
propagation stage normally including several hundred thousand kilometres of travelled distance a
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substantial part of the wheel tread could break away. Until the sub-surface crack becomes surface-
breaking, it can only be detected in service by use of ultrasonic non-destructive testing. Appendix C
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provides additional guidance on inspection technologies. Once the crack has propagated sufficiently to
reach the rim face, they can be found at visual inspection. Visual indicators include rolled edge or a
bulging on the front face.
The consequences of a loss of a wheel tread segment due to the full development of a sub-surface crack
can be severe, especially if the segment includes the wheel flange, and involves a substantial derailment
risk. Due to the safety implications higher speed applications often undergo controls to mitigate the
derailment risk associated with shattered rim defects.
Preventive measures include:
(a) improvement of steel quality with respect to cleanliness, non-metallic inclusions and
homogeneity;
(b) removal of high impact wheels from service;
(c) improvement of track maintenance, particularly rail corrugation grinding.
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Any wheel identified with a shattered rim defect shall immediately be removed from service and the
root cause investigated. For small shattered rim defects found in an early stage at ultrasonic inspection
the time for removal can be adapted to operating conditions.
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inhomogeneities or manufacturing errors can also be the cause of fatigue crack initiation leading to
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flange failure. These types of defects often lead to large pieces of the flange falling off in service.
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Any fatigue crack found in a wheel flange shall be classified as a Class 4 defect or a Class 5 defect
(see Table 11:1).
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External wheel damage
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External wheel damage generally occurs as the result of a heavy impact on the wheel and could show up
as a chip or gouge in the wheel flange or a bruise on the wheel tread, see Figure 11:2. A fatigue crack
can start at this defect and propagate quickly through the entire wheel. Heavy impacts from a
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A close visual examination shall be made of both flange surfaces and wheel treads in order to detect the
presence of any damage.
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Any chip or gouge in a wheel which is more than 25 mm long and/or 12 mm wide shall be classified as a
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Figure 11:2 – Scrape, dent or gouge
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Figure 11:4 - Spread rim
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restriction
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Fractured wheel
Any crack running though the rim, web or hub of
Examine defect in the section before
the wheel Not to run until
movement to the nearest siding at a
5 wheel has been
speed nominated by the attending
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12 Overheated wheels
Hot or overheated wheels are identified as follows:
(a) For wheels which have been painted on the plate surface with a heat-sensitive paint
blistering or discolouration of the paint below the rim of the grey temperature indicating
coating. By a heat-sensitive paint is meant a paint of light colour that turns brown at
temperatures above 250°C, e.g. grey alkyd paint.
(b) For wheels that have not been painted, blueing discolouration or rusting of the plate
surface below the rim. Depending on temperature a freshly oxidised surface will appear
pink, violet or blue in colour, and will become darker with age, see Figure 12:1.
Any wheel which has become severely overheated due to excessive braking or sticking brakes is a Class 4
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defect and should be removed from service. Refer to Table 12:1 for description of the defect and actions
to be taken for unpainted wheels and Table 12:2 for painted wheels.
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back or front face and the underside of the rim If found en-route, continue at
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reduced speed with brakes isolated
or removed from service.
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Wheel overheated I combination with thermal Examine defect in the section Not to run until
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cracks before movement to nearest siding wheel has been
at speed nominated by the cleared by the
A class 4 overheating combination with thermal
maintenance officer. maintenance officer.
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cracks classified as Class 3,4 or 5 according to Table
6:1
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4 Web with paint burn off (Web overheated) If found pre-trip or at a depot the
wheel shall not enter service and
Paint blistering and discoloration (browning on web
wheelset to be removed. Speed 40 km/h
greater than 80 mm from the intersection between
the back or front face and the underside of the rim. If found en-route, continue at maximum
reduced speed with brakes
isolated or remove from service.
5 Wheel overheated in combination with thermal Examine defect in the section Not to run until
cracks before movement to nearest wheel has been
siding at speed nominated by the cleared by the
A class 4 overheating combined with thermal cracks
maintenance officer. maintenance officer.
classified as Class 3, 4 or 5 according to Table 5:1.
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NOTE 1: Overheated low stress wheels may be treated more leniently than conventional wheels (e.g. Class 4 wheel can be
treated as Class 3).
13 Tread checks
Tread checks should not be confused with thermal cracks. Tread checks are caused by high axle loads or
poor steering vehicles. Lateral and longitudinal surface traction forces can produce a series of fine
checks on the wheel tread caused by rolling contact fatigue. These are generally inclined at an angle and
most commonly occur near the front face of the wheel and flange where the wear rate is low. Wheels
frequently subjected to sharp curves could have checking approaching a circumferential direction.
Because the checking is at an acute angle to the surface in cross-section it will feel rougher across the
checking in one direction than in the opposite direction.
Wheels should be scheduled for machining if spalling of pieces from the surface has reached the stage
shown in the Figure 13:1 below. These spalls are approximately 1 mm wide.
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Refer to Table 13:1 for description of the defect and actions to be taken.
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ridges on the tread and no Class 4 thermal cracks, the overhanging block could be a temporary condition
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(see Figure 14:1).
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Consideration shall be given to the lateral float of the wheelset combined with the brake rigging
clearances to determine if the overhang is temporary.
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If bogie inspection indicates that the overhang is temporary, then the vehicle is suitable for service with
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regular block inspections.
On bogies where the brake rigging is rigidly connected laterally there should be no overhanging blocks.
If found, corrective action shall be taken to adjust the rigging and/or replace worn components.
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If there is any evidence of other wheel defects, the vehicle shall be handled in accordance with the
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If a shoulder has been worn on the edge of the block face, the defect shall be handled as prescribed in
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Section 14.3 below. Note that non-metallic blocks will not necessarily exhibit a definite shoulder as the
overhanging portion tends to break away before achieving a recognisable size.
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Figure 14:2 – Permanent brake block overhang
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Note: The tread ridge as shown in Figure 14:3 could also be caused by a wheelset tracking error. In that
case the tread ridge is accompanied by a greater flange wear on the wheel at the opposite end of the
axle.
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15 Out-of-round wheels
Out-of-round wheels occur where there is excessive variation in the radial measurement of the wheel
tread. The wheel tread circumferential shape could be oval or corrugated but this is generally not
observable to the eye. However, out-of-round wheels produce high impacts when passing over impact
load detectors and produce a characteristic thumping or vibration with train passage.
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ii. A new wheel machined off centre.
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iii. An axle with its centre off by a machining error or a worn axle centre.
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iv. Excessive wheel lathe clamping forces on the wheel rim, generating a three
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peak polygon wheel shape.
(d) Manufacture initiated - This form of out-of-round defect concerns cast wheels with
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unmachined tread (Griffin process). Low areas on the tread can be found on those wheels
adjacent to the remnants of each riser on the front face of the wheel web just inside the
rim. The regular spacing of the risers can produce severe vibrations.
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13 to 18 mm
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Figure A:3 – Flange angle
Flange angle is measured at any point between 13 -18 mm above the tread line point.
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Figure A:5 – Tread hollowing
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Note that the 3 mm hollow wear limit applies at any point across the tread.
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Many rail networks have installed wheel impact load detectors (WILD) to identify tread defects. Where
these systems are installed and the data is recent, the impact force should be used as the primary
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measure to assess the removal of wheels. Where WILD data does not exist or is not current,
measurement of the physical dimensions of the tread defect is the primary method for assessing the
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removal of wheels. When inspecting the defect there could be components of out of round, which can
increase the impact force to a much higher defect classification than the physical size. This should
always be taken into consideration when classing a tread defect. Refer to Figure 4:1 for an example of a
spall approximately 22 mm in size; however, the actual affected area is approximately 110 mm.
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When measuring defects in Sections 5, 6, 7 and 8 the effects of wheel tread geometry such as that
illustrated in Figure C:1 should be taken into consideration, and a review of available wheel impact data
carried out.
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Conspicuous Defect
Size (A spall) - Shall
not be used to rate
defect size
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The length of time a wheel with a tread condition that results in impact loading remains in service may
further alter the tread condition, resulting in increased impact loading. The example shown in Figure C:1
indicates a tread which has started to collapse due to repetitive impact loading. On close inspection the
discolouration reveals a larger defect than that of the spalled area.
Additionally, when reviewing the actual size of a tread defect a straight edge may be used on the tread
defect area, which is rocked back and forth to determine the true affected area. The RIM and RTO shall
agree on limits and removal criteria for impact force levels and the corresponding defect sizes and
duration in service.
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A common type of freight wheel condemning gauge is shown in Figure D:1. Sections D.2 to D.5 show
how to use these example gauges. Each Rail Network or RTO may develop their own specific gauge and
application method for measuring critical wheel dimensions. Refer to Section 5 for limiting dimensions.
Refer to Appendix B for gauges applicable to specific rail networks or operations.
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Figure D:2 – Condemning gauge
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Hold the gauge against the rim back as shown in Figures D:2 & D:3 with the long leg pointing to the
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centre of the wheel. A wheel with an acceptable flange height is shown in Figure D:2. If the flange
touches the high flange section of the gauge, the flange is high (greater than 35 mm) relative to the
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Figure D:2 – Gauging for high flange Figure D:3 - Gauging for high flange
(acceptable) (condemn)
Hold the gauge against the rim back, as shown in Figures D:4 & D:5, with the long leg pointing to the
centre of the wheel. If the flange thickness is satisfactory, the gauge short arm, which is marked thin
flange, should not be able to fit over the flange and allow the tip to make contact with the tread area -
refer Figure D:4. Refer to Section 5 for limiting dimensions for thin flange.
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Figure D:4 – Acceptable Gauging for thin flange Figure D:5 - Gauging for thin flange
(acceptable) (condemn)
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Hold the gauge so that the edge opposite the high flange mark is flush with the tread surface as shown
in Figures D:6 & D:7. The long leg of the gauge should point away from the centre of the wheel. An
acceptable flange angle is where no part of the gauge above the slot is touching the flange surface as
per Figure D:6. If any part of the gauge above the slot at point 'B' touches the flange surface, this
indicates that the wheel has a steep flange - refer Figure D:7.
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Figure D:6 – Acceptable Gauging for thin flange Figure D:7 Gauging for thin flange
(acceptable) (condemn)
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The Rim Thickness is defined according to Figure 3:1. Hold the gauge on the rim back as shown in
Figure 4:9 with the long leg pointing towards the centre of the wheel. Ensure that the tip of the gauge
long arm is touching the wheel tread area. The scale reading adjacent to the rim back edge at point “A”
is the rim thickness – refer to Figure D:8.
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Note: If the back face contains a chamfer, the gauge scale shall be read at the same height as the rim
underside.
Warning gauges (special purpose) may be developed by rail networks or RTOs and used for the
identification of wheels that are approaching the condemning limit but have not reached that limit.
Hold the gauge (1) tight against the rim back face as shown in Figure D:9 and move it downwards until it
touches the front part of the tread. Check the distance between tread and gauge with the feeler (2) at
the position of maximum tread hollowing (hw), wherever this occurs across the tread. Determine the
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value of tread hollowing (hw) with the feeler as follows:
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• Feeler cannot be inserted: hw< 2 mm
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Feeler can be partly inserted: Read the value of hw on the feeler graduation
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• Feeler can be fully inserted: hw> 3 mm
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The repair guidance provided in Appendix E is informative and therefore not provide comprehensive
guide for the repair of wheels.
The guidance is intended to complement the requirements of AS 7514.
The user is to assess whether the repair guidance provided meets their organisation’s operational
environment and risk profile.
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Thermal cracks shall be rectified by turning to a depth that ensures all cracks are eliminated.
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Where significant cracks are identified, the location of the crack should be marked by the wheel lathe
operator on the rim to allow for inspection to ensure the full extent of the crack has been removed.
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After machining, carry out non-destructive crack detection using, for example, magnetic particles, dye-
penetrant or visual inspection.
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The brake system to be checked for correct operation and the correct type of brake blocks on any
vehicle that is detected with thermal cracks.
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Check the axle bearings and related equipment of a bogie found to have spalled or shelled wheels for
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The tread shall be machined to a minimum of 3 mm below the wheel flat defect area. The heat affected
material shall be removed completely; otherwise further issues requiring further re-profiling are likely to
occur once the vehicle returns into service.
The heat affected material can to some extent be identified by its difference in hardness and that it
could contain cracks. By observing the cutting tool, the sound from it, the chip breaking and the shine
from the turned surface as the tool passes over the damaged tread area, it is often possible to judge
when all the heat affected material has been removed.
If the length of the wheel flat is less than 25 mm then cutter blocks may be used in place of brake blocks
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to restore the wheel to serviceable condition after which normal brake blocks shall be fitted.
Alternatively, trim blocks (blocks with an abrasive layer allowed to remain on vehicle) may be used.
Bogies with wheelsets that have been operating with Class 4 wheel flats shall, due to the vibrations
induced, be thoroughly examined for evidence of loose, misaligned or damaged components,
particularly in relation to axle-boxes and bearing adaptors.
Bearings should be removed for inspection after Class 4 wheel flats due to the risk of bearing damage.
For wheels having less than 1 mm depth of build-up on the tread area a cutter block may be used to
restore the wheel to serviceable condition after which a normal brake block shall be fitted.
When rectifying the defect it is important to remove all overheated wheel tread material by machining
to a depth (3 mm minimum) sufficient to completely eliminate the defect.
Unless the cause of the incident is obvious, e.g. a not released handbrake/parking brake, any vehicle
that is found with any amount of scaling on the tread should undergo a single car brake test as soon as
possible.
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The axle bearings and related equipment of a bogie found to have operated with Class 4 scaling on its
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wheels shall be checked for the effects of vibration.
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Axle bearings shall be removed for inspection where Class 4 scaling has occurred.
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If the scale height can be reduced by chipping or grinding before movement of vehicle the speed
restrictions given in Table 8:1 can be moderated according to appropriate subclass (i), (ii) or (iii).
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Tread and flange wear conditions shall be repaired by reprofiling the wheelset.
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Marks on the flange or tread shall be corrected by machining unless they meet the following criteria:
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(b) Located in central region of wheel tread (shaded area in Table 1 for thermal cracks).
(c) Depth less than 3 mm.
(d) Any raised metal around the marks is less than 1 mm above the original tread surface.
Chips on the outer edge of the wheel tread greater than 2 mm in depth or 25 mm in length shall be
removed by machining. Any local rollover shall be treated as a rolled edge.
Marks elsewhere on the wheels less than 3 mm deep may be locally ground to remove sharp edges.
Wheels with scrapes, dents or gouges that cannot be corrected by either of these methods shall be
condemned.
Derailed wheelsets (in the absence of other specific criteria, those which have been involved in a
derailment where the wheelset is derailed for more than 60 metres, or at greater than 15 km/h, or
other abnormal conditions) shall be checked for distortion by using a three point test of the rim to rim
distance, or by measuring the run-out as the axle is revolved between centres or on its own bearings –
refer AS 7517 for tolerance requirements. If a wheel is found to be distorted it shall be condemned.
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Overheated wheels may be repaired by machining to remove any visible surface damage and then a
further 20 mm off the diameter (10 mm off the rim thickness). Wheels should be condemned if they are
at the last turn diameter.
Alternatively, wheels that are severely overheated should be thoroughly inspected for deformation
and/or change of residual stress state. In case large tensile stresses have been formed in the wheel rim,
the wheel shall be condemned.
Various techniques and methods are available for assessing the residual stress levels within the wheel
rim. However, the limits and instructions outlined by the specific operator/maintainer shall be adhered
to. If there is any doubt as to the soundness of the wheel, the wheel shall be condemned. Note that a
procedure for non-destructive assessment of residual stresses in wheels is outlined in EN 13262.
Checking shall be removed by machining to a depth sufficient to ensure all defects are removed.
Magnetic particle inspection or dye penetrant may be used to ensure that the cracks have been
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completely removed.
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Wheelsets with tread defect or wear initiated out-of-round wheels should be machined to the
tolerances given in AS 7517.
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Wheelsets with maintenance initiated out-of-round wheels should have the off-centre defective
component replaced and the wheelset checked against the tolerances given in AS 7517.
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The following referenced documents are used by this Code of Practice for information only:
• EN 13262 Railway Applications - Wheelsets and Bogies - Wheels - Product Requirement.
• Field Manual of the AAR Interchange Rules.
• FreightCorp Examiner’s Pocket Field Manual EFR.0004 dated September 1996.
• Guidance on Railway Wheelset Tread, Gauging and Damage” published by the UK Rail
Safety and Standards Board (UK RSSB GM/GN2497)
• Interfleet report ITLR-T22393-001 "Development of a Wheel Tread Hollowing Gauge".
• International Heavy Haul Association "Guidelines to Best Practices for Heavy Haul Railway
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Operations: Wheel and Rail Interface Issues".
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• John Holland Rail Procedure Rail-Plant-2-100-12 "Rail Wheel Inspection".
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Pacific National Train Inspection Manual TIM 03-08_04 "Wheel Profile & Tread Condition".
Queensland Rail Specification SAF/SPC/0012/RSK "Wheel Defect Identification &
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Rectification".
• RailCorp ESR 0330 "Wheel Defect Manual".
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• RCP-2304 "Identification and Classification of Wheel Defects", Draft Volume 5 from the
Code of Practice for the Defined interstate rail network.
• ROA Manual of Engineering Standards and Practices.
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Brisbane Office
Level 4, 15 Astor Terrace
Brisbane, QLD, 4000
Melbourne Office
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Level 4, 580 Collins Street,
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Melbourne, Vic, 3000
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PO Box 518 ub Pr fec
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Spring Hill, QLD, 4004
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E Info@rissb.com.au
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