GMRT 2466-2003-Railway Wheelsets

Uncontrolled Copy from the catalogue dated Railway
June 2007
Group Standard
GM/RT2466
Issue One
Date June 2003
Railway
Wheelsets
Signatures removed from electronic version Synopsis

This document contains mandatory
requirements which are to be met
during the design of wheelsets and
associated components; inspection
and testing of railway wheelsets at all
stages of manufacture; use, repair and
overhaul of railway wheelsets. It also
mandates the requirements for a
wheelset policy to ensure continued
safe use of railway wheelsets.
Submitted by
This document is the property of the Rail

Safety and Standards Board Limited. It
Karl Reilly shall not be reproduced in whole or in part
Standards Project Manager without the written permission of the
Controller, Railway Group Standards,
Rail Safety and Standards Board.
Authorised by
Published by:
Rail Safety and Standards Board
Evergreen House
160 Euston Road
London NW1 2DX
Anne Blakeney
Acting Controller, Railway Group Standards © Copyright 2003 Rail Safety and
Standards Board Limited
Uncontrolled Copy from the catalogue dated June 2007
This page has been left blank intentionally

Railway Group Standard
GM/RT2466
Issue One
Railway Wheelsets Date June 2003
Page 1 of 88
Contents
Section Description Page
Part A
A1 Issue record 3
A2 Implementation of this document 3
A3 Scope of Railway Group Standards 4
A4 Responsibilities 4
A5 Health and safety responsibilities 4
A6 Technical content 5
A7 Supply 5
Part B
B1 Purpose 7
B2 Application of this document 7
B3 Definitions 8
B4 Principles 12
Part C Engineering policy for wheelsets

C1 Introduction 13
C2 Scope of the train operators wheelset engineering policy 13
Part D Design
D1 Introduction 15
D2 Wheelset and wheelset component and axlebox design philosophy 15
D3 Axle 16
D4 Wheel 17
D5 Axlebox 18
D6 Axle bearings 18
D7 Brake disc 19
D8 Wheelset assembly 19
D9 Wheelset design validation 19
D10 Design requirements for non-destructive testing 20
D11 Geometric interfaces 21
Part E In-service inspections and rectification

E1 Introduction 23
E2 Examination and inspection 23
E3 NDT inspection 26
E4 Wheelset re-profile 27
E5 Records 27
E6 Advice of wheel damage to the infrastructure controller 27
Part F Manufacture, repair and overhaul

F1 Introduction 29
F2 Wheelset and component manufacture 29
F3 Branding requirements 32
F4 Overhaul and repair 34
F5 Non-destructive testing processes 40
F6 Wheelset profiling 43
RAIL SAFETY AND STANDARDS BOARD 1

GM/RT2466
Issue One Railway Wheelsets
Date June 2003
Page 2 of 88
Part G Wheelset dimensions and limits

G1 Introduction 45
G2 Wheelset criteria 45
G3 Record keeping 53
Figure 1 Diagrams identifying parts of the wheel 55

Figure 2 As forged condition axle markings 56
Figure 3 Branding on finish machined roller bearing axles 56
Figure 4 Branding on finish machined plain bearing axle 57
Figure 5 Axle end branding of roller bearing wheelsets 58
Figure 6 Axle end branding of plain bearing wheelsets 59
Figure 7 Branding on monobloc wheels during manufacture 60
Figure 8 Branding on monobloc wheels after assembly 61
Figure 9 Branding on wheel centre during manufacture 62
Figure 10 Branding on tyres during manufacture 63
Figure 11 Branding on tyres and wheels following after assembly 64
Figure 12 Flange height and thickness (new and worn) 65
Figure 13 Wheel tread roll-over 66
Figure 14 Wheel rim distortion 66
Figure 15 Wheel wobble 67
Figure 16 Wheel tread radial run-out 67
Figure 17 Datum for measuring axle body run-out, tread run-out and wheel wobble 68
Figure 18 Critical areas for cracks in wheel tread 68
Figure 19 Step in flange and sharp flange 69
Figure 20 Toe radius build-up 69
Figure 21 Diagram of false flange 70
Figure 22 Wheel web hole geometry 70
Appendices
1 Minimum contents for a wheelset database 71
2 Requirements for labelling of loose wheelsets 72
3 Mandatory wheelset profile limits 73
4 List of key tasks in a wheelset examination 75
5 Records to be retained 77
6 Prohibited processes on wheelsets 79
7 Obtuse crossing – ‘low speed rule’ 80
8 Material cleanliness requirements 84
9 NDT record summary 86
10 Defective axle record 87
References 88
2 RAIL SAFETY AND STANDARDS BOARD

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Part A
A1 Issue record
Issue Date Comments
One April 2003 Original document, supersedes: GM/T0083 issue one,
GM/TT0089 issue one, GM/TT120 issue one,
GM/RT2020 issue one, GM/RT2023 issue one,
GM/RT2025 issue two, GM/RT2026 issue two,
GM/RT2027 issue one, GM/RT2028 issue one and
GM/RT2451 issue one including compliance dates.
This document will be updated when necessary by distribution of a complete

replacement.
A2 Implementation of
this document
The publication date of this document is 7 June 2003.
This document comes into force on 2 August 2003.
The dates by which compliance with the requirements of this document is to be

achieved are set out in Part B2. Where those dates are later than the date on
which this document comes into force, this is to give Railway Group members
additional time to plan and commence implementation so as to achieve full
compliance by the dates set out in Part B2.
This document supersedes the following Railway Group Standards, either in whole
or in part as indicated:
Railway Issue Title RGS sections Date(s) as of

Group No. superseded by which sections
Standard this document are superseded
GM/TT0083 One Wheelset All 4 June 2005

Records
GM/TT0089 One Geometric All 4 June 2005
Interfaces
between
Railway
Wheelsets
and Track
GM/TT0120 One Wheelset All 4 June 2005
Testing
GM/RT2020 One Policy for the All 4 June 2005
Engineering of
Wheelsets
used on
Network Rail
Lines
GM/RT2023 One Wheelset All 4 June 2005
Manufacture

GM/RT2466
Date June 2003
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Railway Issue Title RGS sections Date(s) as of

Group No. superseded by which sections
Standard this document are superseded
GM/RT2025 Two Branding of All 4 June 2005

Wheels, Tyres
and Axles
GM/RT2026 Two Wheelsets: In- All 4 June 2005
Service Safety
and
Maintenance
Attention
GM/RT2027 One Wheelsets: All 4 June 2005
Off-Vehicle
Repair and
Overhaul
GM/RT2028 One Wheelset All 4 June 2005
Design
GM/RT2451 One Magnetic 7 and 8 4 June 2005
Particle
Inspection
All superseded documents are withdrawn with effect from 4 June 2005.
A3 Scope of Railway
Group Standards
The overall scope of Railway Group Standards is set out in Appendix A of
GA/RT6001. The specific scope of this document is set out in Part B2.
A4 Responsibilities
Railway Group Standards are mandatory on all members of the Railway Group*
and apply to all relevant activities that fall into the scope of each individual’s
Railway Safety Case. If any of those activities are performed by a contractor, the
contractor’s obligation in respect of Railway Group Standards is determined by the
terms of the contract between the respective parties. Where a contractor is a duty
holder of a Railway Safety Case then Railway Group Standards apply directly to
the activities described in the Safety Case.
* The Railway Group comprises Network Rail Infrastructure Limited, Rail Safety
and Standards Board Limited, and the train and station operators who hold railway
safety cases for operation on or related to infrastructure controlled by Network Rail
Infrastructure Limited.
Network Rail Infrastructure Limited is known as Network Rail.
Rail Safety and Standards Board Limited is known as RSSB.
A5 Health and safety

responsibilities
In issuing this document, RSSB makes no warranties, express or implied, that
compliance with all or any documents published by RSSB is sufficient on its own
to ensure safe systems of work or operation. Each user is reminded of its own
responsibilities to ensure health and safety at work and its individual duties under
health and safety legislation.

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A6 Technical content
The technical content of this document has been approved by:
Haydn Peers, Principal Traction and Rolling Stock Engineer, RSSB
Jon Taylor, Principal Track and Structures Engineer, RSSB
Enquiries should be directed to RSSB – Telephone: 020 7904 7518.
A7 Supply
Controlled and uncontrolled copies of this document may be obtained from the
Industry Safety Liaison Department, Rail Safety and Standards Board, Evergreen
House, 160 Euston Road, London NW1 2DX.

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Part B
B1 Purpose
This Standard contains the mandatory requirements which are to be met during
the design of wheelsets and associated components; inspection and testing of
railway wheelsets at all stages of manufacture; use, repair and overhaul of railway
wheelsets to ensure that the wheelset geometry is compatible at all times with
acceptable rail and track geometry. It also mandates the requirements for a
wheelset policy to ensure continued safe use of railway wheelsets.
In addition, this document sets out the design requirements for axle bearings that
are an integral part of the overall safe performance of a railway wheelset.
B2 Application of this
document
B2.1 To whom the requirements apply
This document contains requirements that are applicable to RSSB and duty
holders of the train operator category of Railway Safety Case.
B2.2 Compliance requirements

B2.2.1 Trains
Except for specific compliance requirements set out below, the requirements of
this document shall be complied with no later than 4 June 2005.
The following are carried forward from the requirements mandated in the
superseded document GM/RT2451:
All solid axles not previously subject to magnetic particle inspection at overhaul
shall have been tested by:
Locomotives and wagons 1 May 2005

Shunting locomotives and other vehicles 1 May 2007
With the exception of G3.2.3 mandated upon RSSB the requirements of this
document are within the scope of Vehicle Acceptance Body approval.
Action to bring existing railway wheelset designs into compliance with the
requirements of section Part D and section F2 of this document is not required.
The exception is that where vehicles are being modified in the area covered by the
scope of this document, the requirements shall be applied so far as is reasonably
practicable.
B2.2.2 RSSB
The requirements of clause G3.2.3 is be complied with no later than 5 June 2004.
B2.2.3 General compliance requirements

After the compliance dates, or after the date by which compliance is achieved (if
earlier), Railway Group members shall not deviate from the requirements set out
in this document.
Until the compliance dates, or the date by which compliance is achieved (if
earlier), the applicable requirements of the predecessor document shall continue
to be met (see Part A for details).
Where it is considered not reasonably practicable to comply with the requirements

set out in this document, authorisation not to comply shall be sought in
accordance with GA/RT6001, GA/RT6004 or GA/RT6006.
B2.3 Exclusions from the application of this document

The contents of this document apply to RIV vehicles except for clauses C2.2,
E2.3.1, E2.3.2, E2.13, E3.1.4, F3.6, F5.2.1, F6.2.1, G2.1.1, G2.1.2, G2.2, G2.4.2,
G2.6.14, G3.1.1, G3.2.1 and Appendix 3. Alternative arrangements apply to RIV
vehicles that contain equivalent requirements.

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Except for the requirements set out in clauses G2.2, G2.3, G2.6.1, G2.6.12 to
G2.6.15 and Appendix 3 the contents of this document do not apply to rail
mounted maintenance machines and road-rail vehicles as set out in GM/RT2402
and GM/RT1300 respectively. The requirements for these are set out in
GM/RT2402 and GM/RT1300.
B2.4 Supporting documents

This document will be supported by a RSSB Approved Code of Practice
GM/RC2566 Recommendations for Railway Wheelsets, due for publication in
August 2003.
B2.5
This document has yet to be fully analysed for conformity with the Technical
Specification for interoperability relating to the rolling stock subsystem of the trans-
European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC
(High Speed TSI). Where conflicts are identified between this document and the
High Speed TSI, GE/RT8050 sets out the course of action to be followed.
B3 Definitions
AAR
Association of American Railroads.
Approved procedure
A procedure written by a technically competent authority that has been approved
within the Certificate of Conformance for Vehicle Maintenance by a Vehicle
Acceptance Body as set out in GM/RT2000.
Axlebox
The structure, including cartridge bearing adaptor, which houses, or is in contact
with, the axle journal bearing and provides an interface with the bogie and/or
suspension arrangement.
Axle run-out
The total radial displacement measured at the centre of the axle when it is rotated
on rollers supporting the wheelset bearing journals.
Certificate of competence [in non-destructive testing]

A certificate of competence is the qualification given to operatives after training,
and when an appropriate examination has been passed in one or more of the
following areas: eddy current testing, penetrant testing, magnetic testing, general
ultrasonic testing, ultrasonic testing of railway axles, radiographic testing.
Change
A process where a component is removed and a new or overhauled part is fitted in
its place.
Change of use
Where a wheelset is fitted to a different design of vehicle to that originally intended
by the wheelset designer, or where the vehicle is to be used in a different way,
which alters the loads experienced by the wheelset.
Check
Determine a particular nominated condition before, during or after repair or
overhaul.
Clean
Use an approved method to remove all dirt, deposits, corrosion products, oil,
grease-based compounds and protective coatings which are not correctly
adhering to the surface, for example, loose paint.
Cold stamping
Alpha-numeric stamping performed on the component whilst it is at ambient
temperature.

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Completion of journey
The depot, siding, platform line or other authorised place where the train:
a) reaches its destination
b) is required to have a vehicle attached or detached
c) is required to terminate short of its destination as a result of defective on-train

equipment or other operational reason.
Defect / defective
Any fault(s) in a component, or assembly, which may prevent the component, or
assembly, from fulfilling its design purpose.
Design life
The total time or distance over which a wheelset is intended to provide a defined
standard of performance while subject to a pre-defined regime of maintenance,
repair and overhaul.
Direct supervision
Supervision involving the presence on site of the supervisor, where the supervisor
by virtue of greater experience and higher qualifications maintains responsibility
for the activity being undertaken.
Drag brake
A partial brake application that is sustained for a period of time to hold the speed
of a train constant when descending a falling gradient.
Examine
Use of visual methods to determine the general condition of a component or
assembly.
Failure
Any occasion on which a wheelset develops a defect, that has the potential to
cause or contribute to a derailment.
Freight train
Vehicles designed and used for carrying payloads which do not include people.
Gauge
Determine a nominated dimension by using suitable measuring equipment.
Hollow axles
An axle that has a hole through its centre by means of which the axle is subject to
a routine, internal, non-destructive testing process.
Hot stamping
Alpha-numeric stamping performed on the component whilst it is in the red-hot
state during manufacture.
Inspect
Determine conformity to required standards.
Integral disc braked wheel

A wheel where the wheel web itself acts as the friction surface for the brake pad.
Interference fit
The shrink or press fit between a wheel centre and a tyre or between the axle and
any item, other than a wheelset bearing.
Longitudinal indication
A linear indication obtained when carrying out non-destructive testing which lies
o
parallel to the longitudinal axis of the axle or which is less than 45 out of parallel.

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Magnetic particle inspection

Magnetic particle inspection (MPI) is a method of detecting surface, or near
surface, discontinuities in magnetisable materials by the generation of a magnetic
flux within the material and the application of suitable ferromagnetic particles to
the surface, so as to render the discontinuity visible.
Maintenance
The routine process of examination, inspection, measurement and lubrication
which, together with the completion of identified repairs, ensures the wheelset
remains safe throughout its current service life.
Manufacture
All the processes and assembly operations which culminate in the production of a
completely new wheelset.
Monobloc wheel
A wheel comprising a hub, a wheel web and rim with the full wheel tread profile
manufactured from a single piece of steel as a single entity.
Non-destructive testing
Non-destructive testing (NDT) is the process of examination of a wheelset to
enable its integrity to be assessed by a means which does not compromise the
service life or the design life of the wheelset.
Non-passenger vehicle
Vehicles such as locomotives, power cars, driving van trailers and on-track
machines that do not carry people other than operational staff in the course of
their duties.
On-track machine
Any rail-mounted machine, whose primary function is for the renewal,
maintenance, inspection or measurement of the infrastructure, meeting the
requirements of GM/RT2400 and permitted by the Rule Book to be moved, either
self-propelled or in train formation, outside a possession. This definition includes
all vehicles classified as on-track machines in accordance with clause 6.4 of
GM/RT2000 issue 2.
Overhaul
Any attention given to the wheelset when it is removed from a vehicle or bogie and
when an interference fit is broken.
Overheated wheel / tyre

A wheel or tyre which is running, or has run, at a temperature higher than that
allowed for in the design. This may be due to a dragging brake or where the
bearing has been running hot or other abnormal circumstance.
Passenger vehicle
Vehicles designed and used for carrying passengers who are fare-paying
customers.
Personnel vehicles
Vehicles used for the carriage of non-operational staff, including contractors.
Power cars
A non-passenger vehicle which provides, as its principal function, traction power
for a trainset of which it is an integral part.
Rail mounted maintenance machine

Rail mounted maintenance machine (RMMM) is a vehicle that can travel on-rail
under its own power system. Such vehicles are not allowed to operate, work or
travel outside possessions.

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Retaining ring (Gibson)

A split ring of material used to retain the tyre on the wheel centre.
Re-manufacture
All the processes and assembly operations which culminate in the production of a
wheelset which incorporates a new axle but also incorporates re-used
components.
Repair
The physical attention given to the wheelset to enable it to remain safe throughout
its current service life. Such attention does not require the breaking of any
interference fit.
Regolamento Internazionale Veicoli

Regolamento Internazionale Veicoli (RIV) are, for the purposes of this document,
vehicles registered for international traffic, (not foreign registered vehicles in
internal traffic, where the origin and destination are both within the UK, and not UK
registered vehicles).
Road-rail vehicle
A vehicle that can travel on the road and also travel on rail by virtue of a rail wheel
guidance system under its own power meeting the requirements of GM/RT1300.
Such vehicles are not allowed to operate outside possessions.
Roll-over
A burr of extruded material forming on the outer rim side of the wheel during
service by plastic deformation.
Rolling contact fatigue

A series of fine, typically closely spaced cracks in the centre of the wheel tread
which eventually form a complete circumferential band of cracks but may be more
extensive.
Service life
The time or distance over which a wheelset safely continues to meet defined
technical standards before overhaul is required.
Sharp flange
A sharp corner on the flange tip.
Technically competent authority

A company, or person, having proven competence in a particular technology or
process and being independent of the company requiring the services of the
technically competent authority.
Thermal crazing
A pattern of fine, superficial cracks in the wheel tread or web caused by the
thermal, rubbing input from the brake block or pad.
Toe radius build-up

Extruded material on the flange tip.
Transverse indication
A linear indication obtained when carrying out NDT which lies transverse to the
o
longitudinal axis of the axle, or which lies at an angle of 45 or greater measured
to the longitudinal centre-line.
Tread run-out
The total radial displacement measured at the wheel tread when the wheelset is
rotated on rollers supporting the wheelset bearing journals.

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Tyred wheel
A wheel which comprises at least a wheel centre and a separately manufactured
tyre.
UIC
Union Internationale de Chemins de Fer.
Ultrasonic testing
Ultrasonic testing is a process in which high frequency sound waves are
transmitted through materials such that the reflections can be analysed to find
imperfections in the material. Ultrasonic axle testing (UAT) is when the process is
applied to railway axles.
Wheel centre
The wheel hub, web and rim on which a tyre is fitted.
Wheelset
A complete unit comprising an axle and two complete wheels together with any
gear wheels, brake discs, etc, but without axle bearings and their end caps,
spacers, seals and other associated fittings. Figure 1 of this document identifies
the relevant features of both tyred and monobloc wheels.
Wheelset database
A documented, maintained set of up-to-date data for each wheelset design, and
each type of vehicle.
Wheelset management
All aspects of manufacture, assembly, handling, service use, examination, testing,
inspection, maintenance, repair, overhaul and disposal which the train operator
shall actively require and control.
Wheel wobble
The total axial displacement of the wheel tread when the wheelset is rotated,
measured at the flange back.
B4 Principles
This document supports elements of HMRI Railway Safety Principles and
Guidance Part 1: Principle 30: Running Gear.
‘The running gear should guide the train safely along the track.
The factors for consideration should include:
a) compatibility of the wheel and rail interface.
h) the risk and effects of component failure, particularly of wheelsets and

bearings.
…’

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Part C Engineering policy for wheelsets

C1 Introduction
This section is a descriptive introduction to Part C. It does not contain mandatory
requirements.
Part C contains the policy requirements for wheelsets that are to be operated on
Network Rail controlled infrastructure. It covers both the principles adopted by the
train operator to ensure continued safe operation of railway wheelsets and how
those principles are to be implemented to meet the requirements of this document.
The policy is the means by which the train operator demonstrates how the safety
of wheelsets in their control are to be managed. The policy is to be referenced in
the applicable Railway Safety Case. Also, the applicable Railway Group
Standards are to be identified and how compliance is to be achieved with these
standards.
The engineering policy for wheelsets is to indicate the practices that are to be
adopted with regard to specific responsibilities of the train operator. The means
by which these are to be addressed is to be included in the policy.
The train operator’s maintenance plan(s) is to include details of how the wheelsets
under their control are to be maintained. The plan(s) is to identify the
maintenance instructions and procedures, together with the periodicity of routine
examinations for the vehicle classes being operated.
C2 Scope of the train

operators wheelset
engineering policy
C2.1 Railway Safety Case requirements
Each train operator shall have a documented wheelset engineering policy, setting
out how all wheelsets that fall within the scope of that train operator’s responsibility
are managed to ensure that each wheelset complies with relevant Railway Group
Standards, is fit for purpose and safe to operate. The scope of a wheelset
engineering policy shall include all vehicles operated or hauled by a train operator,
including those owned by third parties. It is permitted to delegate tasks required to
formulate or implement the policy but responsibility for the adherence to policy and
for the effectiveness of the policy shall remain with the train operator.
C2.2 Maintenance plan

RIV vehicles are excluded from the requirements of this section.
C2.2.1
The train operator shall produce a maintenance plan which includes the wheelset
examinations as set out in this document. The plan shall detail the frequency of
the examinations or the occasions when an examination is required. The
requirements for certification of the maintenance plan are set out in GM/RT2004.
C2.2.2
The maintenance plan shall identify all specifications and procedures for wheelset
maintenance, which shall be applied at a frequency adequate to ensure that the
wheelset is at all times in compliant condition with no exceedance of limits or
tolerances.
C2.2.3
The maintenance plan shall identify all processes used on a wheelset, including
examination, inspection and testing.
C2.3 Data records

The policy shall detail arrangements to ensure that the wheelset data records are
established and maintained, such that each wheelset/vehicle application is
completely documented. The minimum contents of the wheelset data records are
given in Appendix 1.

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C2.4 Audit and review

The policy shall define the arrangements for the regular review of the policy and its
subsidiary procedures, specifications and instructions, together with a regular
audit of their application.
C2.5 Special examinations

The policy shall include provision for special examinations where this is indicated
by service history.
C2.6 NDT testing

The policy shall require that wheelsets and wheelset components are only to be
tested by operators, facilities and equipment that have been certificated. The
procedures used shall be specific to the wheelset/vehicle application and the
procedure shall have been validated.
C2.7 Provision of services and equipment

The policy shall detail the arrangements to ensure that wheelsets are only
procured from the list of qualified suppliers held by RSSB. Where wheelsets are
procured through an agent, the source of the original supply shall meet the
requirements of GM/RT2470. The specific arrangements for qualification of
suppliers of wheelsets and/or components for wheelsets for use on wheelsets are
set out in GM/RT2470.
Further requirements for the provision of other safety-critical material and services
are set out in GM/RT2450 and the requirements for NDT applications are set out
in GM/RT2005.
C2.8 Wheelset traceability

The train operator shall ensure the traceability of each wheelset and that complete
records are maintained with regard to each wheelset.
C2.9 Handling and care of wheelsets

Wheelsets which are not in service under vehicles and components prior to
assembly shall be protected, stored, handled and transported in a manner which
is not detrimental to the wheelset/component life. Processes prohibited on
wheelsets are set out in Appendix 6.
C2.10 Loose wheelset identification

Wheelsets that are not fitted to a vehicle shall be clearly and durably labelled at all
times. Appendix 2 sets out the labelling requirements.
C2.11 Wheelset failures

All wheelset failures (as set out in section B3) shall be recorded. The failed
wheelset shall be placed in quarantine, and identified for possible further
examination and tests in accordance with the requirements of this document.

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Part D Design
D1 Introduction
This section is a descriptive introduction to Part D. It does not contain mandatory
requirements.
Part D mandates the criteria and constraints to be considered when designing

wheelsets. Lists of factors to be considered in wheelset design have been
included to assist the designer. These are not exhaustive and other factors are to
be considered as necessary.
It is necessary to demonstrate that new, unconventional or novel features

incorporated into a wheelset design satisfy the requirements set out in this
section.
Every axle is to be capable of being fully tested by a suitable NDT technique. The
NDT procedure is to be validated on a full-size axle, complete with wheels and
other interference fit components as appropriate.
D2 Wheelset and
wheelset component and
axlebox design
philosophy
D2.1 Methodology
Axles, wheels, wheel centres, tyres, axleboxes, gearwheels, final drive units and
brake discs shall be designed using predictions of service loads so that the fatigue
life is not finite. The brake disc fasteners shall have a life commensurate with the
life of the brake disc and not be re-used when removed at overhaul or
maintenance. Wheelset components shall have lives commensurate with the
wheelset duty life.
For axles, the design objectives shall include the requirement that in-service
stresses never exceed the upper limit related to a formal recognised design
method. For other wheelset components, a fatigue damage tolerant approach is
permissible. All designs shall include a factor of safety. All component designs
shall incorporate safety factors appropriate to the uncertainties of the assumptions
made.
For monobloc wheels only, it is permissible to reduce the rim thickness at the final
re-profiling such that the fatigue life becomes finite; the predicted fatigue life of the
wheel after the final re-profiling shall be not less than three times the remaining
service life. In calculating the predicted fatigue life due cognisance shall be taken
of, but not limited to:
a) the steel cleanliness levels
b) the permitted defects in the wheel rim, in accordance with clause F2.2.3(b) of
this document
c) residual stress distribution in the worn wheel
d) transient loading at the tread corner when negotiating switches and

crossings.
D2.2 Wheelset component fatigue life

The design life of components mounted on the wheelset, not specifically identified
in this document, shall be greater than the time and/or distance between specified
maintenance/overhaul periods for the wheelset.
D2.3 Consistent design, manufacture and maintenance philosophies

The definition of load cases, material condition and properties, allowable stresses
and maintenance regime for each component shall be mutually consistent.

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D2.4 Material properties

The permissible stresses shall be consistent with the physical and fatigue
properties of the material.
D2.5 Corrosion protection

Details of the wheel and axle surface coating and corrosion protection system, as
specified for the wheelset design, shall be included on the wheelset drawings.
D2.6 Wheelset electrical continuity

The wheelset shall be designed and tested to meet the requirements of BS 5892,
Part 6.
D2.7 Innovation / development

Where new or improved design methods, manufacturing processes or materials
become available which conflict with any of the requirements of this document,
then before use, each and every novel feature shall be tested and proven by a
technically competent authority and the results documented. It is then permissible
to use such features following authorisation to do so in accordance with the
requirements set out in clause B2.2.3.
D2.8 Materials
The materials permitted to be used in the manufacture of wheelset are identified in
Part F of this document.
D3 Axle
D3.1 Axle design
Axles shall be designed using a recognised proven method taking account of, as a
minimum, the following:
a) maximum operational speed and cant deficiency
b) maximum stresses that satisfy non-finite fatigue life requirements
c) characteristic of loads applied to the axle, including vehicle loads, track

inputs, wheel tread damage, transmission components and forces, braking
forces, effects of wheel-slide and wheel-slip systems, etc
d) loading regimes which could adversely affect the axle life, such as torsional
vibrations
e) the geometry between the axle features
f) the effects of interference fits on the axle
g) all potential stress concentrations and method of their elimination, for

example, surface finish, geometry
h) the material and heat treatment process to be used
i) manufacture process including surface finish
j) compatibility with non-destructive testing techniques that are to be applied to

the axle during its life
k) effects of impact damage to the axle surface
l) effects of corrosion where the protective coating has been damaged
m) effects of thermal and mechanical interaction between the brake disc and the
mounting on the axle.
The above list is not-exhaustive.

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The additional design requirements shall take into account all predictable fatigue
loads and all other factors that influence the design life or the factor of safety. The
risks of any axle design failing shall be no worse than an equivalent axle in
operation on Network Rail controlled infrastructure.
D3.2 Axle design and corrosion protection compatibility

The axle design shall take account of the corrosion protection system defined in
the design documentation. It is permissible to have no corrosion protection,
provided that the axle design is consistent with this policy.
D3.3 Axle NDT

The axle design shall make provision for NDT inspections at manufacture and
during its service life.
D4 Wheel
D4.1 Wheel design
All new vehicles shall be fitted with monobloc wheels. The requirements of clause
D2.1 apply to the design of monobloc wheels. Alternative wheels, for example
tyred wheels or resilient wheels, shall be permitted only via an application in
accordance with the requirements set out in clause B2.2.3.
The design process shall cover all the proof and fatigue loads and other design
factors predictable throughout the required design life.
Wheel design shall include assessment of the most severe thermal loadings
induced through braking. This shall include drag braking and the most severe
repeated braking cycle to be experienced by the vehicle, including an additional
stop to represent peak thermal loading during the cycle.
As a minimum the following effects shall be taken into account, in addition to those
considered for the axle in clause D3.1:
a) thermal effects on the wheel to axle fit
b) thermal strains imposed by friction brake components
c) the full range of wheel dimensions permitted
d) effects of thermal and mechanical interaction between the brake disc and the
mounting on the wheel.
D4.2 Rim width

The wheel rim width requirements are set out in clause G2.2.
D4.3 Selection of tread profiles

The tread profile shall be selected only from those that have been accepted for
use on Network Rail controlled infrastructure, as listed in Appendix 3. The tread
profile shall be selected to suit the vehicle and suspension design, taking account
of the effect on the wheel rail interface.
D4.4 Introduction of new profile designs

If a profile other than one of those identified in Appendix 3 is required, a non-
compliance in accordance with clause B2.2.3 is required. New tread profiles shall
satisfy the requirements for flange height and thickness as set out in this
document and the limitations on track forces as set out in GM/TT0088. Additional
guidance included in the supporting technical commentary GM/RC2513.
When submitting an application in accordance with clause B2.2.3, additional data,

including a drawing, shall be provided for inclusion in a revision to Appendix 3 of
this document.
D4.5 Wheel to axle fit

Wheels shall be shrunk or pressed onto the axle using a method permitted by
BS 5892, Part 6.

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D4.6 Wheel balancing

The wheel design shall make provision for balancing using a method that does not
require creation of holes in the wheel, such a method is defined in BS 5892,
Part 3.
D5 Axlebox
D5.1 Axlebox design
The requirements of clause D2.1 apply to axlebox design. Additional
requirements relating to the axlebox design are set out in GM/RT2100. The
design process shall cover all the proof and fatigue loads and other design factors
predictable throughout the required design life.
In addition to those applicable effects listed for the axle in clause D3.1, the
axlebox, as a minimum, shall ;
a) ensure adequate location of the wheelset
b) ensure accurate alignment of the wheelset in longitudinal, lateral and yaw

orientation within the vehicle/bogie
c) be compatible with track mounted hot axle bearing detection equipment, as

set out in GE/RT8014
d) maintain its integrity in the event of a bearing failure.
D5.2 UAT access

The axlebox and/or end covers shall be designed to facilitate access to the axle
for UAT inspection.
D6 Axle bearings
D6.1 Axle bearing considerations
The axle bearing design life shall be determined using a recognised proven
method, taking the following factors into account, as a minimum:
a) radial, lateral and torsional loading, including mechanical loads appropriate to

the input from track and vehicle
b) additional load inputs due to the effects of predictable wheel tread defects, for
example, wheel flats
c) the loads that can be attributed to the accumulated tolerance in the assembly
and parasitic forces that can be produced within the suspension arrangement
d) the full range of operating duties, rotating speeds and loads
e) selection of bearing grease, taking into account increasing water content of

the grease over time
f) climatic conditions
g) thermal inputs.
D6.2 Bearings / axlebox sealing

Sealing shall be provided for the axle bearings to restrict ingress of water and
other foreign substances, and loss of lubricants.
D6.3 Axle bearing electrical damage

Arrangements shall be in place to control the risk of axle bearing failure through
the passage of electrical current. It is permissible to include axle current return
brushes.

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D7 Brake disc
D7.1 Brake disc design considerations
Where fitted, the brake discs shall be designed to meet the requirements of clause
D2.1. The process shall cover all the proof and fatigue loads and other design
factors predictable throughout the required design life. The thermal and
mechanical loads transmitted to the mounting arrangement shall be consistent
with those used in the wheel and/or axle design, as identified in clauses D4.1 and
D3.1 respectively.
As a minimum the following effects shall be taken into account:
a) mechanical loads appropriate to the input from track and vehicle
b) centrifugal loads, for example on fasteners of split discs
c) localised and bulk thermal inputs
d) braking loads
e) effects of thermal and mechanical interaction between the brake disc and the
mounting on the wheel or axle.
D8 Wheelset assembly
D8.1 Security
All wheel, or axle, mounted components shall be designed to remain secure for
the service life of the wheelset or those components. This security shall be
assured over the full temperature ranges.
D8.2 Interference fits

Wheels, and other components that are secured to the axle by interference fit,
shall be designed to remain secure over the appropriate temperature ranges.
D8.3 Back-to-back dimension

Wheelsets shall be designed to have a back-to-back dimension, as set out in
clause G2.3.
D9 Wheelset design
validation
D9.1 Validation requirements
All new designs of wheelset shall be fully tested using methods appropriate to the
application to demonstrate that it satisfies the requirements set out in this
document. Evidence that the requirements of this document have been met shall
be submitted as part of the vehicle engineering acceptance.
D9.2 New, novel and unconventional features

Wheelset designs which embody new, unconventional or novel design features,
new materials and/or new manufacturing processes shall be fully tested in
accordance with clause D9.3. Prior to testing on Network Rail controlled
infrastructure, practical and theoretical methods shall be used to demonstrate that
the wheelset is safe to use at all times during any experiment, trial or development
testing.
These trials shall be complete and have demonstrated that the wheelset design
and manufacture conform to safety and service requirements to the satisfaction of
a technically competent authority before the wheelset is accepted for regular or
service use.

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D9.3 Validation methods

All new designs of wheelset, or existing designs new to operation on Network Rail
controlled infrastructure, shall be validated. Acceptable methods of validation to
prove the integrity and suitability of a wheelset are:
a) full-scale fatigue tests at the maximum stress ranges used in the design
calculations with a load regime no less onerous than that experienced in
service
b) fatigue life prediction calculations using stress ranges and various effects as
in a) above including thermal loadings, where appropriate, and the material
properties obtained from tests on specimens machined from an actual
component or accredited, published data for the same grade of material
produced in a manner similar to that of the component, with either:
i) strain history under service loads, obtained from strain-gauged tests,

used as an input to fatigue life calculations, or
ii) service trials to gather stress and strain histories for use in fatigue life
calculations
c) satisfactory service on a major railway system under operating conditions

equivalent to those prevailing in the United Kingdom with evidence to show
that the requirements of this document are met and that the operating
conditions are equivalent.
Wheels subject to thermal loads shall be required to demonstrate that the tread is
dimensionally stable under the most extreme thermal braking load case and do
not move axially.
D10 Design requirements

for non-destructive
testing
D10.1 Axle design for NDT
All new features in axles, and all new designs of axles, shall be shown to be
capable of being fully tested using NDT techniques. A technically competent
authority shall validate NDT procedures through practical means to demonstrate
that all defects which are critical, as specified during the design, are detectable
using the approved procedure both before entry into service and during service, as
set out in GM/RT2005.
D10.2 NDT Procedures

An NDT procedure shall be produced specifically for each wheelset / vehicle
application. The train operator shall ensure that a validated procedure is available
for all the components to be tested. The procedure shall recognise limitations of
the methods which can be adopted, the areas to be examined and the desired
defect level which can be detected by the procedure. The desired defect level
shall be either:
a) the minimum which can be detected using a particular technique both for the
axle body and for specific critical axle areas, which can be achieved without
generating excessive noise levels, or
b) that set by the design and fatigue consideration when the wheelset is
designed or during subsequent analysis by a technically competent authority.
D10.3 NDT procedure approval

The approval of NDT procedures for wheelset and wheelset component testing
shall be performed by personnel qualified in accordance with GM/RT2005.

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D10.4 NDT inspection periodicity

The train operator shall obtain from the designer of a new axle a recommended
NDT periodicity based on the minimum crack size which can be found reliably by
the approved NDT procedure and the crack growth rate predictions based on the
stresses to be experienced by the axle. The periodicity of NDT shall be such that
a defect insufficiently large to be detected at one examination does not propagate
to a critical size before the next examination.
D11 Geometric interfaces

D11.1 Safety at obtuse crossings
Vehicles / wheelset arrangements shall comply with the ‘low speed rule’ set out in
Appendix 7 under all loading conditions. This rule covers the low speed operation
over crossings on curves with applied lateral forces from external sources such as
the wind and adversely canted track.
Where the diameter of a wheel, when fully worn, is 660 mm or greater, and the
chosen tread profile is in accordance with Appendix 3, it is permissible to assume
that this rule is satisfied.

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Part E In-service inspections and

rectification
E1 Introduction
This section is a descriptive introduction to Part E. It does not contain mandatory
requirements.
Part E deals with the safety requirements that are to be applied by the train
operator to wheelsets whilst in-service. This includes routine maintenance,
inspection, examination and testing that are to be applied between overhauls and
repairs. The examinations and inspections are to be of sufficient frequency such
that the wheelsets are maintained within the criteria specified in this document and
therefore fit for purpose. Wheelsets are to receive appropriate remedial action to
ensure they remain compliant with the requirements of this document. The train
operator is to undertake special examinations as conditions and service history
require.
E2 Examination and
inspection
E2.1 Safety examination
E2.1.1
The objective of the safety examination is to determine, by visual examination, that
the wheelset is safe to remain in service.
The vehicle maintenance plan shall identify the frequency and content of planned
safety examinations and the requirements to undertake specific safety
examinations under defined circumstances to maintain the safety of wheelsets.
Wheelsets shall be examined whenever a vehicle is presented for:
a) wheelset maintenance, as set out in the vehicle maintenance plan
b) general vehicle condition examination
c) vehicle repair that affects either the wheelsets, bogies or suspensions
Additionally, wheelsets shall be examined whenever required by the following:
a) receipt of an incident report, for example rough riding, striking an object,

unusual noise, wheel flats, etc
b) report of a wheel load impact detector exceedance
c) activation of a hot box detector
d) brake drag
e) identification of other deficiencies associated with wheelsets, for example

identified by Urgent Safety Related Defect Reports (see GE/RT8250).
E2.1.2
It is permissible for the scope of an examination to be vehicle or wheelset specific.
The examination content shall include those elements listed in Appendix 4 that are
applicable to the scope of the specific examination being undertaken. All
observations shall be recorded.
E2.1.3
Wheelsets observed with cracks, damage, overheating, thermal crazing, wear,
movement of an interference fit or other deficiency shall be assessed by
measurement or gauging, as set out in Appendix 4, to determine whether the limits
specified in Part G of this document have been infringed.

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All gauges and measuring equipment shall be calibrated.
Defective wheelsets shall be rectified in accordance with an approved procedure

before being authorised for further service.
E2.2 Tread profile damage

The train operator shall ensure that wheelsets are regularly inspected for tread
damage. When such tread damage is found it shall be measured, reported and
recorded. Where it exceeds the limits set out in Part G of this document the
wheelset shall be withdrawn from service and rectified or be sent for repair.
Where the damage is such that it is not specifically detailed by this document,
advice and appropriate action shall be sought from a technically competent
authority before the wheelset is repaired or overhauled or returned to service.
E2.3 Tread profile limits

E2.3.1
The train operator shall ensure that wheelsets tread profiles remain within the
specified limits for the appropriate profile by regular inspection/measurement of
flange height and thickness, as defined in the maintenance plan.
The profile limits are set out in Part G and Appendix 3 and shall be checked using
an appropriate gauge to determine acceptability of the profile. Flange height and
flange thickness shall be measured as shown in Figure 12. Wheel profiles shall
be rectified before the profile limits are infringed, including the limits for tread roll-
over, rim distortion or false flange (see Figures 13, 14 and 21). Remedial action
shall be in accordance with an approved procedure. This section does not apply
to RIV vehicles.
Where the profile is outside permitted limits, or where there is tread roll-over, rim
distortion or false flange (see Figures 13, 14 and 21), remedial action shall be
taken in accordance with an approved procedure. This section does not apply to
RIV vehicles.
E2.3.2
The train operator shall have inspection and maintenance processes that ensure
the wheel geometry is always within the defined limits. As part of the routine
inspection, as required by Part C of this document, the train operator shall require
sufficient frequency of measurement to ensure that wheel diameters and tread
profile, including uneven tread profile wear, are maintained within the limits set out
in this document at all times. This section does not apply to RIV vehicles.
E2.4 Associated components

When visually examining the wheelset, other components attached to the
wheelset shall be examined at the same time:
a) Axleboxes and bearings shall be externally examined for damage, missing

components, grease/oil loss, water ingress, signs of having run hot. Any
indication of these or a suspect bearing shall require further investigation.
b) Brake discs and integral disc braked wheels shall be examined for security
and completeness. A check shall be made that thermal cracking, distortion
and wear are within the limits set out in the applicable specification.
E2.5 Hot axle box

Where a wheelset has been reported as having a hot box or bearing, then it shall
be visually examined in accordance with the requirements set out in section E2.1
and clause E2.4.
Plain bearings reported for having run hot shall be examined to ascertain whether
there has been copper penetration into the journal. If copper penetration is
suspected then the axle to be scrapped in accordance with clause F4.4.2.
Any deficiencies shall be corrected before the wheelset is returned to service.

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E2.6 Overheated wheel

Where a wheel has overheated or is suspected of overheating, then the wheel
shall be examined in accordance with the requirements of Part G and Appendix 4,
particularly checking the back-to-back dimension.
E2.7 Corrosion protection

The train operator is responsible for maintaining the integrity and quality of the
corrosion protection of the wheelset at all times. Damaged corrosion protection
systems shall be repaired to an approved procedure.
E2.8 Managing wheelsets off vehicles

No wheelset shall be used when;
a) any dimension or damage exceeds the limits prescribed in this document
b) a prohibited process has been applied to the wheelset, as set out in

Appendix 6 of this document
c) other aspect of the wheelset which can influence safety is outside the limits
prescribed by this document
The train operator shall ensure that any such wheelset is quarantined, clearly
labelled and referred for investigation, repair, overhaul or scrap, as appropriate.
The overhauler / repairer of a defective wheelset shall be advised of the reason for
rejection and whether any particular investigations are required. Before an axle is
scrapped it shall be subject to NDT, as required by clauses F4.4.6 and F4.4.7.
E2.9 Replacement wheelsets

E2.9.1
When a wheelset requires replacement, the diameter of the replacement wheelset
shall be within the limits set for compatibility with the other wheelsets on the
vehicle, as set out in clause G2.1.4.
E2.9.2
Replacement wheelsets shall have valid NDT certification, as set out in section
E3. The requirements for any wheelset change are set out in clause E3.2.
E2.9.3
The full records relating to a wheelset shall be updated, including entries on
computer systems, before the wheelset is despatched from the depot or site at
which it has been removed from a vehicle.
E2.10 Collision and derailment

Wheelsets that have been involved in a collision, struck an object on the track or
derailment, shall be inspected for damage in accordance with the requirements of
sections E2.1, Part G and Appendix 4, specifically including the following:
a) measurement of back-to-back dimension
b) NDT axle examination.
It is permissible to rectify minor damage to a wheelset arising from a collision or

derailment. Rectification shall be in accordance with an approved procedure
either through an existing maintenance plan or through a new specific procedure.
The repaired area shall be confirmed defect free using an approved NDT
procedure by certificated operatives.
Wheelsets with minor tread damage (following collision or striking an object on the
track) and with no visible damage to the axle, are excluded from the requirements
to undertake an axle NDT examination.
Wheelsets that cannot be rectified shall be removed from service and sent for
overhaul.

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E2.11 Requirements for old axles

Wheelsets over 40 years old are permitted only to continue in use subject to
continuation of meeting the required tests and examinations as set out in this
document. The maintenance plan shall ensure that:
a) such wheelsets are subject to NDT at a periodicity half that of similar axles
less than 40 years old
b) the axle is identified with an ‘X’ stamped in front of the

manufacturing / assembling contractors code
c) the wheelset database is updated to recognise the increased frequency of

NDT.
E2.12 Wheelset change of application

E2.12.1
Before any change in the duty of a wheelset type is permitted, for example under a
different type of vehicle, the train operator shall undertake a documented review of
the implications of the proposed changes. The review shall assess the risks to the
wheelset, the track and the interface between the two. Any change of use shall
not increase the risk of operating the wheelset above that of a newly designed
wheelset. Any change of NDT periodicity shall be in accordance with clause E3.3.
Where changes affect the mandatory standards, including change of wheelset

duty, then the vehicles shall be re-certificated in accordance with GM/RT2000.
E2.12.2
Before a change of use is implemented, including where the wheelset is under the
same vehicle, all wheelsets fitted to the vehicle shall comply with the specified
NDT interval in accordance with the applicable NDT procedure for that vehicle.
E2.13 Wheelsets used in corrosive applications

The train operator's policy shall contain provisions to ensure that where a wheelset
regularly comes into contact with materials that contaminate or cause corrosion of
the axle, it shall be inspected by NDT at a frequency to ensure that defective
wheelsets are withdrawn from service. This frequency of NDT shall be
maintained, even after a change of use to a less corrosive cargo, until the axle is
overhauled, stripped of protective coating and subjected to MPI or a similarly
sensitive method of NDT. This clause does not apply to RIV vehicles.
E2.14 Design or material change

E2.14.1
Where the design or specification of wheelsets or components has changed since
the originals were made, it is permissible to use existing wheelsets for the
remainder of their life.
E2.14.2
The train operator shall establish the standard or specification to be used for the
manufacture of replacement wheelsets or components.
E3 NDT inspection
E3.1 NDT requirements
Every wheelset shall be subject to regular NDT in accordance with sections D10
and F5 of this document. The NDT periodicity shall be specific to the vehicle type,
wheelset type and duty cycle.
E3.2 NDT periodicity

Wheelsets shall be subject to NDT inspection in accordance with the periodicity
set out in the relevant maintenance plan(s). It is permissible for the testing
periodicity to be either time or distance based but in any event the period between
testing shall not be greater than eight years.

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E3.3 Change in NDT periodicity

The NDT periodicity shall only be changed when authorised by a technically
competent authority following a technical review. Such amendments shall be
incorporated into re-certificated maintenance plan(s) and wheelset data records.
This clause does not apply to RIV vehicles.
E4 Wheelset re-profile
E4.1
The wheelset tread profiles shall be machined in accordance with the
requirements as set out in section F6 of this document and the designated profile
for the wheelset selected from those accepted for use on Network Rail controlled
infrastructure, as set out in Appendix 3.
E5 Records
E5.1 Recording of examinations results
Records of all visual examinations, inspections, measurements and NDT results
shall be recorded and maintained in accordance with section G3 and Appendix 5
of this document. A copy of relevant details shall accompany a wheelset
despatched for repair or overhaul.
E6 Advice of wheel
damage to the
infrastructure controller
The train operator shall advise the infrastructure controller of wheelset damage
that may have adversely affected the track over which it has been operating.
These are to include wheelsets that have been withdrawn from service for:
a) false flange exceeding the limits defined in clause G2.6.16
b) wheel flats that exceed criteria for immediate withdrawal from service, as set
out in clause G2.6.2
c) tread run-out that exceed criteria for immediate withdrawal from service, as
set out in clause G2.6.3.
The train operator shall identify the vehicle, the train formation it had been
operating within and the routes on which it had been operating prior to being
withdrawn from service.

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Part F Manufacture, repair and overhaul

F1 Introduction
This section is a descriptive introduction to Part F. It does not contain mandatory
requirements.
Part F deals with the manipulative processes associated with wheelsets.
The manufacturing section identifies the permitted materials for wheelset

components, together with the material sampling and testing requirements. All
new designs of wheels are of the monobloc type and balanced by machining of
the inner rim to an approved procedure. The wheelset and its components are to
be manufactured in accordance with the designer’s specification and the
requirements of this document. The requirements of branding are detailed with
relevant information included in the overhaul and repair section of this document.
The section on overhaul and repair defines the requirements for examination,
rectification and re-assembly of wheelsets. Throughout all of the repair processes
the wheelset and wheelset components identification are to be maintained and the
wheelset clearly identified with the train operator’s requirements.
The results of NDT examination of scrapped axles prior to being destroyed are to
be included in the NDT data required by RSSB.
F2 Wheelset and
component manufacture
F2.1 Wheelset and component materials
F2.1.1 Axle material
Axles shall be manufactured to the requirements of BS 5892, Part 1. The
approved grades of steel are BS 5892, Part 1, Grade A1T and Grade A4T. The
approved UIC materials are UIC811-1 Grade A1T or A1N. The tests and optional
tests detailed in BS 5892, Part 1 shall be specified in the design documentation.
F2.1.2 Monobloc wheel material

Monobloc wheels shall be manufactured to the requirements of BS 5892, Part 3.
The approved grades of steel for particular applications are:
Wheel type BS 5892, Part 3 UIC812-3 standard

Freight, integral brake disc wheel R7E R7E
Freight, cheek mounted brake disc R8E R8E
wheel
Other freight wheels R7T or R8T R7T or R8T
All passenger vehicle and other wheels R8T R8T
F2.1.3 Wheel centre material

Wheel centres shall be manufactured to the normative requirements of BS 5892,
Part 2. The approved grade of steel is Grade U.
F2.1.4 Tyre material

Tyres shall be manufactured to the requirements of BS 5892, Part 4. The
approved grades of steel and their recommended applications are:
Application BS 5892, Part 4 UIC810-1

Heavy tread braking duty B6E B6E
Other applications B5E B5E

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F2.1.5 Hydrogen content

All wheels, tyres, wheel centres and axles shall be made from vacuum argon
degassed steel. A hydrogen content of 2 ppm shall not be exceeded.
F2.1.6 Retaining (Gibson) ring material

Retaining rings shall be manufactured to the requirements of BS 5892, Part 5.
F2.1.7 Alternative materials

Further grades of steel shall only be added to the recognised material lists when
approved by a technically competent authority; it is then permissible to use them
subject to prior authorisation to do so in accordance with the requirements set out
in clause B2.2.3.
F2.1.8 Component material

Any wheelset components not described above shall be manufactured to the
requirements of the appropriate British Standard. The materials and processes
shall be selected and controlled to ensure that the finished components perform
their intended duty safely.
F2.1.9 Replacement components

New replacement components shall be either of specified proprietary supply or
manufactured to the relevant design drawing for the particular wheelset.
F2.1.10 Branding
All monobloc wheels, wheel centres, tyres and axles shall be legibly branded in
stages as the component is made, machined and finally assembled, as set out in
section F3 of this document.
F2.2 Routine component testing during or after manufacture

The testing requirements set out in clauses F2.2.1 to F2.2.5 are to be applied
during the manufacturing process for each wheelset component as necessary.
F2.2.1 Axle testing

Axles shall be subject to testing as set out in BS 5892, Part 1. Axles shall be
subject to all of the optional requirements of BS 5892, Part 1 to ensure the safety
and integrity of the axle.
All axles shall be subject to MPI over the whole surface area, excluding the axle
ends, after finish machining and prior to the fitment of any components, as set out
in section F5 of this document. BS 5892 Part 1, Option (j) shall be applied.
The material sampling requirements are set out in clause F2.2.5.
F2.2.2 Wheel centre and retaining ring material testing

F2.2.3 Monobloc wheel testing

Monobloc wheels shall be subject to the tests, including the optional tests, listed in
BS 5892, Part 3 relating to:
a) Uniformity of rim hardness (BS 5892, Part 3, 8.3.6.1).
b) Ultrasonic test (BS 5892, Part 3, 8.3.7). The wheel rims shall be ultrasonically
tested for internal defects. It is permitted to ultrasonically test the wheel rim
using the method specified in UIC 812-3. The rejection criteria for the defect
level shall be dependent upon the application as follows:
i) wheelsets operating up to 200 km/h ídefect larger than 2 mm
ii) wheelsets operating above 200 km/h ídefect larger than 1 mm.
Testing axial and radial directions the dead zone shall be no greater than
10 mm from the test surface.

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c) Residual stress for rim chilled wheels (BS 5892, Part 3, 10.6).
F2.2.4 Tyre testing

Tyres shall be subject to the tests and optional requirements of BS 5892, Part 4 to
ensure the safety and integrity of the tyre. It is permitted to ultrasonically test the
tyre using the method specified in UIC 812-3 with a defect ≥2 mm being a cause
for rejection. The ultrasonic testing dead zone shall be no greater than 10 mm
from the test surface.
F2.2.5 General material properties

Unless otherwise specified, all materials shall be sampled to demonstrate that the
material from which the component is manufactured is homogeneous and free
from macro-segregation that is likely to have a detrimental effect on performance.
The metallurgical content shall be consistent with material grade. Failure to
satisfy the requirements of the specified tests shall result in the complete batch of
components being rejected.
The axle and wheels shall be tested in accordance with Appendix 8 to

demonstrate that the steel microstructure and cleanliness are acceptable.
F2.3 Assembly of wheelset

The wheelset shall be assembled in accordance with BS 5892, Part 6. All
components used during the re-assembly shall meet the applicable specifications.
Wheelsets shall be inspected and measured in accordance with BS 5892 and be

visually inspected. The following inspections shall be included:
a) back-to-back dimension, as set out in clause G2.3 of this document
b) tread profile, as defined by the customer.
F2.4 Assembly of other components

Other components, bearings, axleboxes, brake discs, etc shall be fitted to the
wheelset in accordance with an approved procedure. The installation of these
components shall not damage or affect the integrity of the assembled wheelset.
F2.5 Balancing
Assembled wheelsets shall be dynamically balanced to the requirements of
BS 5892, Part 6 and clause G2.12 of this document. When this is not physically
possible, the equivalent out of balance shall be demonstrated to be within the
specified tolerance by calculation.
The balance requirements for new monobloc wheels shall be achieved by

eccentric machining the wheel inner rim in accordance with the requirements of
BS 5892 Part 3 and to an approved procedure.
F2.6 Wheelset testing

Wheelset NDT inspection requirements are set out in section F5. The axle shall
be demonstrated to be free of defects.
The NDT inspection shall demonstrate that the axle body is transparent to
ultrasound. A test for ultrasonic opacity shall be specified as part of the ordering
management for the axle as set out in BS 5892, Part 1 and UIC 811-1.
F2.7 Electrical resistance

The wheelset electrical resistance requirements are set out in clause F4.6.12 of
this document.

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F2.8 Corrosion protection (where required)

After completion of all tests on the wheelset, the corrosion protection shall be
completed or added, as required by the design specification, in accordance with
the appropriate specifications and procedures.
Additionally, radial white lines shall be painted on tyred wheels in accordance with
an approved procedure.
Areas left unpainted for ultrasonic testing shall be protected with approved
material which is transparent to ultra-sound. Overhangs and other moisture traps
shall be treated with an approved rust preventative.
F2.9 Cleaning and protection

All materials used for cleaning, protection or as part of a process, shall be fit for
purpose and incapable of damaging the wheelset.
F2.10 Branding legibility

After a surface coating has been applied to the wheelset, branding shall be
checked for legibility.
F2.11 Labelling
At the successful completion of testing, the wheelset shall have attached a
durable label with the information, as set out in Appendix 2. The label(s), including
its method of attachment, shall not damage the wheelset or the surface coating.
F2.12 Records
The train operator shall require the manufacturer to make and retain records of
tests and assembly details, as set out in section G3 of this document.
F3 Branding
requirements
F3.1 Unique identification
Each new axle shall be provided with a unique serial number, allocated from the
wheelset assembler’s own series of numbers. Particular attention shall be given
to the inclusion of the wheelset assembler’s code, the arrangements for which are
set out in GM/RT2470 and administered by RSSB. An axle shall not be given the
number of a previously scrapped axle.
F3.2 General stamping requirements

The wheelsets shall be branded by stamping using equipment approved by a
technically competent authority as being suitable for use on railway wheelsets.
The size and depth of stamping shall be such that the data is clearly legible when
the appropriate surface coating or protection is applied at any stage of the
wheelsets life. The branding shall be carried out in a way that does not create
stress raising features such as sharp corners or notches. In avoiding stress
raising features the fully worn wheel condition shall be considered. The branding
shall in no circumstance create a notch in the chamfer at the edge of the tread
profile.
F3.3 Axle branding

F3.3.1 Forged axle identification
Axles in the as-forged condition shall be branded, as set out in Figure 2. The
stamping shall be at one end only and shall be light but legible.
F3.3.2 Axle end branding

Before the wheel seat is finish machined the markings, except for the inspector’s
stamp, shall be recorded for inclusion in the records associated with the finished
axle. The branding shall be applied by cold stamping at one end only as soon as
the areas to be stamped have been finish machined in the positions shown by:
a) roller bearing axle, as shown in Figure 3
b) plain bearing axle, as shown in Figure 4

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c) roller bearing axle with thrust pads, as shown in Figure 5
d) plain bearing axle with thrust pads, as shown in Figure 6.
The branding shall be applied at the gear wheel end of a driven axle.
Axles supplied in the finish machined condition shall have the brandings as
required in clause F3.3.1 and Figure 2 stamped onto the axle end. This branding
shall be identified by the use of ‘&’ either side of the additional information, for
example ‘& SP 95 SC5761 &’.
F3.3.3 Axle end additional branding

Assembled axles shall have the axle end additionally branded as shown in:
a) Figure 5 for roller bearing axles
b) Figure 6 for plain bearing axles.
The branding shall be dressed to remove any raised burrs. For hollow axles,
where the end cap is not removed for ultrasonic inspection of the axle, it is
permissible to etch additional branding inside in the bore.
F3.4 Monobloc wheelset branding

F3.4.1 Monobloc branding
Monobloc wheels shall be branded by stamping during manufacture, as shown in
Figure 7, wheel rims that have been ultrasonically tested shall include ‘UT’ in the
branding. The cast identity shall be hot stamped. Where practicable the oil
injection plug shall be machined on the same radial line as the branding.
F3.4.2 Monobloc wheelset branding

When assembled onto an axle, both monobloc wheels shall be branded on the
inside face of the wheel, as shown in Figure 8. Where the inside face branding is
not practicable, because of the proximity of a gearwheel for example, then it is
permitted to stamp on the outside of the wheel only, at the same radial and
circumferential location. The branding shall be diametrically opposite the branding
on the rim applied during manufacture.
F3.5 Tyred wheelset branding

F3.5.1 Wheel centre branding
Wheel centres shall be branded during manufacture, as shown in Figure 9.
Preferably the cast identity shall be hot stamped but cold stamping is permissible.
The other data shall be cold stamped. When machined, the oil injection plug shall
be located diametrically opposite the branding.
F3.5.2 Tyre branding

Tyres shall be branded during manufacture, as shown in Figure 10. The
manufacturer's code, year of manufacture and cast identity shall be hot stamped.
The branding shall be below any last turning groove which may be present and
shall not intrude into the chamfer machined at the edge of the wheel tread. The
edge of the wheel tread shall not contain any notches or other stress raising
features.
F3.5.3 Assembled tyre branding

When a tyre is fitted to a wheel centre the additional information, as shown in
Figure 11, items 11, 12 and 5, shall be cold stamped onto the tyre in the position
shown.
F3.5.4 Tyred wheelset branding

When assembled onto an axle, both tyred wheels shall be additionally branded on
the inside face of the wheels, as shown in Figure 11. Where the inside face
branding is not practicable, because of the proximity of a gearwheel for example, it
is permitted to brand the outside face adjacent to the brands applied during
manufacture. The branding shall be diametrically opposite the branding on the
tyre.

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F3.5.5 Material grades

The following grade of material codes shall be used when branding wheels, wheel
centres and tyres. The branding requirements are as set out in this document.
GRADE OF MATERIAL CODE

B.R. SPEC. 107 A
B.R. SPEC. 100/108B B
B.R. SPEC. 100/108C C
B.R. SPEC. 100/108D D
B.R. SPEC. 100/108E E
B.R. SPEC. 167(C52TS) F
B.R. SPEC. 118A H
B.S. 5892 Pt 4 Grade B5 S
I.S.O. 1005 Pt 1
U.I.C. 810-1
B.S. 5892 Pt 4 Grade B6 6
I.S.O. 1005 Pt 1
U.I.C. 810-1
B.S. 5892 Pt 3 Grade R7E 7E
I.S.O. 1005 Pt 6 Grade R7T 7T
U.I.C. 810-3
B.S. 5892 Pt 3 Grade R8E 8E
I.S.O. 1005 Pt 6 Grade R8T 8T
U.I.C. 810-3
B.S. 5892 Pt 2 Untreated U
Normalised N
F3.6 Other branding regimes

It is permitted to mark by stamping wheelsets and components of wheelsets in
accordance with UIC regulations 810 to 813 or, for wheelsets designed to
Association of American Railroads (AAR) criteria, AAR regulations as set out in
the AAR Manual of Standards and Recommended Practices: Section G: Wheel
and Axle Manual of that document. The requirements for the serial number, set
out in clause F3.1 of this document, apply. Wheelsets shall not have labels or
bands attached as a means of identification as an alternative to branding; the
arrangements contained in UIC813, clause 4.2.5.2, paragraph 2 are not permitted.
This clause does not apply to RIV vehicles.
F4 Overhaul and repair

F4.1 Specification and procedures
F4.1.1 Identification of work
The train operator shall advise the repairer or overhauler of the identity and type of
wheelset, and the vehicle under which it operates, before any work commences.
The train operator shall ensure that the repairer or overhauler is supplied with the
relevant drawings and specifications. If there are differences between the
wheelset and the relevant drawing, then the train operator shall require the
repairer or overhauler to ensure that there is no safety degradation as a

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consequence. A technically competent authority shall be consulted if there is any

doubt.
F4.1.2 Approved procedures

The train operator shall ensure that the repairer or overhauler uses approved
procedures and specifications for all work carried out on the wheelset. These
shall be consistent with the maintenance plan for the vehicle-wheelset
combination.
Any changes to procedures or specifications shall be the subject of a documented

review by a technically competent authority. The change shall be implemented
only where there is no increase in the risk to safety.
F4.1.3 Advice to repairer and overhauler

The train operator shall advise the repairer or overhauler of any requirements for
special investigations, before work commences.
F4.1.4 Traceability
The wheelset and its components shall be identified and labelled at all times. The
process shall ensure that each component is traceable and that the correct
procedures are applied. On completion of the repair or overhaul the wheelset
shall be labelled, as set out in Appendix 2.
F4.2 Wheelset condition assessment

F4.2.1 Quarantine
Train operators shall require that wheelsets awaiting inspection are held in a
quarantine area to ensure that they cannot be used. Wheelsets in quarantine
shall not be cleaned until:
a) the visual inspection has been carried out
b) the repair/overhaul procedure has been agreed by the train operator.
The quarantine area shall be protected to avoid deterioration of the wheelset

and/or loss of evidence.
F4.2.2 Visual examination

Prior to repair or overhaul the wheelset shall be visually examined before cleaning
or dismantling. Only the parts that can be seen without removing components
shall be examined. This examination shall include all of the aspects listed in
Appendix 4. Where there is any sign of movement of interference fits, any cracks
are found or the examination suggests that other factors are outside the limits set
out in Part G, then the wheelset shall be subject to overhaul. Calibrated gauges
shall be used to measure dimensions, wear and damage in support of the visual
examination.
When surface texture is specified a stylus type instrument is preferred for

measurement, but comparative gauges are permitted as necessary. The objective
of the examination is to confirm, or otherwise, that the wheelset is safe to be used
in service.
F4.2.3 Cleaning
Before overhaul, and where required for repair, the wheelset shall be cleaned by a
method which is not detrimental to the wheelset or attached components and
which does not hinder any tests which may be required. To prevent damage from
cleaning materials, bearings and other wheelset components shall be protected
and apertures sealed. Washing sprays shall not be directed at the
axlebox / bearing assemblies or seals. The preferred method of cleaning is grit
blasting using approved materials and an approved procedure.
Damaged surface coatings on the axle body shall be rectified in accordance with
an approved procedure. Where there is any damage to the surface coating of the
axle or to more than 10% of the protective surface coating of other wheelset
components, then the surface coating on the axle body and/or the wheelset

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component shall be removed completely using grit blasting or another approved

process. Otherwise the surface coating shall only be removed where required by
the proposed testing procedure.
F4.2.4 Tread measurement

Wheelsets with damage and wear that exceeds the limits set out in Part G shall
require remedial action as set out in section F6 of this document. Flange height
and flange thickness shall be measured, as shown in Figure 12. Where there is
any tread roll-over, rim distortion or false flange (see Figures 13, 14 and 21)
remedial action shall be taken as set out in section F6 of this document and in
accordance with an approved procedure.
F4.2.5 Axle end flatness

Prior to repair or overhaul and at other times as required to ensure safety, the axle
end flatness shall be determined. Surface condition and flatness shall be within
the limits set out in Part G of this document. Where the flatness is outside the
limits, then action shall be taken to rectify discontinuities.
F4.2.6 Bearing check

Where the axlebox is not to be removed, the bearing shall be checked for freedom
of rotation, excessive end-float, unusual noise and integrity of seals. Where a
defect is identified, the axlebox shall be removed and the bearing and axlebox
assembly shall be overhauled according to an approved procedure. Suspect
bearings shall be investigated to ascertain the nature of the defect, recording the
results.
F4.2.7 Component security check

Where components, such as brake discs, gearwheels and suspension tubes, are
not to be removed as part of the repair or overhaul procedure, they shall be
checked for security, integrity, damage and defects. Any problems shall be dealt
with using an applicable procedure.
F4.2.8 Check for cracks in wheels

When accessible, the wheel web and wheel web holes shall be inspected for
corrosion, cracks and damage, in particular those wheels that are known to be
susceptible to failure. Any of these in excess of the limits set out in Part G shall
be dealt with by a relevant procedure.
F4.2.9 Wheel web balance weight holes examination

The wheel web balance weight holes shall be proved crack free by MPI or a
process with an equivalent level of sensitivity in accordance with an approved
procedure. The number and spacing of balance weight holes shall not adversely
affect the structural integrity of the wheels.
F4.2.10 Wheel rim balance weight inspection

Wheel rim balance weights shall be securely attached to the wheel. The number
and spacing of tapped holes shall not adversely affect the structural integrity of the
wheels.
F4.2.11 Other component examination

The condition of other components attached to the wheelset, such as axleboxes,
brake discs, suspension tubes, etc, shall be assessed when the wheelset is being
examined, where there is an effect on the wheelset performance.
F4.2.12 Record results

The results of all visual and physical examinations shall be recorded.

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F4.3 Minimum attention

The minimum attention for any wheelset shall be:
a) visual examination, as set out in clause F4.2.2
b) wheelset dimensional check (including tread profile, wheel diameter and

back-to-back dimension) as set out in clause F4.2.2
c) NDT inspection, as set out in section F5 and results recorded in accordance

with section F4.6
d) remedial attention to any previously recorded defects and those found by a),
b) or c) above. In particular, where the wheelset back-to-back dimension falls
outside the acceptable range, both wheels or wheel centres shall be changed
unless one wheel is clearly distorted.
Where the defects found cannot be rectified by an approved repair, the wheelset
shall be overhauled.
F4.4 Inspection of axle when stripped of components

F4.4.1 Axle seat damage
Axle seats shall be free of all scores, burrs, etc, which could act as a crack initiator
and would cause loss of oil injection pressure or spurious NDT results. It is
permitted to machine imperfections out of the axle where it can still meet relevant
dimensional limits.
F4.4.2 Axle damage

The axle shall be free of weld spatter and electric arc damage. The axle shall be
free of physical damage in excess of that set out in Part G of this document.
Where there is evidence of copper penetration the axle shall be scrapped.
F4.4.3 Axle dimensions

The axle shall meet all dimensional requirements given in the applicable
specification, including convex corner radii on seats.
F4.4.4 Axle run-out

Before an axle can be used or re-used it shall be demonstrated that the axle run-
out is within the limits set out in BS 5892, Part 6 for new wheelsets. The datum for
the run-out is the journal surface. Where the limits are exceeded the axle shall be
scrapped or recovered by means of approved processes.
F4.4.5 NDT of partially stripped axles

At overhaul all solid axles that have been partially dismantled shall be subject to
MPI, as set out in clause F5.2.1 of this document.
F4.4.6 Management of defective axles

Where cracks, damage or corrosion infringe limits, as set out in Part G, the
wheelset shall be repaired, overhauled or scrapped. Until action is taken the
wheelset shall be kept in quarantine. Where the axle is to be scrapped and the
requirements of clause F4.4.7 have been met, the journal surface shall be
mutilated so that it cannot be used, reclaimed or repaired.
F4.4.7 NDT of defective axles

Before an axle is mutilated and scrapped it shall be subject to NDT. The objective
is to ensure that a complete record is kept of all NDT failures. Where the NDT
shows the presence of flaws or cracks, these shall be recorded and reported, as
set out in section F4.7 of this document. A clear NDT result shall be included in
the overall statistics, as set out in Part G.
F4.5 Recovery of axles

F4.5.1 Skimming
Where allowed by the relevant drawing and dimensions, it is permitted to skim an
axle to remove shallow surface damage, corrosion and cracks. The axle shall be
subject to MPI after machining to determine that there are no residual defects.

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F4.5.2 Polishing
Except for wheel seats, it is permitted to remove or reduce by rectification
longitudinal defects, as set out in BS 5892, Part 1, sections B3 and B4. Polishing
shall be undertaken in accordance with an approved procedure. After polishing,
the axle shall be subject to MPI or another approved procedure to demonstrate it
is free of defects. Axles having unacceptable longitudinal defect shall be
scrapped.
Rectification of axle defects shall be limited such that there is no adverse effect on
the axle design life.
F4.6 Re-assembly of wheelsets

F4.6.1 New and used components
The re-manufacture of wheelsets with used components, or a combination of new
and used components, is permitted subject to meeting the requirements of this
document. Where the axle is new it shall have a unique identity, as set out in
clause F3.1 and shall not be given the number of the scrapped axle it replaces.
The number shall be branded on the axle to the requirements of this document.
Any markings on re-used components which refer to the original wheelset shall be
erased and the wheelset records endorsed. Illegible or obscured brandings shall
be erased and the component shall be re-branded according to the requirements
of this document.
F4.6.2 Prohibited components

The following components shall not be re-used once removed from a wheelset:
a) tyres once removed from a wheel centre
b) Gibson rings
c) brake disc security bolts
d) balance weight bolt
e) un-overhauled axle bearings
f) axle end cap-locking plates
g) except for seals designed for re-use that have been examined and found
serviceable, any gaskets or rubbing seals fitted to the axle end, axle box end
or any axle end equipment.
Consideration shall be given to the inherent risk before re-using any component
which may have a limited life.
F4.6.3 Wheelset unique identification

At overhaul and re-assembly of wheelsets, the train operator shall ensure that:
a) the axle serial number is checked to establish that it is not duplicated
b) the branding conforms to the requirements of this document.
Where the number is not unique, has no assembler’s code or is in any way
deficient, the train operator shall require the latest assembler to allocate an axle
serial number from its own number series. The number shall be branded on the
axle according to the requirements of this document. The wheelset records shall
be endorsed, recording both the new serial number and the replaced serial
number.
F4.6.4 Removal of branding codes

When it is necessary to erase the existing branding on a wheel, the marks shall be
peened out and erased by filing. The new or reinstated data shall be cold
stamped in the relevant location, as required by this document.

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F4.6.5 Assemblers identification

When the wheelset is repaired or overhauled by a different contractor from the
original assembling contractor, then on re-assembly the latest assembler’s code
shall be stamped on the axle end, see Figures 5 and 6, or stamped to conform to
AAR requirements, as appropriate.
F4.6.6 Wheel branding

On re-assembly the monobloc wheels shall be branded as set out in section F3.4
or UIC or AAR requirements, as appropriate, and tyred wheels shall be branded,
as set out in section F3.5 or UIC requirements. The latest assembler’s code shall
be added where the wheel is not new and where the wheelset has been repaired
or overhauled by a different contractor from the original assembler.
F4.6.7 New tyre branding

When a wheel centre is re-tyred the new tyre shall have the branding completed
as is shown in Figure 11 (items 11, 12 and 5), or UIC requirements.
F4.6.8 Axle geometry codes

The axle geometry codes set out below shall be included in the axle branding for
the following axles:
a) axles reclaimed by modifying their geometry
b) replacement axles where the geometry of the new axle differs from the
original, due to the inclusion of transition radii, stress relief grooves, etc.
CODE RECLAIMED AXLE GEOMETRY

R Re-profiled
G Stress relieving grooves added
G1 25 mm (1 inch) stress relieving grooves added.
WG Wide stress relieving grooves added.
F4.6.9 Assembly of wheelset

The wheelset shall be assembled, as set out in clauses F2.3 to F2.11 of this
document. To facilitate re-assembly of wheel and wheel centres, oil injection
facilities shall be incorporated, where they are not already present, in accordance
with the relevant drawing.
F4.6.10 Wheelset dimensions

Once assembled, in addition to the requirements of clause F2.6, the wheel
diameters shall be measured. Where the dimensions or diameter differences
exceed the limits set out in section G2.1 and clause G2.3 or those contained in the
train operator’s wheelset database (see Appendix 1), then action shall be taken to
rectify the situation using an approved procedure.
F4.6.11 Balancing
After overhaul the wheelset shall be balanced, and repaired wheelsets having
replacement brake discs shall be balanced, if this is required by the relevant
specification. The balance requirement is the same as for new wheelsets, as set
out in clause F2.5 of this document.
F4.6.12 Electrical testing

At manufacture and during overhaul, electrical resistance testing of wheelsets
shall be undertaken to assist track circuit actuation.
F4.6.13 Changes to processes

The train operator is permitted to authorise the repairer or overhauler to replace
any process with an equivalent process, provided that an engineering review is
undertaken and the replacement process has the approval of a technically

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competent authority, prior to implementation and incorporated into the applicable

maintenance plan(s). The requirements for maintenance plans are set out in
GM/RT2004.
F4.7 Records
F4.7.1 Records retained
The train operator shall require the repairer or overhauler to make and retain
complete records of examinations, measurements, tests, work done and assembly
details, as set out in section G3 of this document.
F4.7.2 NDT records

The results of all NDT tests shall be recorded and reported with a level of detail,
as set out in section G3. Permanent evidence of any defects found and a positive
indication of axles tested and found clear shall be maintained.
F4.7.3 Record updating

The full records relating to a wheelset shall be updated, including entries on
computer systems, before the wheelset is despatched from the contractor’s works.
Records of wheelsets held in store shall be maintained at all times.
F4.7.4 Records availability

Train operators shall ensure that suppliers of NDT services keep full records to
demonstrate compliance both with this document, the NDT requirements set out in
GM/RT2005 and the procedures, in addition to results of individual tests. The
records, which shall be available for inspection by the train operator, shall include
relevant facility certificates, operator certificates and work experience records,
calibration evidence and equipment approval documentation.
F4.7.5 NDT records summary

The train operator shall require that companies carrying out NDT on wheelsets
provide to RSSB a summary report of all wheelset inspections. The information
shall be in a form agreed between the train operator and RSSB and as a minimum
shall include for each vehicle type and axle type, the number tested in total, the
number which were clear and the number of failures. The location of the defect
causing failure of the axle is to be identified and the total number of defects in the
wheel seat, axle journal and axle body shall be included. Such summary reports
shall be provided to RSSB every three months. The minimum requirements for
summary reports are identified in Appendix 9.
F4.7.6 Advice of inspections

The train operator shall require that advice is provided by the inspecting company
of any NDT failure of a wheelset within seven days of the inspection. The advice
shall be provided to both the train operator and RSSB in a format agreed between
the train operator and RSSB. Failure reports shall be maintained by the train
operator for five years from the date on which the wheelset or axle is scrapped.
F5 Non-destructive
testing processes
F5.1 Testing requirements
F5.1.1
The NDT technique and procedure applied to a wheelset shall have been
validated for that wheelset. All axles shall be free of:
a) surface breaking transverse cracks or crack like indications
b) surface breaking longitudinal cracks or crack indications in excess of the

limits set out in clause G2.11.3
c) non-surface breaking defects greater than defined in BS 5892
d) any characteristic that causes the axle to be opaque to ultrasound.

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F5.1.2
Whatever tests are carried out on wheelsets or wheelset components during
repair or overhaul, every wheelset which is subject to a UAT regime shall undergo
a full UAT in accordance with the appropriate procedure after assembly and
before being fitted to a vehicle.
The ultrasonic test of the assembled wheelset with a solid axle shall include, as a
minimum, all the techniques which are carried out during the NDT regime in
service. Where alternative, specialist scanning is not required, as a minimum
requirement, the following techniques shall apply:
a) a far-end scan using the relevant procedure to inspect the integrity of the
whole axle length and, in particular, the integrity of the axle between the
wheel seats and to demonstrate the ultrasound transparency of the axle
b) a near-end scan using the relevant procedure to inspect the integrity of the
axle at the inner section of the wheel seat, transition radii and between the
axle end and the wheel seat
c) relevant high-angle scans using the relevant procedures to inspect the

integrity of the axle under the wheel seat, under other interference interfaces
and other areas not covered by a) or b) above.
The ultrasonic test of a hollow axle shall be a complete test of the axle using the
approved equipment and procedures for the particular design of axle.
F5.1.3
After testing the axle and wheelset, surface protection shall be reinstated, to the
requirements set out in clause F2.8 of this document.
F5.2 MPI at manufacture and overhaul

F5.2.1
All solid axles shall be subject to MPI, or an equivalent approved inspection
process, at:
a) manufacture
b) wheelset overhaul.
During a wheelset overhaul the MPI inspection or equivalent approved inspection

process shall be carried out without risk of damage to, or permanent
magnetisation of, other components.
MPI shall not be carried out on axles where bearings are fitted which cannot be
demagnetised in situ.
Journal surfaces, seats for wheels, gear wheels, suspension tubes and other
interference fit components shall be subject to MPI when exposed. Although it is
not necessary to remove all components at overhaul, consideration shall be given
to exposing the entire surface for testing.
Axles fitted with suspension tubes that are not removed at overhaul shall have the
earth return tracks examined using an approved NDT technique.
Where the axle is subject to a UAT inspection regime the completed, re-
assembled, wheelset shall be subject to UAT using the approved procedure
before it is released for service use or storage.
This clause does not apply to axles from RIV vehicles or hollow axles which are
subject to internal NDT.
F5.2.2
After MPI the residual magnetism in the axle shall be measured and rectified, if
necessary, as set out in GM/RT2005.

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F5.3 Suspect signal in service

F5.3.1
During NDT any transverse indication shall be treated as if it were a crack and be
subject to a detailed investigation. Care shall be taken to ensure that spurious
indications are avoided. An axle with a confirmed crack shall be withdrawn from
operation. It is permissible for a technically competent authority to classify the
NDT results as a suspect signal and advise the train operator to authorise
continued operation, as set out in clause F5.3.3 of this document.
F5.3.2
During NDT any longitudinal indications shall be assessed. If the indications
exceed the limits given in BS 5892, Part 1, section B3, then they shall be
considered to be an NDT failure and the axle shall be withdrawn. A technically
competent authority is permitted to classify the NDT result as a suspect signal and
advise the train operator to authorise continued operation, as set out in clause
F5.3.3.
F5.3.3
Where a technically competent authority determines that the NDT signal is not
associated with a crack but is caused by a non-hazardous defect, it is permissible
to return the wheelset to service. The wheelset shall be subject to an increased
frequency of NDT examination to monitor the suspect signal for change. The
revised inspection arrangements and results shall be documented.
F5.4 Defective wheelsets

F5.4.1
All wheelsets found by NDT to be defective shall be dealt with by a defined
procedure. As a minimum this procedure shall require that the wheelset:
a) be withdrawn from service
b) records are updated
c) be clearly and durably labelled as being unfit for service
d) be placed in quarantine
e) be referred for overhaul for assessment and further investigation, as required.
It is permissible to mutilate the axle to prevent inadvertent re-use.
F5.4.2
The train operator shall ensure that all axles which are cracked, with cracks
measured deeper than 2 mm or longer than 5 mm, are metallurgically and
physically examined by a technically competent authority no later than eight weeks
after the discovery of the crack and that the results of the examination are
recorded. A copy of the examination record and results are to be provided to the
train operator and RSSB within four weeks of the examination. An example of a
summary report is shown in Appendix 10.
F5.5 Alternative techniques

The requirement for NDT detailed in this document shall be complied with unless
an alternative, approved procedure is used.
For an alternative, approved procedure to be acceptable a technically competent

authority shall analyse the procedure and demonstrate that the probability of
detection of the minimum crack size, for the NDT inspection periodicity of the axle,
is at least as good as that of the procedure being replaced or MPI, whichever is
the better; then it is permissible to use them subject to prior authorisation to do so
in accordance with the requirements set out in clause B2.2.3.
F5.6 Fitment to vehicles

The requirements for NDT of wheelsets before use in service are set out in clause
E2.9.2 of this document.

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F6 Wheelset profiling
F6.1 Profiling equipment
Wheelset profile alignment and the surface finish produced shall meet the
requirements set out in clauses G2.6.1 and G2.9 of this document. The alignment
and surface finish of tread profiles produced on a lathe shall be checked at least
once a day and on the first wheelset machined after changing or change of the
lathe settings, for example template, program, etc.
F6.2 Wheelset tread profile requirements

F6.2.1
The profile designated for the wheelset-vehicle combination in the wheelset
database shall be selected only from those accepted for use on Network Rail
controlled infrastructure as listed in Appendix 3, or those specified for RIV
registered vehicles and applied to each wheelset to tolerances as set out in
section G2.9.
F6.2.2
When a wheelset is re-profiled the limits for re-profiling shall be specified by the
train operator but they shall not exceed the limits set out in Appendix 3. The
diameter difference between wheels on the same axle shall not exceed the limits
set out in clause G2.1.3. The tread run-out and wheel wobble shall be within limits
set out in clause G2.4.2 of this document.
F6.2.3
When re-profiling, sufficient material shall be removed consistent with the removal
of all cracks, cavities and hard spots and the creation of the profile designated for
use on the wheelset/vehicle combination. It is permitted to leave up to 1 mm of
wear on the flange back.
F6.2.4
When re-profiling the wheel treads, the bearings and other components shall be
protected.

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Part G Wheelset dimensions and limits

G1 Introduction
This section is a descriptive introduction to Part C. It does not contain mandatory
requirements.
Part G contains information regarding wheelset condition and acceptance criteria.

This part is referenced from the preceding parts of the document for information
that is common to different aspects of a wheelset life cycle.
G2 Wheelset criteria
G2.1 Wheel diameter
G2.1.1 Scrapping size
The diameter of the wheel, as measured at the tread datum, shall not be less than
the scrapping size defined in the wheelset database. This clause does not apply
to RIV vehicles.
G2.1.2 Inspection limits

The train operator shall establish diameter limits to be applied at the appropriate
examination which ensure that the wheelset always meets the requirements set
out in clause G2.1.1. This clause does not apply to RIV vehicles.
G2.1.3 Diameter difference between wheels on the same axle

The maximum variation between wheel diameters following profiling for wheels on
the same axle is to be in accordance with the requirements of BS 5892, Part 6,
Table 2.
G2.1.4 Diameter difference between wheelsets within bogie/vehicle

Wheel diameter differences between axles are constrained for some vehicles.
The train operator shall ensure the requirements are set out in the wheelset
database and that the wheel diameters always meet the requirements.
G2.2 Rim width

The width of the wheel rim or tyre, that is distance between the flange back and
the outside face of the rim, shall be within the range 127- 150 mm. This section
does not apply to RIV vehicles. The recommended wheel rim width is 135 mm.
G2.3 Back-to-back dimension

The back-to-back dimension shall be within the range:
All new, re-wheeled or re-tyred wheelsets with outside bearings 1360-1362 mm
Re-profiled and in-service wheelsets with outside bearings 1360-1363.3 mm
Low track force 13 bogie (LTF 13) wheelset with inside bearings 1360-1362 mm
Any wheelset with inside bearings, except LTF13 wheelsets 1358-1360 mm
G2.4 Axle and tread run-out

G2.4.1 Limits for axle run-out
The axle run-out, see Figure 17, shall not at any time exceed the maximum value
for new wheelsets set out in BS 5892, Part 6.

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G2.4.2 Limits for tread run-out and wheel wobble

When new, or following re-wheeling or re-tyring, neither the tread run-out nor the
wheel wobble, see Figures 15 and 16, shall exceed the values set out in the
following table:
Maximum tread Maximum wheel

run-out wobble
(mm) (mm)
All vehicles permitted to operate at 0.20 0.30
speeds greater than 125 mph and
up to and including 140 mph
Locomotives and coaching stock 0.25 0.40
operating at speeds up to and
including 125 mph
Freight vehicles operating at 0.30 0.40
speeds greater than 75 mph and
up to and including 100 mph
speeds between 60 and 75 mph
speeds up to and including 60 mph
All other vehicles As BS 5892, Part 6
Table G1 Tread run-out and wheel wobble limits
When a wheelset is re-profiled the maximum tread run-out shall be as set out in
Table G1 and the allowed wheel wobble shall be a maximum of 0.75 mm for all
vehicles.
RIV vehicles are permitted to have up to 0.75 mm wheel wobble at any time.
Resilient wheels are permitted to have a maximum wheel wobble of:
Maximum wheel wobble

(mm)
When new, re-wheeled or re-tyred 0.75 mm
When re-profiled 1.00 mm
Table G2 Resilient wheel wobble limits
G2.5 Wheel centre geometry

All wheel centres shall meet the criteria identified below, otherwise the
requirements of BS 5892, Part 2 apply:
a) outside diameter shall not be less than nominal diameter minus 5 mm

(nominal diameter is recorded in the wheelset database)
b) centre rim run-out less than 0.6 mm
c) surface texture of all surfaces of the rim less than 3.2 µm
d) width of rim not less than nominal minus 2.5 mm
e) machined rim profile to comply with the relevant drawing
f) no corrosion after any shallow corrosion up to 0.2 mm deep has been

removed by an approved process

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g) no indentations greater than 2.5 mm across
h) no raised edges or burrs. Material standing proud of the surface shall be

removed using an approved process. Material below the surface shall not be
removed.
To achieve the above criteria, machining with a minimum depth of cut is permitted
providing that minimum dimensions, as shown on the relevant drawing, are not
transgressed. Welding, using an approved procedure, is permitted in the wheel
centre bore.
G2.6 Wheel tread and flange profile

G2.6.1 Inspection criteria
The tread, when newly profiled, shall meet the requirements set out in BS 5892,
Parts 3 and 6 and be free of visible defects, cracks and cavities, flats and spalling.
When in service some damage is permissible, as set out in the following clauses
G2.6.2 to G2.6.3. The train operator shall establish dimensional limits to ensure
that the safety limits set out in Appendix 3 are not infringed between examinations.
The limits shall include the minimum rim and tyre thickness. The train operator
shall ensure that the required dimensions and tolerances are specified for each
wheelset / vehicle combination and that these dimensions are recorded in the
wheelset database. Where RRVs and RMMMs have wheel profiles other than
specified in Appendix 3 the flange heights shall not be less than 28 mm nor
exceed 36.5 mm at any stage in the wheel profile life.
G2.6.2 Flats
Where wheel flats are found, the length of the flat around the circumference of the
wheel shall be measured to the outer edge of any discolouration or of the
worn / damaged area, whichever is the greater. Action for a measured flat shall
be taken as follows:
Vehicle type Wheel flat Vehicle to be taken out

length of service
Any vehicle permitted to Above 60 mm Immediately
operate above 125 mph and
up to 140 mph Above 40 mm to On completion of the
60 mm journey. The speed
shall be limited to
125 mph until the vehicle
is taken out of service
30 to 40 mm Within 24 hours of the
fault being found
Passenger or personnel Above 60 mm Immediately
vehicles operating at speeds
up to and including 125 mph 40 to 60 mm Within 24 hours of the
fault being found
Non-passenger vehicles, Above 60 mm Immediately
locomotives, power cars,
driving van trailers, on-track 40 – 60 mm On completion of the
machines, rail mounted journey
maintenance machines,
road-rail vehicles
Freight vehicles up to Above 80 mm Immediately
17.5 tonnes axle load
60 to 80 mm On completion of the
journey. The speed to
be restricted to 60 mph

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Vehicle type Wheel flat Vehicle to be taken out

length of service
Freight vehicles equal to or Above 70 mm Immediately
over 17.5 tonnes axle load
50 to 70 mm On completion of the
Other vehicles Above 60 mm Immediately
40 to 60 mm On completion of
Table G3 Wheel flat criteria
For vehicles fitted with wheels smaller than 660 mm, the small wheel criteria set
out in GM/RT1300 shall apply.
G2.6.3 Tread run-out

Where the presence of tread run-out is established, either by visual inspection or
measurement, action shall be taken as in Table G4.
Vehicle type Tread run-out Vehicle to be taken out of

service
Any vehicle permitted to Above 1.3 mm Immediately
operate above 125 mph and
up to 140 mph 0.7mm to Within 24 hours of the fault
1.3 mm being found
Passenger or personnel Above 3.0 mm Immediately
vehicles operating at speeds
up to and including 125 mph 1.3 mm to Within 24 hours of the fault
being found
3.0 mm
Non-passenger vehicles, Above 3.0 mm Immediately
locomotives, power cars,
driving van trailers and on- 1.3 mm to On completion of the
track plant journey
3.0 mm
Freight vehicles up to Above 5.0 mm Immediately
17.5 tonnes axle load
3.0 mm to On completion of the
journey. The speed to be
5.0 mm restricted to 60 mph
Freight vehicles equal to or Above 4.0 mm Immediately
over 17.5 tonnes axle load
Other vehicles Above 4.0 mm Immediately
Table G4 Tread run-out criteria

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G2.6.4 Permitted speed for recovery of vehicles

When flats, or tread run-out are found, and in order to move the vehicle to where
the defect can be rectified, the requirements shown in Table G5 shall be applied:
Damage Speed restrictions

Flat length Tread run-out A vehicle shall not be moved except to
longer than greater than clear the running line and at a maximum
100 mm 8.0 mm speed of 5 mph or with the use of a
wheelskate. Further movement shall be
with the authorisation of a technically
competent authority and the
infrastructure controller.
Flat length Tread run-out Speed restriction of 35 mph.
70 mm- 5.0 mm to
100 mm long 8.0 mm
Flat length up Tread run-out Speed restriction of 60 mph.
to 70 mm long 3.0 mm to
5.0 mm
Table G5 Speed limits for recovery of vehicles with wheel flats
G2.6.5 Inspection after identification of wheel flat and tread run-out

Tread damage in excess of the criteria requiring immediate removal from service,
as set out in clauses G2.6.2 and G2.6.3, can have caused underlying damage to
the wheelset and other parts of the vehicle, including bearings, suspension, etc.
The operator shall ensure that the wheelset having received such damage is sent
for overhaul. Wheelsets with damage that requires removal from service either at
the end of the journey or within 24 hours shall be rectified by re-profiling the tread.
G2.6.6 Tread roll-over and rim face bulging

When newly profiled there shall be no tread roll-over, see Figure 13. Up to 5 mm
of roll-over is permitted in-service but no cracks in the roll-over shall extend into
the tread or the rim face. When newly profiled the outside face of the rim of the
wheel or tyre shall be flat to within ± 0.25 mm.
In service local tread collapse in the form of a bulge in the rim face in excess of
2 mm see Figure 14 is not permitted and such a feature shall cause the wheelset
to be withdrawn from service within 24 hours of the fault being identified.
G2.6.7 Cracks
Where cracks are found in the transition between tread and rim, on the outside
face of the rim, in the flange or in any roll-over (see Figures 13 and 18), then the
wheelset shall be withdrawn from service immediately. Any move to a repair
facility shall be at a speed restricted to less than 45 mph.
G2.6.8 Thermal crazing and rolling contact fatigue cracking

The maximum length of multiple cracks caused by rolling contact fatigue or
thermal crazing on the tread braked wheels or integral disc braked wheels shall be
assessed by measurement and recorded. Limits for permissible cracks shall be
set out in the appropriate maintenance procedure for the specific wheelset
design / vehicle application and shall not exceed those specified in clause G2.6.9
and G2.6.10.
G2.6.9 Multiple cracks

Where multiple small cracks are found in the tread and one of the cracks exceeds
40 mm in length the wheelset shall be withdrawn from service within 24 hours of
the fault being identified.
G2.6.10 Isolated cracks

Where an isolated crack longer than 30 mm is found in the tread, the vehicle shall
be withdrawn from service immediately. Where an isolated crack longer than

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20 mm is found in the tread, the wheelset shall be withdrawn from service within
24 hours of the fault being found.
G2.6.11 Tread cavities

Where a cavity, or cavities, is found in the wheel tread, then these shall be
measured. The wheelset shall be withdrawn from service within 24 hours of either
of the following faults being found.:
a) any single cavity greater than 15 mm long circumferentially around the wheel
b) any two cavities, separated by less than 50 mm, having a total length in
excess of 15 mm circumferentially around the wheel.
G2.6.12 Tread discontinuities

There shall be no wear of the profile which creates discontinuities in the profile
shape of the tread or the flange. There shall be no circumferential step in the
flange profile greater than 1.5 mm (see Figure 19). A wheelset with such features
shall be withdrawn from service within 24 hours of the fault being found.
G2.6.13 Minimum flange radius

There shall be no convex radius between the flange back and the flange root of
the wheel which is less than 10 mm when the wheel is newly profiled or 5 mm at
any other time (see Figure 19 & 20) when gauged by a concave arc of 5 mm
radius having a chord length of 7 mm. A wheel profile with a radius less than this
value shall be withdrawn from service within 24 hours of the fault being found.
Flange wear may produce either sharp flange or toe radius build-up í both are
unacceptable flange profiles.
G2.6.14 Flange angle

o o
The nominal flange angle on a newly profiled tread shall be in the range 68 - 70
o
except for P5 profiles where 60 is permissible. This clause does not apply to RIV
vehicles.
G2.6.15 Flange back

No point in the flange back blend shall be closer to the vehicle centre-line than the
flange back.
G2.6.16 False flange

A false flange (see Figure 21) shall not exceed 2.0 mm. The details of the incident
shall be passed immediately to the infrastructure controller (see section E6).
G2.6.17 Inner rim damage

Wheels shall be scrapped where damage on the inner surface of the rim exceeds
4 mm in depth. No damage with sharp, internal angles shall be permitted. It is
permitted to grind out damage less than 4 mm deep by grinding 1 mm deeper than
the damage and blending in the hollow over a length of five times the depth. The
rim shall then be proved defect-free by MPI.
Wheels with inner rim damage caused by the application of wheel lathe ‘drive
dogs’ shall be examined for tread run-out and assessed in accordance with the
criteria set out in clause G2.6.3.
G2.6.18 Maximum force

Where it is established, for example by wheel impact load detection equipment,
that any defect in a wheel produces a total vertical force of more than 350 kN per
wheel, the wheelset shall be examined at the first available location and action to
be taken in accordance with the infrastructure controllers’ instructions.
G2.7 Tyre security

G2.7.1 Dimension X
Locomotive wheels, except where fitted with coaching stock derivative wheels,
shall have no gap between the tyre snip end and the wheel centre. Carriage and
coaching stock derivative wheels are permitted to have a gap of up to 1 mm (see
Figure 1 for dimension X).

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G2.7.2 Retaining ring (Gibson) gap

There shall be no continuous gap between the retaining ring and the rolled down
section of the tyre or between the retaining ring and the vertical face of the wheel
centre. Intermittent gaps of up to 0.5 mm are permitted, provided they do not
extend in total for more than 50% of the retaining ring circumference.
G2.7.3 Retaining ring (Gibson) end gap

The retaining ring shall be formed from a single piece of steel, with the ends
separated by no more than 3 mm. No make up pieces shall be permitted.
G2.8 Wheel web and bore condition

G2.8.1 Surface condition
The wheel web surface, the part between the hub and the rim, shall meet the
requirements of BS 5892, Part 3 and have:
a) a surface texture on all machined surfaces of less than 6.3 µm
b) no corrosion after any shallow corrosion has been removed by using an

approved procedure
c) no indentations greater than 2.5 mm deep
d) no raised edges or burrs which cannot be removed by an approved

procedure. The procedure shall blend the repair into the adjacent surface
with no undercut and no local overheating.
G2.8.2 Integral brake disc

Wheels having integral brake discs shall have webs no thinner than those defined
in the applicable maintenance specification. Integral brake discs shall not have
cracks and surface texture that exceeds the criteria specified in the appropriate
maintenance and overhaul specifications. The surface texture shall be less than
3.2 µm. It is permitted to machine the web in accordance with an approved
procedure.
G2.8.3 Holes in webs

Holes in the wheel web shall have a geometry and surface finish as shown in the
relevant drawing or as shown in Figure 22, whichever is the more stringent. Such
holes shall have no cracks emanating from them, as determined by MPI or
another approved procedure.
G2.8.4 Bore condition

The wheel bore shall have:
a) no scoring with raised edges or burrs or sheared material
b) a surface condition less than 3.2 µm
c) corner radii less than 3 mm
d) a parallel and cylindrical tolerance to 0.05 mm
e) thrust bearing and seal mating faces with a surface texture less than 1.6 µm.
Any scoring of the bore shall not be such as to cause loss of oil injection pressure
or generate suspect signals in any UAT test. It is permitted to remove raised
edges using an oilstone.
It is permissible to build up the bore of wheel centres by welding using pre-heat

and an approved procedure. After machining, the bore shall be subject to NDT.
G2.9 Wheel tread profile alignment and symmetry

When newly turned, the wheel tread profiles on each wheel shall be aligned.

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Wheel diameters shall be within limits set out in section G2.1 and the profile shall
be accurate to a nominal ± 0.25 mm. The tread run-out shall not exceed the limits
set out in clause G2.4.2.
G2.10 Axle condition

G2.10.1 Corrosion
In assessing axle corrosion the extent and depth shall be taken into account. All
corroded areas shall be subject to a special inspection by MPI, or equivalent
approved method, and where cracks are indicated the axle shall be dealt with by
an appropriate procedure or scrapped.
An axle designed to operate with no surface coating or protection shall be

examined to ensure that the corrosion which is present is both shallow and even.
Deep corrosion or an isolated area of corrosion is not permitted and shall be
removed using an approved procedure.
For axles which are to be protected by a surface coating, even where MPI or an
equivalent approved method shows that the axle is clear, the corrosion shall still
be unacceptable where it:
a) is located in any transition area
b) is concentrated at a particular point, that is a corrosion pit, particularly where

it has a ring of red/brown staining
c) is greater than 1 mm deep or longer than 30 mm circumferentially or 50 mm

axially
d) cannot be removed by polishing up to 1 mm deep
e) occurs at more than 10 points on the axle.
Where allowed by the overhaul or repair procedures it is permissible to machine

the axle to remove corrosion. The nature and location of the corrosion shall be
recorded and rectified. Following machining, the axle shall be subject to MPI, or
another approved procedure, to demonstrate that no cracks are present in the axle
surface.
G2.10.2 Damage
Physical damage or marking of the axle shall be unacceptable where it results in:
a) sharp indentations
b) circumferential damage, such as scoring.
Where an approved maintenance procedure permits, surface damage may be

removed (see clause F4.5.2). Following removal the axle shall be subject to MPI,
or another approved procedure, to demonstrate it is free of defects.
G2.10.3 Axle ends

The axle end shall be flat with no burrs, sharp edges or grooves in the surface
other than permitted lettering, as shown in Figures 3 to 6, and shall meet the
following surface and geometric requirements:
a) surface texture of the end face less than 3.2 µm
b) flatness/run-out of end face less than 0.08 mm.
It is permitted to use an oilstone to remove burrs and sharp edges.
Where the end face is re-machined to accommodate an axial thrust pad the
surface texture shall be reduced to a value less than 0.8 µm and the complete
geometry of the axle end shall be reinstated.

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G2.10.4 Journal dimensions

The journal dimensions shall be within the limits shown on the relevant drawings
or in BS 5892, Part 1.
G2.10.5 Seat condition

Seats for interference fit components shall have no fretting and a surface texture
of less than 3.2 µm.
G2.10.6 Seat tolerances

All mating surfaces (seats for bearings and interference fit components) shall be
parallel and cylindrical tolerances not exceeding 0.025 mm. Any taper, within the
permitted tolerance, shall be such that interference increases as the component is
pushed on.
G2.11 Damage to wheelset

G2.11.1 Longitudinal defects
Axles with longitudinal defects that are unable to be rectified in accordance with
clause F4.5.2 shall be scrapped.
G2.11.2 Axle cracks

No transverse cracks in the axle shall be permissible. Clause F4.4.6 sets out the
actions required when such cracks are found.
G2.11.3 Other defects

Any damage not detailed in this document shall be assessed by a technically
competent authority and action shall be taken to rectify the damage or scrap the
defective component.
G2.12 Wheelset balancing

Wheelsets shall be dynamically balanced to the new wheelset requirements of
BS 5892, Part 6 when new, re-tyred, repaired or overhauled when this is
practicable and required by the relevant procedure. Where balancing is not
practical, specific attention shall be given to minimising tread run-out.
Wheelsets that operate at speeds in excess of 125 mph and up to 140 mph shall
have wheelset out of balance less than 50 gram.metres.
G3 Record keeping
G3.1 Records to ensure traceability
G3.1.1 Extent of records
The train operator shall require that records are kept which ensure that wheelsets
and wheelset components are traceable and that a complete history of each
wheelset and wheelset component is maintained. The minimum requirements are
set out in Appendix 5. In addition to build, repair and overhaul information and the
service history, all NDT results shall be recorded and retained. This clause does
not apply to RIV vehicles.
G3.1.2 Mileage estimate

When a wheelset is subject to NDT or when the wheelset is sent for overhaul or
repair, the train operator shall provide details, or estimates, of miles run since the
last NDT. The mileage shall be entered into the wheelset records.
G3.1.3 Record retention

Full wheelset records shall be kept for five years after the scrapping date of the
wheelset.
G3.2 Responsibility for record keeping

G3.2.1 Wheelset record keeper
The train operator shall be responsible for ensuring that a complete record is
maintained of all the data for each wheelset applicable to the vehicles that they
operate. It is permitted for the data to be retained at different locations.

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Wheelset records shall be made available to all Railway Group members, their
appointees and others at the discretion of RSSB. This clause does not apply to
RIV vehicles.
G3.2.2 NDT record summary

The train operator shall ensure that full details of every wheelset NDT are
recorded. Clear results shall be passed to RSSB in summary form in accordance
with clause F4.7.5. If a wheelset is failed by NDT, then the full details shall be
obtained by the train operator and copied to RSSB, as set out in clause F4.7.6 &
F5.4.
G3.2.3 NDT record database

RSSB shall maintain a database containing basic information on all the NDT
records of axles. The data collected shall be analysed by RSSB to identify trends
in axles defects. RSSB shall make available the database for examination by all
Railway Group members or their appointees.

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Flange
Tread
Tyre
Snip
End
Recess Rolled Down
Section of Tyre
Snip End Tyre Retaining

(Gibson) Ring
Wheel
Centre Rim
Wheel Centre
X
Carriage type Locomotive type tyred wheel
tyred wheels
Flange Flange tip

t oe
Flange
Flange Flange
Tread height
root Flange back
chamfer angle blend
Tread datum
Flange
back
Tyre/rim width
70 mm
Wheel web
Figure 1 Diagrams identifying parts of the wheel

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2 3 4 5
SP 95 SC5761
2 Manufacturing contractor’s code (refer to GM/RT2470 for codes).
3 Year of manufacture.
4 Cast identity.
5 Inspector’s stamp (optional).
Figure 2 As forged condition axle markings
12 mm
Z
Z 7 8 6
69323 R 140
For freight only
6 For ready identification of 140 mm diameter journals from 5½” diameter

journals (freight vehicles only):
a) Stamp the number 140 on both ends
b) Paint both ends with white paint to BR Catalogue No

28/44300.
7 Axle serial number (from assembling contractor’s number allocation).

8 Axle geometry code, if applicable, to be cold stamped after the serial
number.
Figure 3 Branding on finish machined roller bearing axles

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12 mm
Z 7 8
69323 R

number.
Figure 4 Branding on finish machined plain bearing axle

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12 mm
Roller bearing
9 7 8 5 12
M6 69323 R E6
Roller bearing with

axial end thrust
pads

7 Axle serial number (from assembling contractor’s
number allocation).
8 Axle geometry code, if applicable, to be cold
stamped after the serial number.
9 Original assembling contractor’s code (refer to
GM/RT2470).
12 Latest subsequent assembling contractor’s code
(refer to GM/RT2470). To be used when a wheelset
has been repaired or overhauled by a different
contractor from the original assembling contractor.
Figure 5 Axle end branding of roller bearing wheelsets

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12 mm
Plain bearing
9 7 8 5 12
M6 69323 R E6
R3
Plain bearing with

axial end thrust
pads
1.5 mm

number.
9 Original assembling contractor’s code (refer to GM/RT2470).
12 Latest subsequent assembling contractor’s code (refer to
GM/RT2470). To be used when a wheelset has been repaired or
overhauled by a different contractor from the original assembling
contractor.
Figure 6 Axle end branding of plain bearing wheelsets

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10 mm Branding
Oil injection
plug
1 2 3 4 13 5
8T TB 95 Y5694 UT
1 Grade of material.
4 Cast identity.
13 Ultrasonic code, wheel rims that have been ultrasonically tested
shall be stamped UT.
Figure 7 Branding on monobloc wheels during manufacture

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Branding
Oil injection see Fig. 7
plug
Branding
9 7 8 10 11 5 12
M6 69323 R P8 3-69 M3

number.
10 Tyre profile.
11 Date of assembly of wheelset.
12 Latest subsequent assembling contractor’s code (refer to
GM/RT2470). To be used when a wheelset has been repaired by a
different contractor from the original assembling contractor.
Figure 8 Branding on monobloc wheels after assembly

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Branding
Oil injection
plug
1 2 3 4 5
U TB 95 A2225
4 Cast identity.
Figure 9 Branding on wheel centre during manufacture

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10 mm Branding
1 2 3 4 5
SE TB 95 B3222
4 Cast identity.
Figure 10 Branding on tyres during manufacture

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12 11 5
3.58 E6
8 mm
Branding
see fig. 10
Branding
see fig. 9
9 7 8 10 12 11 5
M6 69323 R P8 E6 5.52

8 Axle geometry code, if applicable, to be cold stamped after the serial number.
10 Tyre profile.
11 Date of assembly of tyre or wheel centre as applicable.
12 Latest subsequent assembling contractor’s code (refer to GM/RT2470). To be
used when a wheelset has been repaired by a different contractor from the original
assembling contractor.
Figure 11 Branding on tyres and wheels following assembly

GM/RT2466
Issue One
Page 65 of 88
Tread datum
position
70
P9 Profile
Tread datum
position
X
70
P9 Profile
Key W = Flange thickness (new)

Y = Flange height (new)
X = Flange thickness (worn)
Z = Flange height (worn)
A = Flange thickness datum - 13 mm for UK profiles
- 10 mm for UIC profiles
Figure 12 Flange height and thickness (new and worn)

GM/RT2466
Date June 2003
Page 66 of 88
Tread rollover
Figure 13 Wheel tread roll-over
Distortion
Figure 14 Wheel rim distortion

GM/RT2466
Issue One
Page 67 of 88
70
Location for gauging
dimension ’G’
Location for gauging H
H = tread run-out
G = wheel wobble
L-L1 = wheel diameter difference
Figure 15 Wheel wobble
70
H = tread radial run out
Figure 16 Wheel tread radial run-out

GM/RT2466
Date June 2003
Page 68 of 88
H YZ
Y Z
A YZ
G YZ
Wheelsets with outside journals
H YZ
Y Z
A YZ
G YZ
Wheelsets with inside journals
Figure 17 Datum for measuring axle body run-out, tread run-out and
wheel wobble
} Outside
face of
rim
Transition
from tread
to rim
Roll-over
Flange
Figure 18 Critical areas for cracks in wheel tread

GM/RT2466
Issue One
Page 69 of 88
R min = 5 mm
Max step = 1.5 mm
Figure 19 Step in flange and sharp flange
R min = 5 mm
Figure 20 Toe radius build-up

GM/RT2466
Date June 2003
Page 70 of 88
This dimension
is not to exceed
2.0 mm
Figure 21 Diagram of false flange
Surface to have no scoring,

pitting, indentations,
burs or sharp edges.
Approx. 45
Surface texture
Surface texture
<3.2 µm
<1.6 µm
X
1.5 mm < X < 3.0 mm
Figure 22 Wheel web hole geometry

GM/RT2466
Issue One
Page 71 of 88
Appendix 1
(The content of this Appendix is mandatory)
Minimum contents for a wheelset database

The train operator shall maintain a paper or computer-based set of data for each
wheelset-vehicle design combination. As a minimum the data shall include:
a) wheelset type
b) vehicle application
c) the required wheel profile
d) the nominal back-to-back dimension
e) the scrapping diameter of the wheel
f) any allowable exceptions to the nominal diameter difference allowed between

the wheels on the same axle
g) the allowable diameter difference for the wheels on different axles under the
same vehicle
h) the acceptable maximum flange height
i) the acceptable minimum flange thickness
j) the minimum rim or tyre thickness
k) for small wheels, less than 660 mm diameter, the maximum allowable flat size
l) the NDT procedure chart
m) the NDT periodicity
n) the nominal wheel centre diameter (for tyred wheels).

GM/RT2466
Date June 2003
Page 72 of 88
Appendix 2
Requirements for labelling of loose wheelsets

When a wheelset has been assembled or when an overhaul or repair has been
completed a durable label shall be attached to the wheelset. The method of
attachment shall be secure and shall avoid any type of damage to the wheelset or
its protective coating.
The label(s) shall clearly show the following information:
a) contractor’s identification
b) wheelset catalogue number, where applicable
c) wheelset serial number (axle unique number)
d) overhaul/repair date
e) UAT date or other NDT date
f) UAT/NDT operator(s) name(s)
g) warranty expiry date if applicable
h) axle bearing manufacture date *
i) axle bearing overhaul date *
j) axle bearing fitting date *
k) axle bearing serial number *.
(* NOTE: for both bearings on the axle).
When a wheelset has been removed from a vehicle for overhaul or repair a
durable label shall be securely attached to the wheelset.
The label shall clearly show the following information:
a) catalogue or part number
b) wheelset serial number
c) reason for removal from vehicle
d) requirements for particular tests or examinations
e) estimate of miles run since the last NDT examination.

GM/RT2466
Issue One
Page 73 of 88
Appendix 3
Mandatory wheelset profile limits

The dimensions shown below are the limits of wheel tread wear for acceptance for
service on Network Rail controlled infrastructure.
This Appendix does not apply to RIV vehicles.
The profiles for steam locomotives shall be defined by individual assessment,

useful information is contained in MT276.
The new flange height and thickness dimensions shown in Table A3.1 have been
rounded from the dimensions derived from the profile drawings; where greater
accuracy is required the dimensions and tolerances on the drawings shall be
used.
Tread Drawing Flange thickness Flange height details

profile number / details (mm) (mm)
specification
See Notes 1 and 3 See Note 1
As new Minimum As new Maximum
(W) (Worn) (Y) (Worn)
(X) (Z)
P1 S8 C2- 28 24 30 36.5
8006234
P5 S8-C2- 30 27 29 33
8003908
P6 S8-C2- 28.5 24 30 36.5
8006238
P8 S8-C2- 28.5 24 30 36.5
8006239
P9 S8-C2- 25 21 30 36.5
8006240
(21.5) (18)
See Note 2
P10 F-C-00234 31 27 28 33
See Note
4
P11 C1-C1- 28 24 30 34
9016365
RD9 A1-C1 26 24 30 36.5
8700150
Eurostar NF.F01-115 32.5 26 28 36
(1/40 profile &
135 mm rim)
Table A3.1 Flange height and thickness by tread profile

Note 1: For datum points at which flange thickness and height are measured (see
Figure 12).
Note 2: The dimensions in brackets are applicable if the Datum Face V of the
tread profile is used for measurements (see Figure 12).

GM/RT2466
Date June 2003
Page 74 of 88
Note 3: For the following profiles the dimension 13 mm in Figure 12 is reduced to

10 mm:
a) Eurostar (NF.F01-115)
b) P10 where the vehicle is in international traffic (see Note 4).
Note 4: For vehicles fitted with P10 this dimension is reduced to 24 mm where
the 10 mm dimension in Note 3 is used. If the dimension is less than
27 mm all the other UIC requirements set out in UIC leaflet 510-2 shall be
checked and these shall be met.

GM/RT2466
Issue One
Page 75 of 88
Appendix 4
List of key tasks in wheelset examination

The following is a list of examinations and inspections that shall be undertaken on
the wheelset as required for continued safe operation. These tasks shall be
undertaken with the wheelset in its assembled state. Disassembly of the wheelset
is not necessary, other than where removal of the axle end cover is required.
The list includes a range of measurements to be undertaken in the assessment of

wheelset condition and conformance with the limits specified in Part G of this
document. All measurement equipment and gauges shall be calibrated.
4.1 General
The wheelset shall be examined for integrity, including:
a) corrosion anywhere on the axle, wheel (other than the tread) or wheel centre
b) damage anywhere on the axle, wheel or wheel centre. This can be in the
form of scoring, burrs, raised edges, sharp indentations, impact marks or
fretting
c) tread damage and flats
d) any signs of overheating anywhere on the wheelset
e) cracks in the axle, wheel or wheel centre. Thermal crazing and rolling contact
fatigue cracks in the centre of the tread surface shall not exceed the
requirements of the appropriate maintenance specification. Tread conditions
in excess of the criteria shall be removed by re-profiling
f) any sign of movement at interference fit interfaces
g) where there is reason to suspect that dimensions are at variance with

requirements, check that all dimensions are within limits:
i) back-to-back dimension, measured at axle height and at three

equi-spaced locations around the wheelset
ii) wheel tread diameters
iii) wheel tread diameter difference.
This list is not exhaustive.
Checks shall be made for damage to, or missing, oil injection hole plug.
4.2 Axle specific

The axles shall be examined for:
a) flame cutting damage, weld spatter or electric arc damage
b) integrity of the axle surface coating
c) axle end threaded holes for damage, when the holes are exposed for reasons
other than the visual inspection
d) axle end faces for raised edges, indentations, depression, poor surface
texture or grooves that may hinder UAT. This examination need only be
carried out when the axle end face is exposed for reasons other than the
visual inspection and when the NDT policy includes UAT.
This list is not exhaustive.

GM/RT2466
Date June 2003
Page 76 of 88
Where the examination identifies deficiencies in the axle condition, then

measurements shall be undertaken to confirm the extent of defects, such as axle
body run-out, surface texture, back-to-back, etc.
4.3 Tread specific

Where the visual inspection of the tread profile suggests that it is worn or
damaged, the train operator shall:
a) examine for, and measure, tread damage, flats and cavities
b) measure or gauge tyre/rim thickness
c) measure or gauge flange thickness and flange height
d) measure or gauge flange toe radius and examine for sharp flange features
e) measure or gauge flange angle or flange angle dimension. Applicable to

wheelsets operating in accordance with RIV regulations.
f) examine the profile for grooving, false flange, flange step etc are within
allowable limits.
4.4 Tyred wheel specific

The tyres shall be examined for security and integrity, including:
a) checks for evidence of movement between the tyre and wheel centre,
(disturbed or cracked rust/dirt/paint between wheel centre / retaining
ring / tyre, polishing at the interface, slivers of metal close to the interface)
b) checks for cracks in the tyre
c) checks for damage to the retaining ring
d) where there is reason to suspect that the tyre has moved, checks with a feeler
gauge that the clearance between the tyre snip and the wheel centre rim is
within limits
e) checking the clearances between the inside vertical face of the tyre and the
retaining ring and between the retaining ring and wheel centre to ensure that
they are within limits*
f) checking that the retaining ring ends are not separated by more than the
allowable gap and that there is no make-up piece in the retaining ring*.
The items marked with an asterisk will usually only be applied at repair or overhaul
when the wheelset is dismantled.
4.5 Other components

Examine other components attached to the wheelset (for example axleboxes,
gearboxes, final drives, suspension tubes, brake discs etc) for damage, cracks, oil
leakage and other problems.

GM/RT2466
Issue One
Page 77 of 88
Appendix 5
Records to be retained
Records shall be retained, including the items listed below as a minimum.
5.1 For the assembly

a) assembler identification (where not embodied in the axle number)
b) date of assembly
c) previous assemblers
d) previous assembly dates
e) dimensional details relating to interference fits
f) pressing on loads for wheels, gearwheels and axle-mounted brake discs
g) record of test loads to check security of interference fit, as required by

BS 5892, Part 6, section 4.2.1
h) wheel press recorder chart
i) wheel tread profile.
5.2 For the axle

a) axle manufacturer
b) year of axle manufacture
c) axle geometry code
d) axle cast number
e) class of axle material
f) axle serial number
g) axle wheel seat diameters
h) axle journal diameters
i) date of NDT test
j) type of NDT test and reference to the procedure
k) expiry date of test.
Result of test, including description and measurements of any defect found

(crack length, depth and orientation) and record of areas of the axle covered by
the test. The means used to measure depth shall be stated.
NDT operator’s name and signature.

GM/RT2466
Date June 2003
Page 78 of 88
5.3 For each wheel or wheel centre

a) wheel manufacturer
b) year of wheel manufacture
c) wheel cast number
d) class of wheel material
e) bore diameter
f) outside diameter
g) date of NDT test on wheel, wheel centre and/or holes in same
h) type of NDT test
i) result of test including description and measurements of any defects found

(crack, length, depth and orientation)
j) NDT operator’s name and signature.
5.4 For each tyre

a) tyre manufacturer
b) year of tyre manufacture
c) tyre cast number
d) class of tyre material
e) outside diameter
f) bore diameter
g) date of fitment to wheel centre
h) date of NDT test after fitment to wheel centre
i) NDT operator’s name and signature
j) result of test including a description and measurements of any defects found.
5.5 Vehicle/storage data

a) class and number of vehicle to which wheelset is installed and the position of
the wheelset on the vehicle
b) location of wheelset not fitted to vehicle.
5.6 Scrapping details

a) date scrapped
b) reason for scrapping.
5.7 Repair/overhaul work

Progress record cards.
5.8 Service/maintenance/inspection
Dimensional measurements outside limits set out in this document.

GM/RT2466
Issue One
Page 79 of 88
Appendix 6
Prohibited processes on wheelsets

The following shall be prohibited at all times:
a) the use of power tools on an axle or component or any part of the wheelset
which is ’ready for assembly’ or at any time other than as part of an approved
process
b) welding, brazing or other thermal process, except where it is set out in an

approved procedure
c) action which would cause flame cutting debris or weld spatter to fall on a
wheelset or component
d) attachment of an electrical connection or current return, not allowed for by the

wheelset design, other than those needed to carry out MPI or welding using
an approved procedure or electrical testing, as set out in clause D2.6 and
clause F4.6.12
e) use of any tool which could cause notches other than in accordance with an
approved procedure, pits or other markings on the axle or wheelset
components
f) the application of grease to axle and suspension tube bearings to any extent
prior to testing for smooth rotation
g) any action which could have an adverse effect on the safety of the wheelset
h) hand grinding to remove sharp flanges except to facilitate recovery.

GM/RT2466
Date June 2003
Page 80 of 88
Appendix 7
Obtuse crossings – ‘low speed rule’

To ensure the safe operation of wheelsets through obtuse crossings the ‘low
speed rule’ shall be satisfied. The derailment risk is assessed by the wheelset
lateral displacement when passing through a crossing gap. Too much will result in
contact with the tip of the point rail (L2 in Figure Appendix 7.1) on a part of the
flange where there may be insufficient contact angle to ensure guidance into the
correct path. The acceptable magnitude of the sideways displacement for a given
wheel profile is defined, at low speed, on the basis that the flange contact angle is
greater than 45°.
The ‘low speed rule’ requires that the following inequality shall be met:
LucΨo + ∆slip + 5 Lug < ∆crit (1)
where: Luc is the unchecked length m
Ψo is the steady-state angle of attack mm
∆slip is the lateral slip distance mm
Lug is the unguided length m
∆crit is the allowable sideslip mm
The most critical of these terms is the lateral slip distance. The vehicle types most
at risk are two axled high-sided vehicles with low axle loads.
Two cases of wind loading and track cant shall be considered:
a) a wind speed of 25 m/s and zero track cant
b) a wind speed of 17.5 m/s combined with an adverse track cant of 3°.
The resultant external lateral force on the vehicles is then given by the greater of:
Fext = 0.46 Aw
or Fext = 0.23 Aw + 0.05 W (2)

2
where: Aw is the area exposed to the wind m
W is the total vehicle weight kN
Fext is the resultant lateral body force kN
Compliance with the inequality (1) shall be at the crossing angles identified in
Table A7.1.

GM/RT2466
Issue One
Page 81 of 88
The procedure for applying formula (1) is as follows:
Step 1 Determine the value of ∆crit the maximum permissible sideways

displacement in the gap for the wheel profile chosen, refer to Figure A7.2.
Step 2 Choose the crossing angle to be considered.
Step 3 Determine the unchecked length Luc for the crossing angle being
considered, refer to Table A7.1.
Step 4 Determine the unguided length Lug for the crossing angle and wheel
diameter being considered, refer to Figure A7.3.
Step 5 Determine the minimum curve radius Rmin for the crossing angle being
considered, refer to Table A7.1.
Step 6 Determine the steady state angle of attack of the leading wheelset,
assuming the vehicles to be running on a constant curve of radius equal to
the minimum permissible radius for the crossing angle being considered.
Assume a wheel/rail friction coefficient of 0.1, a track gauge of 1438 mm
(nominal gauge plus 6 mm maintenance allowance) and full allowable
wheel flange wear. Add to this calculated angle of attack value an
allowance for the permissible wheelset yaw misalignment tolerance in the
vehicle to give the Ψo value to substitute in formula (1). In determining the
steady state angles of attack of the wheelsets, the external lateral forces
on the vehicles should be neglected.
Step 7 Superimpose on the steady state curving situation in step 6 an external

force applied to the vehicle body of Fext as determined by formula (2).
Calculate the value of ∆slip for the leading wheelset which would occur if its
flange force were suddenly removed, assuming a wheel/rail friction
coefficient of 0.1.
Step 8 Check that the inequality of formula (1) is satisfied.
Step 9 Repeat steps 2 to 8 for the remaining crossing angles.
The vehicle design shall minimise the generation of lateral loads by buffers and
drawgear and by other inter-vehicle constraints. The possibility of braking
systems causing wheel locking is be minimised to avoid the occurrence of
exceptionally low lateral adhesion levels.
The vehicle design shall minimise the generation of lateral loads
Crossing Gap Stagger Unchecked Minimum

angle length curve radius
(67 N) (1391/2 N)
(1 in N) Luc Rm
mm mm
m m
1 in 8.0 536 87 0.449 500
1 in 7.5 502 93 0.409 400
1 in 6.5 433 107 0.326 240
1 in 5.5 371 126 0.245 160
Table A7.1 Obtuse crossing data

GM/RT2466
Date June 2003
Page 82 of 88
L1 L2
R1 R2
Nominal gauge 1435 mm

Nominal check gauge 1391 mm
Nominal flange way 41 mm
Figure A7.1 Obtuse crossing layout
70 mm
o
45
13mm
Check
rail
crit
Check guage (1391mm)
Figure A7.2 Definition of ∆crit

GM/RT2466
Issue One
Page 83 of 88
.500
.400
660mm dia
Crossing
angle
.300
1:8
1:7 1 2
.200 1:7
1:6 1 2
1:6
.100
1:51 2
0 1:4 3 4
200 400 600 800 1000
Wheelset diameter (mm)
Unguided length
(as a function of
wheel diameter
and crossing angle)
Figure A7.3 Unguided length (as a function of wheel diameter and crossing
angle)

GM/RT2466
Date June 2003
Page 84 of 88
Appendix 8
Material cleanliness requirements

8.1 Microstructure
The microstructure shall be ferrite and pearlite, having a grain size between 5 and
8 as determined by the method in Appendix F of BS 4490; 1989, as required by
BS 5892 Pt 1 & 3. The sampling rate shall be at least two components from batch
sizes greater than 250 and at least one component from batch sizes up to 250.
8.2 Micrographic cleanliness

The cleanliness is measured by micrographic examination, as defined in sections
8.3 and 8.4. Maximum values of thick series inclusions to be obtained are set out
in Table A8.1. Thin series inclusions are not taken into account.
Type on inclusions Category 1 Category 2
Thick series Thin series Thick series Thin series

(maximum) (maximum) (maximum) (maximum)
A (Sulphides) 1.5 1.5 1.5 2
B (Aluminates) 1 1.5 1.5 2
C (Silicates) 1 1.5 1.5 2
D (Globular oxides) 1 1.5 1.5 2
B+C+D 2 3 3 4
Table A8.1 Maximum value of inclusions measured by micrographic

examination
8.3 Location of the micrographic sample

The examination fields for axle and wheels are given below:
a) Axle, the examination field is shown in Figure A8.1. The examination shall be
2
made in a 200 mm plane, perpendicular to arrow F, at mid-radius of the solid
axles or at mid-distance between external and internal surface of hollow
axles. The test pieces shall be taken from the largest axle section.
b) Wheel, the examination field is situated in the shaded area of Figure A8.2. Its
centre ‘F’ is situated 15 mm below the tread.
8.4 Test method

Cleanliness level determination shall be in accordance with ISO 4967, method A.
The criteria for category 2 are applicable to wheelsets operating up to and
including 125 mph and category 1 is applicable to wheelsets operating above
125 mph.

GM/RT2466
Issue One
Page 85 of 88
Figure A8.1 Examination field of an axle
Figure A8.2 Examination field in the wheel rim

GM/RT2466
Date June 2003
Page 86 of 88
Appendix 9
NDT record summary

The train operator shall provide the following information to RSSB for entry onto
the NDT record database.
Vehicle type
Axle type and catalogue number
Number of axles tested
Number of axles tested clear
Number of axles failed
Number with defects in journal
Number with defects in wheel

seat
Number with defects in

axlebody
Number of suspect signals

GM/RT2466
Issue One
Page 87 of 88
Appendix 10
Defective axle record

The train operator shall provide the following information to RSSB for entry onto
the NDT record database.
Axle serial number

Axle type
Date of manufacture
Material and grade
Vehicle
Vehicle number
Bogie Type
Suspension type
Number
Defect details
Location Wheel seat
Bearing journal
Other seat
Axle body
Transition Inner
Outer
Distance of defect to end of axle
Size Length
Depth
Orientation – angle to axial centre line
Origin of defect Corrosion
Mechanical damage
Material defect
Electrical
Undefined
Investigation report number
History Overhaul date
Last test date
Mileage
Suspect signal

GM/RT2466
Date June 2003
Page 88 of 88
References
Railway Group Standards and Other Railway Group Standards
GA/RT6001 Railway Group Standards Change Procedures
GA/RT6004 Temporary Non-Compliance with Railway Group Standards
GA/RT6006 Derogations from Railway Group Standards
GE/RT8014 Hot Axle Bearing Detection
GE/RT8050 Process for dealing with issues between Railway Group Standards and TSIs for
High-Speed Operation
GE/RT8250 Safety Performance Monitoring and Defect Reporting of Rail Vehicles, Plant and
Machinery
GM/RC2513 Commentary on Permissible Track Forces for Railway Vehicles
GM/RC2566 Recommendations for Railway Wheelsets (to be published)
GM/RT1300 Engineering Acceptance of Road-Rail Vehicles
GM/RT2000 Engineering Acceptanc of Rail Vehicles
GM/RT2004 Requirements for Rail Vehicle Maintenance
GM/RT2005 Certification Processes for NDT Operatives, Equipment & Facilities used for
inspecting Rail Vehicles
GM/RT2100 Structural requirements for Railway Vehicles
GM/RT2400 Engineering Acceptance and Design of On-Track Plant
GM/RT2402 Engineering Acceptance of Rail Mounted Maintenance Machines
GM/RT2450 Qualification of Suppliers of Safety-Critical Engineering Products and Services
GM/RT2470 Wheel Supplier Qualification
GM/TT0088 Permissible Track Forces for Railway Vehicles
The Catalogue of Railway Group Standards and the Railway Group Standards
CD-ROM give the current issue number and status of documents published by
RSSB.
Other References
AAR Manual of Standards and Recommended Practices: Section G: Wheel and
Axle Manual
BS 4490 Method of magnetic flaw detection of the grain size of steel
BS 5892-Parts 1 – 6 Railway Rolling Stock Materials
ISO 4967 Steel – Determination of content of non-metallic inclusions – Micrographic method
using standard diagrams
UIC510-2 Trailing Stock Conditions Concerning the Use of Wheels of Various
Diameters with Running Gear of Different Types
UIC810 Technical Specification for the Supply of Rough Tyres for Tractive and Trailing
Stock
UIC811 Technical Specification for the Supply of Axles for Tractive and Trailing Stock
UIC812 Technical Specification for the Supply of Forged or Rolled Wheel Centres for
Tyred Wheels For Tractive and Trailing Stock
UIC813 Technical Specification for the Supply of Wheelsets for Trailing Stock
MT276 Examination Schedule for Preserved Steam Locomotives Running on BR Lines

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Uncontrolled Copy from the catalogue dated Railway

Signatures removed from electronic version Synopsis

This document is the property of the Rail

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Part C Engineering policy for wheelsets

Part E In-service inspections and rectification

Part F Manufacture, repair and overhaul

RAIL SAFETY AND STANDARDS BOARD 1

Part G Wheelset dimensions and limits

Figure 1 Diagrams identifying parts of the wheel 55

2 RAIL SAFETY AND STANDARDS BOARD

This document will be updated when necessary by distribution of a complete

This document comes into force on 2 August 2003.

The dates by which compliance with the requirements of this document is to be

Railway Issue Title RGS sections Date(s) as of

GM/TT0083 One Wheelset All 4 June 2005

RAIL SAFETY AND STANDARDS BOARD 3

Railway Issue Title RGS sections Date(s) as of

GM/RT2025 Two Branding of All 4 June 2005

Network Rail Infrastructure Limited is known as Network Rail.

Rail Safety and Standards Board Limited is known as RSSB.

A5 Health and safety

4 RAIL SAFETY AND STANDARDS BOARD

Haydn Peers, Principal Traction and Rolling Stock Engineer, RSSB

Jon Taylor, Principal Track and Structures Engineer, RSSB

Enquiries should be directed to RSSB – Telephone: 020 7904 7518.

RAIL SAFETY AND STANDARDS BOARD 5

This page has been left blank intentionally

6 RAIL SAFETY AND STANDARDS BOARD

B2.2 Compliance requirements

Locomotives and wagons 1 May 2005

B2.2.3 General compliance requirements

Where it is considered not reasonably practicable to comply with the requirements

B2.3 Exclusions from the application of this document

RAIL SAFETY AND STANDARDS BOARD 7

B2.4 Supporting documents

Certificate of competence [in non-destructive testing]

8 RAIL SAFETY AND STANDARDS BOARD

a) reaches its destination

b) is required to have a vehicle attached or detached

c) is required to terminate short of its destination as a result of defective on-train

Integral disc braked wheel

RAIL SAFETY AND STANDARDS BOARD 9

Magnetic particle inspection

Overheated wheel / tyre

Rail mounted maintenance machine

10 RAIL SAFETY AND STANDARDS BOARD

Retaining ring (Gibson)

Regolamento Internazionale Veicoli

Rolling contact fatigue

Technically competent authority

Toe radius build-up

RAIL SAFETY AND STANDARDS BOARD 11

The factors for consideration should include:

a) compatibility of the wheel and rail interface.

h) the risk and effects of component failure, particularly of wheelsets and

12 RAIL SAFETY AND STANDARDS BOARD

Part C Engineering policy for wheelsets

C2 Scope of the train