GMGN2497 (Iss 1) Guidance On Railway Wheelset Tread, Gauging and Damage Identification

Uncontrolled When Printed
GN
Guidance on Railway Wheelset Tread, Gauging and Damage
Railway Group Guidance Note

Issue One: December 2007
GM/GN2497
Identification
Published by
Rail Safety and Standards Board

Evergreen House
160 Euston Road
London NW1 2DX
Copyright 2007
Rail Safety and Standards Board Limited

Identification
Issue Record
Issue Date Comments
One December 2007 Original document
Derived from draft IB/TT0436, which was derived
from MT162 and MT288
Superseded documents
This Railway Group Guidance Note does not supersede any other Railway Group
documents.
Supply
Controlled and uncontrolled copies of this Railway Group Guidance Note may be obtained
from the Corporate Communications Department, Rail Safety and Standards Board,
Evergreen House, 160 Euston Road, London NW1 2DX, telephone 020 7904 7518 or e-
mail enquiries@rssb.co.uk. Railway Group Standards and associated documents can also
be viewed at www.rgsonline.co.uk.
Page 2 of 43 RAIL SAFETY AND STANDARDS BOARD

GM/GN2497 Issue One: December 2007

Identification
Contents
Section Description Page
Part 1 Introduction 5
1.1 Purpose of this document 5
1.2 Copyright 5
1.3 Approval and authorisation of this document 5
Part 2 Background 6
2.1 Development of the document 6
2.2 Rationale 6
2.3 Scope 6
Part 3 Guidance on Requirements at Wheelset Re-profiling 8

3.1 Application 8
3.2 Profile type, tolerance and condition 8
3.3 Profile alignment 8
3.4 Tread run-out 8
3.5 Wheel wobble 8
3.6 Wheelset back-to-back 9
3.7 Wheel diameter difference 9
3.8 Wheel rim / tyre thickness 9
3.9 Throat thickness 9
3.10 Wheel tread roll-over 9
3.11 Tyre security 9
3.12 Witness marks 9
Part 4 Guidance on Requirements at Wheelset Tread Profiles In Service 10

4.1 Application 10
4.2 Profile tread condition 10
4.3 Flange height and thickness 10
4.4 Toe radius build-up / sharp flanges 10
4.5 Wheelset back-to-back dimension 10
4.6 Wheel diameter 10
4.7 Wheel rim / tyre thickness 10
4.8 Throat thickness 10
4.10 Tyre security 11
Part 5 Guidance on Requirements at Wheelset Gauging Principles 12

5.1 Gauging following re-profiling 12
5.2 Wheelset gauging and inspection of tread condition - in service
examination 12
Part 6 Guidance on Requirements at Tread Damage Identification,

Examination and Assessment 14
6.1 Wheel flats and wheel slide damage 14
6.2 Tread run-out 17
6.3 Cracking 19
6.4 Cavities 22
6.5 Flange condition 23
6.7 Other damage 25
Part 7 Guidance on Overheated Wheels 27

7.1 Examination of overheated wheels 27
RAIL SAFETY AND STANDARDS BOARD Page 3 of 43


Identification
Part 8 Guidance on Wheelsets Involved in a Derailment 28

8.1 Actions following derailment of wheelsets 28
Appendices 30
Appendix A Wheelset and Tread Profile Gauging Systems 30
Definitions 37
References 43
Tables
Table 1 Wheel flat limits and actions applicable to vehicles in traffic 16
Table 2 Speed limits for recovery of vehicles with wheel flats 17
Table 3 Tread run-out limits and actions applicable to vehicles in traffic 18
Table 4 Actions to be taken on discovery of cavities during inspection in traffic 23
Table 5 Actions to be taken on discovery of cavities during routine inspection
at maintenance 23
Figures
Figure 1 Permissible witness marks on re-profiled wheel treads 9
Figure 2 Photograph of tread roll-over 11
Figure 3 Isolated wheel flat showing measurement of length 14
Figure 4 Multiple wheel flats 15
Figure 5 Thermally induced cracking on wheel tread due to tread brakes 19
Figure 6 Light cracking due to RCF 20
Figure 7 Section through a wheel with RCF 21
Figure 8 Typical damage associated with a wheel slide showing area of cracks
in martensite, and spalled material 21
Figure 9 Long cavity 22
Figure 10 Flange toe radius assessment gauge 23
Figure 11 Flange toe radius build-up 24
Figure 12 Display of measured wheel profile with flange toe radius build-up 24
Figure 13 Crack on flange 26
Figure 14 Cracks on wheel tread extending down the chamfer 26
Figure 15 Definition of false flange 37
Figure 16 Definition of profile 38
Figure 17 Diagram of tread roll-over 39
Figure 18 Definition of a sharp flange 40
Figure 19 Definition of cavity 40
Figure 20 Definition of throat thickness 41
Figure 21 Toe radius build-up 41


Identification
Part 1 Introduction
1.1 Purpose of this document
This document has been published by Rail Safety and Standards Board to give guidance
on Wheelset Tread, Gauging and Damage Identification. This guidance is intended to
assist duty holders in understanding their responsibilities in relation to Wheelset Tread,
Gauging and Damage Identification. It does not constitute a recommended method of
meeting any set of mandatory requirements.
1.2 Copyright
Copyright in the Railway Group documents is owned by Rail Safety and Standards Board
Limited. All rights are hereby reserved. No Railway Group document (in whole or in part)
may be reproduced, stored in a retrieval system, or transmitted, in any form or means,
without the prior written permission of Rail Safety and Standards Board Limited, or as
expressly permitted by law.
RSSB Members are granted copyright licence in accordance with the Constitution
Agreement relating to Rail Safety and Standards Board Limited.
In circumstances where Rail Safety and Standards Board Limited has granted a particular
person or organisation permission to copy extracts from Railway Group documents, Rail
Safety and Standards Board Limited accepts no responsibility for, and excludes all liability
in connection with, the use of such extracts, or any claims arising therefrom. This
disclaimer applies to all forms of media in which extracts from Railway Group Standards
may be reproduced.
1.3 Approval and authorisation of this document

The content of this document was approved by:
Rolling Stock Standards Committee on 05 October 2007
This document was authorised by RSSB on 15 October 2007


Identification
Part 2 Background
2.1 Development of the document
2.1.1 This document has been drafted under the auspices of the cross-industry
Wheelset Best Practice Group, a technical sub-group of Vehicle Track System
Interface Committee, and is designed to supersede MT162 and in part, MT288. It
is envisaged that the residual data elements of MT288 will be absorbed into
IB/TS0648, or other databases as appropriate.
2.1.2 This document gives guidance on the practices which should be followed to
maintain standards and compliance with GM/RT2466 for wheel and tyre treads of
a wheelset whilst it is fitted to a vehicle for operation over Network Rail managed
infrastructure, in particular:
a) The standards to be applied during wheel profiling
b) The standards to be applied whilst in service
c) The tread gauges which can be used and their method of use
d) Permissible tread damage
e) Requirements for dealing with overheated wheels and derailed wheelsets
2.1.3 This document sets out arrangements for the recognition of tread damage,
including rolling contact fatigue, requiring remedial attention, to be applied
in-service and at maintenance.
2.2 Rationale
2.2.1 To maintain the safe operation of vehicles that run on Network Rail infrastructure,
the controls that need to be put in place to manage wheelsets are mandated in
GM/RT2466. This document gives guidance on the requirements of GM/RT2466
with regard to the dimensional and physical condition of wheel treads at
re-profiling and in-service.
2.2.2. The identification of wear and tread damage and the subsequent appropriate
action to be taken in accordance with this publication, will minimise further
damage and reduce maintenance costs for both vehicles and the infrastructure.
2.2.3 This document supports the requirements of GM/RT2466.
2.3 Scope
2.3.1 The guidance in this document is relevant to organisations engaged in the
inspection and maintenance of wheelsets.
2.3.2 The document identifies the dimensions that should be controlled and in some
circumstances, the limits to be applied, either directly or by reference to other
sources. Where no data is referenced it is the responsibility of the user to ensure
suitable limits are established. It does not mandate the means of measurement.
Gauges that have been traditionally used for this purpose have a BR Cat. No.
and are identified in Appendix A.
2.3.3 This document gives guidance for the identification of tread damage requiring
remedial attention on all rail-mounted vehicles except possession-only rail
vehicles. It is applicable to tread damage on both monobloc and tyred wheels.
This document does not cover requirements for resilient wheels.


Identification
2.3.4 The user should set the examination frequencies in the maintenance plan to
ensure that the mandatory safety limits in GM/RT2466 are not exceeded at any
time.
2.3.5 Advice should be sought from a Technically Competent Authority for tread
damage that is not covered by this document but is likely to affect the safety of a
vehicle.


Identification
Part 3 Guidance on Requirements at Wheelset

Re-profiling
3.1 Application
3.1.1 When wheels are re-profiled, the wheel profile dimensions should conform with
the data contained in the users maintenance instructions - see 2.3.4. During
re-profiling, clamps or restraints may be required to prevent the axlebox from
rotating and these should be applied in accordance with the relevant lathe
manufacturers instructions.
3.2 Profile type, tolerance and condition

3.2.1 The tread profile should be that applicable to the vehicle type as defined in the
relevant users maintenance instructions see 2.3.4.
3.2.2 The profile tolerance should be in accordance with the relevant drawing.
However, in general, dimensional tolerances will be 0.25 mm. Following
re-profiling the tread surface including flanges should be free of visible defects
such as cracks, cavities, flats or spalling and have a surface roughness no
coarser than 12.5 m (N10). To avoid excessive wheel material removal back
flange wear up to a depth of 1mm is allowed to remain following re-profiling.
3.2.3 Details of the gauges that can be used to confirm that the profile is correct are
shown in Figure A.2 of Appendix A. The gauge is held on the profile in contact
with the flange back and tread surface. The Go / No-Go gauge should enter with
the Go and not enter with the No-Go end between points K to L and M to N.
3.3 Profile alignment

3.3.1 The profiles of wheels on the same axle should be aligned relative to each other.
There are presently no definitive limits for this, although railway undertakings
should be aware that any misalignment of one profile relative to the other will
affect wheelset conicity, and hence stability and curving performance:
vehicle-specific tolerances may therefore be given on the wheelset assembly
drawing or separate local procedure.
3.3.2 Details of gauges used to assess profile alignment are shown in Figure A.1 of
Appendix A. The profile is checked by assessing the gaps between the tread and
gauge at positions K to L and M to N. When the gauge is used on a wheelset
carrying the weight of a vehicle, it may be necessary to fit the gauge to the
profiles at the same height above the rail as the axle (that is 3 oclock or 9 oclock
positions) and to release the brakes. This is to avoid errors due to axle deflection
under load.
3.4 Tread run-out

3.4.1 Following re-profiling the tread run-out should be as detailed in the relevant users
maintenance instructions see 2.3.4.
3.5 Wheel wobble

3.5.1 Following re-wheeling and/or re-tyring the permissible wheel wobble should be in
accordance with the overhaul limit specified in the relevant users maintenance
instructions. Following re-profiling the permissible wheel wobble should be in
accordance with the repair limit specified in the relevant users maintenance
instructions see 2.3.4.
3.5.2 GCU vehicles are permitted to have up to 0.75 mm wheel wobble at any time.


Identification
3.6 Wheelset back-to-back

3.6.1 This is to be as specified in the relevant users maintenance instructions see
2.3.4. Assessment of the back-to-back dimension can be obtained with
Go / No-Go gauges (shown in Figure A.4 of Appendix A) and feeler gauges or a
calibrated internal micrometer.
3.7 Wheel diameter difference.

3.7.1 This is to be as specified in the relevant users maintenance instructions
see 2.3.4.
3.8 Wheel rim / tyre thickness
3.8.1 This is to be as specified in the relevant users maintenance instructions
see 2.3.4.
3.9 Throat thickness

3.9.1 Where appropriate this information is contained in the relevant users
maintenance instructions see 2.3.4. For monobloc wheels, the throat thickness
is the dimension between the root of the radius of the tread profile (flange root),
and the underside of the flange-side wheel rim, measured at the narrowest point.
The gauges used to assess the throat thickness are shown in Figures A.8 and
A.9 of Appendix A. Measurements should be taken away from areas that have
been machined during balancing of the wheel.
3.9.2 The minimum or scrapping throat thickness is set by the design strength of the
wheel, and cannot therefore be infringed. The general limits are traditionally
specified according to the size of the wheel bearings, although in reality they
relate to axle loads and wheel forces.
3.10 Wheel tread roll-over
3.10.1 Following re-profiling there should be no tread roll-over.
3.11 Tyre security
3.11.1 Following re-profiling the tyre and retaining ring security should meet the
requirements of IB/TP0001 Tyre Security Maintenance Procedures.
3.12 Witness marks
3.12.1 Tread profiles may be machined to remove the minimum amount of metal to
restore the profile, leaving a witness mark as shown in Figure 1 is permissible.
All visible cracks, cavities and hard spots are to be machined out.
Figure 1 Permissible witness marks on re-profiled treads


Identification
Part 4 Guidance on Requirements for Wheelset Tread

Profiles in Service
4.1. Application
4.1.1 The requirements for the wheel tread profiles to be applied whilst the wheelsets
are in service are detailed below.
4.1.2 Wheelset profiles should not exceed the tolerable criteria defined in GM/RT2466
at any time, including between inspections. To achieve this the limits in the
relevant users maintenance instructions, see 2.3.4, should define the
examination intervals, so that normal rates of wear will not result in the mandatory
safety limits being exceeded between planned examinations.
4.2 Profile tread condition

4.2.1 The profile and tread condition should conform to Part 6 of this document.
4.3 Flange height and thickness

4.3.1 These should not exceed the limits defined in the relevant users maintenance
instructions see 2.3.4. These limits should ensure that the mandatory limits in
GM/RT2466 are not exceeded between wheelset inspections. The gauges used
to assess the flange thickness and height are shown in Figures A.3, A.10 and
A.11 of Appendix A.
4.3.2 The gauge shown in Figure A.3 is used by opening out both slides. The gauge is
held squarely on the flange back and drawn down onto the profile at right angles
to the tread surface. The sliders are then moved to make contact with the tread
and measurements taken.
4.3.3 The user may also choose to set alternative limits to suit their operational
requirements, for example restricted flange height for economic tyre re-profiling,
or to control vehicle stability as a result of increased conicity. However, the limits
should not infringe the mandatory requirements of GM/RT2466.
4.4 Toe radius build-up / sharp flanges

4.4.1 Toe radius build-up and sharp flanges should not exceed the limits in Part 6 of
this document.
4.5 Wheelset back-to-back dimension

4.5.1 Back-to-back dimension should not exceed the limits defined in the relevant
users maintenance instructions see 2.3.4.
4.6 Wheel diameter

4.6.1 Diameter and diameter differentials should not exceed the limits defined in the
relevant users maintenance instructions see 2.3.4.
4.7 Wheel rim / tyre thickness

4.7.1 Wheel rim / tyre thickness should not exceed the limits defined in the relevant
users maintenance instructions see 2.3.4. Gauges used to assess the wheel
rim and tyre thickness are shown in Figures A.7 and A.6 of Appendix A.
4.8 Throat thickness

4.8.1 When applicable to a wheel, the throat thickness should not exceed the limits
defined in the relevant users maintenance instructions see 2.3.4.


Identification

4.9.1 Wheel tread roll-over (Figures 2 and 17) should not exceed 5 mm from the outer
face of the wheel. Any cracks or defects present in the roll-over should not
extend into the tread or the rim face.
Figure 2 Photograph of tread roll-over
4.10 Tyre security

4.10.1 The tyre and retaining ring security should be maintained by the application of the
requirements specified in IB/TP0001.


Identification
Part 5 Guidance on Wheelset Gauging Principles

5.1 Gauging following re-profiling
5.1.1 Following re-profiling it should be ensured that the requirements of Part 3 of this
document are met. As a minimum, compliance with the following should be
demonstrated:
a) Tread profile
b) Profile surface finish
c) Tread run out
d) Wheel wobble
e) Wheelset back-to-back
f) Wheel diameter.
5.1.2 Generally, the machine tools used to re-profile wheels produce highly repeatable
results and therefore it is not mandatory to carry out a full inspection of every
wheelset. Traditionally the gauges listed in Appendix A have been used at least
at the start of each shift and immediately following the change of the master
profile. The individual dimensions will control the profile alignment and it is not
necessary to carry out a specific check for this. However, it may be convenient to
use a profile alignment tool as it allows a number of checks to be carried out
simultaneously.
5.1.3 More modern machines have their own in-built measuring system that prints the
result out on the completion of turning and hence no gauging is required,
although use of profile alignment tools would again provide a useful back check
that the correct profile has been applied. However, it is the users responsibility
to ensure that whatever gauging system is used the requirements of Part 3 are
met.
5.1.4 In addition to the traditional gauges or the integrated measuring system of a

machine, there are many alternative systems available such as electronic profile
measurement tools for checking tread profiles.
5.1.5 The user is free to use an alternative system providing it can be demonstrated to
provide the required level of repeatability and accuracy and it is subject to a
calibration that conforms to the requirements of BS EN ISO 10012.
5.2 Wheelset gauging and inspection of tread condition in service

examination
5.2.1 The requirements for gauging and measurement are in accordance with
GM/RT2466. For the various vehicles they operate, the limits defined in the
relevant users maintenance instructions should be set to ensure that under
normal wear conditions the tolerable criteria set in GM/RT2466 will not be
exceeded between planned examinations.
5.2.2 Any gauging procedure used to measure the applicable tolerable criteria should
be fit for purpose and capable of demonstrating the required level of accuracy
and confidence in compliance (see Part 4).


Identification
5.2.3 The areas of the tread profile to be assessed should include the following:
a) Flange thickness and height
b) Toe radius build-up or sharp flange gauging
c) Wheel rim / tyre thickness
d) Wheel diameter
e) Throat thickness
f) Profile condition, tread damage, tread roll-over and other abnormal type of
damage.
5.2.4 The user is free to choose their own system of control but all equipment should
be subject to a certified calibration system. Potential methods of achieving this
are described below:
a) Using Go / No Go gauges as described Appendix A, but with revised

dimensions to take into account operational environments together with the
maintenance regime applied so as not to exceed the limits quoted in
GM/RT2466.
b) Rather than using gauges, the user can make routine measurements to
monitor the wear trends and take appropriate action to ensure that the
limits are not exceeded. Suitable gauges for carrying this out are listed in
Appendix A.
c) Use of suitably calibrated trackside/remote monitoring systems that

measure wheel dimensions on a regular basis and allow trends to be
established. These systems are to be used as an aid to data capture and
analysis but manual inspection should still be carried out to confirm results.
Examples of types of system that are currently available are given below:
i) Laser and camera, track side based systems that record the tread
profile as the vehicle passes over them. The profile data are
processed to determine the critical dimensions and carry out
analysis to identify wear trends.
ii) Wheel out-of-round measurements can be made by use of an

instrumented knife rail and bar that makes contact with the flange tip
of the wheel. Variations in flange height due to out-of-round will
produce measured displacements of the bar.
5.2.5 Instrumentation of the running rail can record impact loads produced by a wheel.
High loads are indicative of wheel defects such as shelling or flats. Generally
these systems are used to protect the infrastructure but also provide information
that could be used to monitor wheel condition. The results of such systems are
speed dependant together with the ramp effect of the surround of the defect. An
oval wheel at relatively low speed may not be identified if the measuring
equipment was sited on a slow road such as in a depot.


Identification
Part 6 Guidance on Tread Damage Identification,

Examination and Assessment
6.1 Wheel flats and wheel slide damage
6.1.1 Cause of wheel flats
6.1.1.1 Under braking or traction where there is insufficient adhesion to allow
transmission of the braking and traction force between the wheel and rail, the
wheel can lock up and slide under braking, or spin under traction. This can
result in the formation of isolated or multiple flats on the wheel surface.
6.1.2 Isolated flats

6.1.2.1 Where an isolated wheel flat is found (Figure 3), the length of the flat around the
circumference of the tread should be measured, including any regions of
discolouration due to heat conditioning. These usually occur on vehicles that do
not have a wheel slide protection (WSP) system fitted, or where the WSP system
is faulty or inoperative. Where such flats are observed, corresponding damage
would be expected to be found on the opposite wheel of the wheelset.
6.1.2.2 The remedial action to be taken is given in Table 1.
Figure 3 Isolated wheel flat showing measurement of length
6.1.3 Multiple flats

6.1.3.1 Multiple flats (Figure 4) usually occur as a result of the slip/stick type
phenomenon seen on early high-speed disc-braked vehicles with a relatively
ineffective WSP system. Where multiple flats within a damaged region are found
the lengths of individual flats are to be measured, as shown in Figure 3, and
remedial action taken in accordance with Table 1.


Identification
Figure 4 Multiple wheel flats
6.1.4 General comments and description of wheel flats

6.1.4.1 On modern vehicles with a more effective WSP, discernible flats tend not to
occur. However, discrete slipping or slides can occur of sufficient duration to
generate heat, resulting in localised phase change of the material and the
formation of martensite. The martensitic material will eventually fall out leaving a
series of small cavities generally arranged circumferentially around an arc of the
tread. The cavities can be sufficiently close to become linked if they are allowed
to remain in service without remedial action, resulting in a large damaged area on
the tread.
6.1.4.2 Isolated flats are generally as a result of low adhesion and the lack of a WSP
system. If the vehicle is fitted with WSP a system check should be carried out to
check that it is functioning correctly and other possible causes should be
investigated. Additionally, but less frequently, wheel flats may be caused by
dragging brakes. The hazards associated with dragging brakes require an
effective maintenance and monitoring regime.
6.1.4.3 Multiple flats are generally as a result of low adhesion and a relatively slow
response from the WSP system. If they occur the WSP system should be
checked.


Identification
6.1.5 Actions to be taken on the discovery of wheel flats
Vehicle type Wheel flat Vehicle to be taken Speed restriction

length out of service
Any vehicle permitted Above 60 mm Immediately See GM/RT2466
to operate above
125 mile/h and up to
140 mile/h
Above 40 mm On completion of the The speed should
to 60 mm journey be limited to
125 mile/h until the
vehicle is taken out
of service
30 mm to Within 24 hours of Discretion of railway
40 mm the fault being found undertaking
Passenger or Above 60 mm Immediately See GM/RT2466
personnel vehicles
40 mm to Within 24 hours of Discretion of railway
operating at speeds up
60 mm the fault being found undertaking
to and including
125 mile/h
Non-passenger Above 60 mm Immediately See GM/RT2466
vehicles, locomotives,
power cars, driving 40 mm to On completion of the Discretion of railway
60 mm journey undertaking
van trailers
Freight vehicles up to Above 80 mm Immediately See GM/RT2466
17.5 tonnes axle load
60 mm to On completion of the 60 mile/h
80 mm journey
Freight vehicles equal Above 70 mm Immediately See GM/RT2466
to or over 17.5 tonnes
50 to 70 mm On completion of the 60 mile/h
axle load
journey
Other vehicles Above 60 mm Immediately See GM/RT2466
40 to 60 mm On completion of the 60 mile/h
journey
Table 1 Wheel flat limits and actions applicable to vehicles in traffic


Identification
6.1.5.1 Vehicles with wheel flats greater than defined in Table 1 should be recovered
from the running line in accordance with Table 2.
Damage Speed restriction

Flat length longer than 100 mm A vehicle shall not be moved except to clear the
or running line and at a maximum speed of
5 mile/h or with the use of a wheelskate.
tread run-out greater than 8.0 mm
Further movement shall be with the
authorisation of a technically competent
authority and the infrastructure manager
Flat length 70 mm to 100 mm long Speed restriction of 35 mile/h
or
tread run-out 5.0 mm to 8.0 mm
Flat length up to 70 mm long Speed restriction of 60 mile/h
or
tread run-out 3.0 mm to 5.0 mm
Table 2 Speed limits for recovery of vehicles with wheel flats
6.1.5.2 It should be noted that where a vehicle has been stopped in traffic for exceeding
any wheel impact load detection threshold limit, the Network Rail requirement for
actions supersede any limits contained in this document. In the event that a
wheel impact load detection threshold is exceeded, but no visible tread damage
is observed, the wheel may be out-of-round and would require further
investigation.
6.1.5.3 Where damage is less than the lower limit no action is required. However, it is
suggested that where smaller defects are found, they are monitored and rectified
within two weeks. Consideration should also be given to restoring the tread
profile at a convenient point as subsequent damage such as out-of-round or
shelling may result. The most common method for the restoration of the wheel
tread profile is by machining on a wheel lathe. However, other methods such as
grinding (using purpose-built facilities) are acceptable. Hand techniques are not
acceptable.
6.2 Tread run out

6.2.1 Tread run out occurrence and measurement
6.2.1.1 Tread run out occurs where the wheel tread is no longer circular or concentric
with the axle bearing surfaces. A wheel that is no longer circular can take two
forms, either out-of-round or oval, although practically all run-out of the wheel
tread could be considered to be out-of-round. Generally defects of this type
cannot be found by visual inspection and some form of measurement will be
required.
6.2.1.2 These measurements can be undertaken by manual measurements of the flange

height relative to the tread or wheel tread diameters at numerous positions
around the wheel. Alternatively, automated systems are available that measure
the degree of out-of-round or wheel impact loads in traffic.


Identification
6.2.2 Actions to be taken on the discovery of tread run-out

6.2.2.1 Remedial action to be taken if tread run out is found on a vehicle in traffic is
shown in Table 3. These are the mandatory limits specified in GM/RT2466.
Vehicle type Tread run-out Vehicle to be taken Speed restriction

out of service
Any vehicle Above 1.3 mm Immediately
permitted to operate
above 125 mile/h
and up to 140 mile/h 0.7 mm to 1.3 mm Within 24 hours of the
fault being found
Passenger or Above 3.0 mm Immediately
personnel vehicles
operating at speeds
up to and including 1.3 mm to 3.0 mm Within 24 hours of the
125 mile/h fault being found
Non-passenger Above 3.0 mm Immediately

vehicles,
locomotives, power
cars, driving van 1.3 mm to 3.0 mm On completion of the
trailers and on-track journey
plant
Freight vehicles up Above 5.0 mm Immediately
to 17.5 tonnes axle
load 3.0 mm to 5.0 mm On completion of the 60 mile/h
journey
Freight vehicles Above 4.0 mm Immediately
equal to or over
17.5 tonnes axle 2.0 mm to 4.0 mm On completion of the 60 mile/h
load journey
Other vehicles Above 4.0 mm Immediately
2.0 mm to 4.0 mm On completion of the 60 mile/h

journey
Table 3 Tread run-out limits and actions applicable to vehicles in traffic
6.2.2.2 It should be noted that where a vehicle has been stopped in traffic for exceeding
any wheel impact load detection threshold limit, the Network Rail requirement for
actions supersede any limits contained in this document.
6.2.2.3 Where run-out is found during routine examination but which is less than the
lower action limit, no action is required. However consideration should be given
to restoring the tread profile at a convenient point as subsequent damage such as
out-of-round or shelling may result.


Identification
6.3 Cracking
6.3.1 Position and occurrence of wheel tread cracking
6.3.1.1 Cracking can occur at any position on the wheel surface but is most common in
the tread area.
6.3.1.2 There are three main causes of cracking in the tread:
a) Thermal effects due to tread braking
b) Rolling contact fatigue
c) Thermal effects due to sliding.
6.3.1.3 Other types of cracking can occur as a result of specific problems and examples
of these are covered in 6.7.
6.3.2 Thermal effects due to tread braking

6.3.2.1 This will normally be found on the tread where the brake block acts on the tread.
Initially it is seen as a network of fine cracks or crazing. It is similar in
appearance to the cracking shown in Figure 5 and is generally disposed laterally
across the tread. Damage of this kind is acceptable providing the cracks have
not propagated to the outer chamfered edge of the wheel, or have propagated
longer than 40 mm on the tread surface. It is therefore recommended that
wheels that exhibit cracks on the chamfer or longer than 40 mm should be
removed from traffic immediately.
Figure 5 Thermally induced cracking on wheel tread due to tread brakes


Identification
6.3.3 Rolling contact fatigue

6.3.3.1 This occurs due to the repeated loading and unloading of the tread as it both rolls
along tangent track and steers around curves. Initially the damage appears as a
network of fine cracks similar in appearance to the thermal effects of tread
braking. However, rolling contact fatigue (RCF) cracks tend to be positioned at
an angle across the tread (Figure 6). Cracking of this type is generally
acceptable but it is recommended that regular measurements of the cracks be
undertaken to monitor their growth. RCF cracks do not generally result in wheel
breakage but will tend to result in the formation of cavities. It is therefore
recommended that wheels that exhibit cracks greater than 40 mm long be
removed from service for re-profiling.
Figure 6 Light cracking due to RCF
6.3.3.2 It should be noted that RCF cracks have a tendency to propagate radially and the
surface condition may not reflect the crack depth. A typical section through a
wheel with RCF cracking is shown in Figure 7. It can be seen that although the
damage at the tread surface is relatively benign, the cracks extend some way into
the rim. It may therefore be prudent to re-profile wheels at regular set intervals,
irrespective of the visible surface condition, to avoid the formation of cavities and
deep cracks that would necessitate large cuts on a wheel lathe to remove all the
cracking.


Identification
Figure 7 Section through a wheel with RCF
6.3.4 Thermal effects due to sliding

6.3.4.1 When a wheel slide occurs, the tread can reach elevated temperatures at the
contact patch of slide. Once the wheel starts to rotate again the localised
temperature will cool to the wheel bulk temperature. This rapid heating and
cooling may result in a change in the steel structure and the formation of
martensite. Martensite is very brittle and cracks will be able to develop more
readily compared to the unaffected parent material. These cracks will be coarser
than those discussed previously and there will probably be a group of them
disposed laterally across the tread in the area where the wheel slide occurred.
An example is shown in Figure 8. Limited damage of this type is acceptable
provided none of the crack lengths exceeds 40 mm. It is therefore recommended
that wheels that exhibit cracks greater than 40 mm long be removed from service
for re-profiling on completion of the journey.
Figure 8 Typical damage associated with a wheel slide showing area of cracks in
martensite, and spalled material


Identification
6.3.4.2 Although all the above types of cracking are acceptable they should not be
allowed to encroach into the area of the chamfer that forms the tread to rim face
transition. Of particular concern is any cracking that results in a ragged edge to
any roll-over that has occurred in this area. Once damage is seen in this area the
profile should be restored to the as-new condition immediately.
6.3.4.3 All cracking will eventually lead to the formation of cavities as can be seen in
Figures 8 and 9. The acceptance limits for cavities are discussed in 5.4. Whilst it
is not necessary to re-profile wheels for coarse cracks, taking remedial action
when the damage is relatively benign may reduce the amount of material that has
to be removed to restore the wheel profile. In this way it could be possible to
extend the overall wheel life. Scheduling the vehicle on to the wheel lathe due to
the presence of cracks may also prevent an out of course machining due to
unacceptable cavities.
6.3.4.4 The above examples of cracking are as a result of normal service degradation,
however cracks can occur as a result of specific problems and these are
identified in 6.7.
6.4 Cavities
6.4.1 Over a period of time in service, cracks present in the tread will grow and the
material around them will become detached, forming a cavity. Generally, cavities
do not exceed 3 mm in depth. However the length of the cavity will continue to
increase around the tread circumference. Figure 9 illustrates a long cavity.
Figure 9 Long cavity
6.4.2 Where a cavity, or cavities, is found in the wheel tread, then these should be
measured. The actions to be taken are detailed in Tables 4 and 5.


Identification
Cavities found during an inspection in traffic Action

Any single cavity greater than 15 mm long circumferentially The wheelset should be
around the wheel withdrawn from service
within 24 hours in
Any two cavities, separated by less than 50 mm, having a accordance with the
combined length in excess of 15 mm circumferentially around requirements of
the wheel
GM/RT2466
Table 4 Actions to be taken on discovery of cavities during inspection in traffic
Cavities found during routine inspection at maintenance Action

Any single cavity greater than 10 mm long circumferentially Recommended that the
around the wheel tread profile be restored
within 2 weeks
Any two cavities, separated by less than 50 mm, having a
combined length in excess of 10 mm circumferentially around
the wheel.
Table 5 Actions to be taken on discovery of cavities during routine inspection at
maintenance
6.5 Flange Condition

6.5.1 Build up, steps or sharp radii on the flange are a potential cause of derailment
and are not permissible. A gauge with a 5 mm radius and 7 mm chord length
should not rock when placed on any discontinuity or radius on the flange, see
Figure 10.
Figure 10 Flange toe radius assessment gauge
6.5.2 This is usually associated with flange wear and is caused by material plastically
flowing into the flange toe area. An example of this damage is shown in
Figure 11 and the shape of a wheel profile with flange toe radius build-up in
Figure 12.


Identification
6.5.3 In addition, there should be no circumferential step in the flange profile greater
than 1.5 mm in depth and no cracks of any kind should be permitted in the flange
or within any toe-radius build-up.
Figure 11 Flange toe radius build-up
Figure 12 Display of measured wheel profile with flange toe radius build-up.


Identification
6.5.4 This damage usually occurs either:
a) When a vehicle is operating over a route where the curve population is

such that the flange spends a considerable amount of time in hard contact
with the rail side face
or
b) When the wheel diameters are unequal so that one wheel is constantly
making excessive contact with the rail gauge face during steering of the
wheelset.
6.5.5 Wear of the back of the flange (flange back wear) can also occur. To avoid
excessive removal of wheel material during re-profiling, flange back wear of up to
1 mm is allowed to remain after re-profiling.

6.6.1 An example of tread roll-over in the early stages is shown in Figures 2 and 17.
The roll-over should not extend more than 5 mm beyond the face of the wheel rim
or have any cracks present. Cracks that have initiated in the rolled over section
of material can readily propagate into the wheel rim with the potential for fracture
of the wheel.
6.7 Other damage

6.7.1 False flange
6.7.1.1 A false flange is not to exceed 2 mm (Figure 15), the mandatory requirement in
GMRT2466.
6.7.2 Isolated or single cracks

6.7.2.1 Where isolated cracks longer than 30 mm in length are present in the tread area,
then the vehicle should be withdrawn from traffic immediately and quarantined
pending further investigation by a person or body who is technically competent.
Where an isolated crack longer than 20 mm is found in the tread, the wheelset
should be withdrawn from service within 24 hours of the fault being found.
6.7.3 Flange and chamfer cracks

6.7.3.1 Where cracks are found to have occurred on the flange or chamfer (Figures 13
and 14), the vehicle should be immediately withdrawn from traffic. The vehicle
should be moved to a repair facility at speeds not exceeding 45 mile/h (72 km/h)
and quarantined pending further investigation by a person or body who is
technically competent.


Identification
Figure 13 Crack on flange
Flange Chamfer
Figure 14 Cracks on wheel tread extending down the chamfer


Identification
Part 7 Guidance on Overheated Wheels

7.1 Examination of overheated wheels
7.1.1 When wheels or tyres are found to have overheated or are suspected of having
overheated the following checks should be made:
a) The wheelset back-to-back dimension is within the limits specified in the

users maintenance instructions
b) Evidence of a wheel having moved relative to the axle
c) Evidence of a tyre having moved on the wheel centre rim
d) Wheel wobble is within the limits specified in the users maintenance

instructions
e) There are no dragging brakes
f) For vehicles with rheostatic braking, that this is functioning correctly. If it is

not, all the wheelsets on that vehicle should be checked.
7.1.2 Consideration should be given to whether the incident falls within the
requirements of GE/RT8250 and if a report on the National Incident Register is
required.
7.1.3 For recovery of vehicles with overheated wheels, the user should consider a
suitable restriction on vehicle speed appropriate to the degree of damage.


Identification
Part 8 Guidance on Wheelsets Involved in Derailment

8.1 Actions following derailment of wheelsets
8.1.1 Following a derailment the wheelsets that have derailed, or all the wheelsets on a
unit that has been involved in a derailment where the wheelsets have re-railed
themselves, should be subjected to the following checks as a minimum
requirement. Additional checks may be required to take into account the vehicle
design and operation.
8.1.2 The following should be within the limits contained in the users maintenance
instructions or GM/RT2466:
a) Damage on the wheel such as scoring, burrs, raised edges, sharp

indentations or impact marks
b) Evidence of movement at interference fit interfaces
c) Back to back dimension, measured at axle height and at three equi-spaced

locations around the wheelset
d) Wheel diameters
e) Wheel diameter differential across the wheelset
f) Tread damage such as:
i) Flats and cavities
ii) Rim thickness
iii) Flange height and thickness
iv) Flange toe radius and sharp flanges
v) Flange angle for GCU vehicles
vi) Grooving, false flange, flange step etc.
g) Tyred wheels should be examined for:
i) Evidence of movement between the tyre and wheel centre
ii) Cracks in the tyre
iii) Damage to the retaining ring
iv) Correct clearance between the tyre snip and wheel centre rim
v) Correct clearance between the inside vertical face of the tyre and the
retaining ring
vi) Ends of retaining ring have correct gap.


Identification
8.1.3 Prior to moving the vehicle the following should be checked:
a) The axle is not fractured. Providing that there are no suspicions of the axle
being cracked an ultrasonic axle test is not required until the vehicle
reaches the registered maintenance site.
b) There is no evidence of wheels having moved on the axle.
c) There is no evidence of loose tyres.
d) That any damage to wheel profiles is accounted for in the conditions

applying to the move.
e) There are no parts that may become detached during the move.
f) There is nothing to prevent free rotation of the wheelset.
g) There is no evidence of axlebox bearing degradation.
h) There is no evidence of localised overheating on a wheel to indicate the

presence of a wheel flat that is preventing rotation, but is resting on the rail
and therefore is not readily obvious.
i) For powered axles, that the transmission is free to rotate and has no
evidence of degradation.


Identification
Appendix A Wheelset and Tread Profile Gauging Systems

A.1 Gauges that have traditionally been used for checking many of the conditions identified in
this document and have a Cat. No. allocated are identified in Table A.1. Figures A.1 to
A.11 inclusive show typical gauges.
A.2 The calibration of gauges used in the examination of wheel treads is outside the scope of
this document, but is covered by TM/TT0017.
Gauge type Tread Drawing No. Cat. No.

profile
Profile sliding gauge assembly All 90039352/01 39/28048
Profile machining limit gauges P1 B-A1-1324/01 39/29823
P5 F-A2-4201 39/29792
P6 F-A2-4203 39/29786
P8 L-A1-10593 39/29827
P9 L-A1-10592 39/29825
P10 C1-A1-9007981 39/27968
P11 C1-C1-9016367 39/27972
RD9 B2-C1-9035015 39/29846
Plug gauge All F-A3-4909/01 39/29763
Plug gauge (back flange wear) All B-A1-1324/02 39/29826
Flange height and thickness gauge All F-A2-41 39/29967
Go / No Go back to back gauge All
New and overhauled (1360 to 1362) B-A1-1286/01 39/29832
Re-profiled (1360 to 1363.3) B-A1-1286/02 39/28114
Tread diameter comparison gauge All F-S-4545 39/29975
Tyre thickness gauge All F-A2-5748 39/79929
Rim thickness gauge (without All B2-C1-9038482/02 39/28032
magnet)
Rim thickness gauge (with magnet) All B2-C1-9038482/03 39/28033
Throat thickness gauge 30 mm All F-A2-47/01 39/29968
Throat thickness gauge 36 mm All F-A2-47/02 39/29969
Adjustable throat thickness gauge P1 B2-C2-9038488/02 39/28038
P5
P6
P8
P10
Surface finish sample profile All Rubert & Co. No.120 39/29006
Table A.1 Identification of gauges


Identification
A.3 It should be noted that many of the Go / No Go gauges are set at the safety limit and so
their use at routine examinations will not fulfil the GM/RT2466 requirement that wheels will
not exceed these limits at all times.
Figure A.1 Profile sliding gauge
Figure A.2 Profile limit machining gauge and plug gauge


Identification
Figure A.3 Adjustable flange thickness and height gauge
Figure A.4 Go / No Go back-to-back gauge


Identification
Figure A.5 External tread diameter comparison gauge


Identification
Figure A.6 Tyre thickness gauge
Figure A.7 Rim thickness gauge


Identification
Figure A.8 Go / No-Go throat thickness gauge
Figure A.9 Adjustable throat thickness gauge


Identification
Figure A.10 Go / No-Go flange thickness and height gauge
Figure A.11 Go / No-Go restricted flange height gauge


Identification
Definitions
Check
Determine a particular nominated condition before, during or after repair, for example
completeness, security, position, corrosion etc.
Crack length
The dimension measured end to end on the tread or flange.
Defect / defective
Any fault or faults in a component or assembly, which may prevent the component or
assembly from fulfilling its designed purpose, for example cracking.
Diameter differential
The difference in diameter (measured at the tread datum) between wheels on an axle,
wheelsets in a bogie, or wheels fitted throughout a vehicle.
Electronic profile measurement tool

A digital means of recording and measuring wheel profiles.
Examination
The action, using visual methods, to determine the condition of a component or system
during or following service operation.
False flange
False flange (Figure 15) is formed when the outer (field side) of the tread is raised above
the nominal tread running band. A false flange may be formed when significant tread
wears is concentrated at the running band. A severe flat, such as produced by a prolonged
brake drag, can form a localised false flange.
This dimension
is not to exceed
2.0 mm
Figure 15 Definition of false flange
Flange angle (qR dimension)

The distance in millimetres, parallel to the axis of the axle measured between a point on
the flange 10 mm above the tread datum position and a point 2 mm below the flange tip.


Identification
Flange height
The height of the flange relative to the tread datum position (Figure 16).
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 16 Definition of profile
Flange thickness
The thickness of the flange at a position 13 mm above the tread datum position (Figure
16). Note that European practice as described in the Technical Specifications for
Interoperability specifies that the flange thickness is measured 10 mm above the tread
datum position.
Gauge
Determine a nominated dimension by using suitable measuring equipment for example
ruler, micrometer, calipers, feeler gauge or Go / No-Go gauge. Gauging is performed
over a representative number of points on the surface.
GCU vehicle
A vehicle registered with the General Conditions of Use Bureau for international operation.
Inspection
Action to determine the conformance to required standards.
Overhaul
Overhaul is any attention given to the wheelset when it is removed from a vehicle or bogie
and when an interference fit of any item other than a wheelset bearing is broken.
Profile tolerance
A geometric tolerance for the newly turned wheel profile, defined by a band of the stated
width, equally disposed about the defined true form within which the actual profile should
lie. Profiles which fall outside the profile tolerance should not be allowed to enter service
as they may result in vehicle instability and unpredictable wear patterns.
Railway undertaking
Any train operator or train operating company responsible for operating the vehicle to
which the wheelset is fitted.


Identification
Record / records
Put down in writing/enter in a computer system, the result of any specified examination,
test or inspection, in accordance with defined procedures.
Re-profiled wheelset
A wheelset that has previously run in service and has tread profiles that have been re-
machined (re-profiled) to regain the design profile.
Repair
Any attention given to the wheelset when it is removed from a vehicle or bogie which does
not require the interference fit of any item other than a wheelset bearing to be broken.
Rim thickness
The thickness of a monobloc wheel rim measured between the rim inside diameter on the
outer (non flange) side of the wheel and the tread datum position.
Roll-over
A burr of extruded material forming on the edge of the outer rim side of the wheel
(Figure 17). This phenomenon develops during service by local plastic deformation of the
wheel tread.
Figure 17 Diagram of tread roll-over
Sharp flange
A sharp edge or small radius on the flange tip (Figure 18).


Identification
R min = 5 mm
Max step = 1.5 mm
Figure 18 Definition of a sharp flange
Shelling
Cavity (Figure 19) due to local material loss.
Figure 19 Definition of cavity
Technically competent
A company or person having proven competence in a particular process or technology and
being independent of the company requiring their services.


Identification
Throat thickness (monobloc wheels)

Traditionally this has been used to control the minimum acceptable wheel size. It is the
dimension between the root of the radius of the tread profile (flange root) and the underside
of the flange-side wheel rim, measured at the narrowest point (Figure 20).
Figure 20 Definition of throat thickness
Toe radius build-up

Plastic flow of material on the flange tip (Figure 21).
R min = 5 mm
Figure 21 Toe radius build-up


Identification
Tread datum position

A circumferential position on the tread that is 70 mm from the flange back face (Figure 16).
Profile dimensions are specified relative to this point.
Tread profile
The part of the surface of a wheel or tyre between the flange back and the outside face of
the wheel or tyre on which the wheel contacts the rail (Figure 16).
Tread run-out
The total radial displacement measured at the wheel tread when the wheelset is rotated
about the wheelset bearing journals
Tyre thickness
The thickness of the tyre measured between the tyre bore and the tread datum position.
Users
An organisation engaged in the operation of rail vehicles and organisations engaged in the
inspection and maintenance of wheelsets.
Wheel wobble / axial run-out / flange back run out

Three terms that have the same meaning, which is the total axial (lateral) displacement of
the wheel tread (implied by measurement of the flange back face) when the wheelset is
rotated.
Wheelset
A complete unit comprising an axle and two wheels together with any gearwheels, brake
discs, bearings, etc.
Wheelset back-to-back
The dimension between the wheelset flange back faces measured at the axle height
parallel to the axle centre line, when under the vehicle.
Witness mark
An area of unmachined material which can remain after re-profiling a previously worn tread
to demonstrate that the minimum of material has been removed.


Identification
References
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. This
information is also available from www.rgsonline.co.uk.
Documents referenced in the text

RGSC 01 The Railway Group Standards Code
Railway Group Standards
GE/RT8250 Reporting High Risk Defects
GM/RT2466 Railway Wheelsets
Other references
BS EN ISO 10012 Measurement management systems, requirements for measurement
processes and measuring equipment
IB/TS0648 Data for Wheelset Overhaul and Repair
IB/TP0001 Tyre Security Maintenance Procedures
MT162 Identification of Wheel & Tyre Tread Damage Requiring Remedial
Attention
MT288 Wheelset Tread & Gauging Standards
TM/TT0017 Wheel Tread Gauge Calibration Standard


GMGN2497 (Iss 1) Guidance On Railway Wheelset Tread, Gauging and Damage Identification

Cargado por

Información del documento

Título original

Derechos de autor

Formatos disponibles

Compartir este documento

Compartir o incrustar documentos

Opciones para compartir

¿Le pareció útil este documento?

¿Este contenido es inapropiado?

Copyright:

Formatos disponibles

GMGN2497 (Iss 1) Guidance On Railway Wheelset Tread, Gauging and Damage Identification

Cargado por

Copyright:

Formatos disponibles

Uncontrolled When Printed

Guidance on Railway Wheelset Tread, Gauging and Damage

Railway Group Guidance Note

Rail Safety and Standards Board

Guidance on Railway Wheelset Tread, Gauging and Damage

Page 2 of 43 RAIL SAFETY AND STANDARDS BOARD

Guidance on Railway Wheelset Tread, Gauging and Damage

Part 3 Guidance on Requirements at Wheelset Re-profiling 8

Part 4 Guidance on Requirements at Wheelset Tread Profiles In Service 10

Part 5 Guidance on Requirements at Wheelset Gauging Principles 12

Part 6 Guidance on Requirements at Tread Damage Identification,

Part 7 Guidance on Overheated Wheels 27

RAIL SAFETY AND STANDARDS BOARD Page 3 of 43

Guidance on Railway Wheelset Tread, Gauging and Damage

Part 8 Guidance on Wheelsets Involved in a Derailment 28

Page 4 of 43 RAIL SAFETY AND STANDARDS BOARD

Guidance on Railway Wheelset Tread, Gauging and Damage

1.3 Approval and authorisation of this document

Rolling Stock Standards Committee on 05 October 2007

This document was authorised by RSSB on 15 October 2007

RAIL SAFETY AND STANDARDS BOARD Page 5 of 43

Guidance on Railway Wheelset Tread, Gauging and Damage

a) The standards to be applied during wheel profiling

b) The standards to be applied whilst in service

d) Permissible tread damage

e) Requirements for dealing with overheated wheels and derailed wheelsets

2.2.3 This document supports the requirements of GM/RT2466.

Page 6 of 43 RAIL SAFETY AND STANDARDS BOARD

Guidance on Railway Wheelset Tread, Gauging and Damage

RAIL SAFETY AND STANDARDS BOARD Page 7 of 43

Guidance on Railway Wheelset Tread, Gauging and Damage

Part 3 Guidance on Requirements at Wheelset

3.2 Profile type, tolerance and condition

3.3 Profile alignment

3.4 Tread run-out

3.5 Wheel wobble

Page 8 of 43 RAIL SAFETY AND STANDARDS BOARD

Guidance on Railway Wheelset Tread, Gauging and Damage

3.6 Wheelset back-to-back

3.7 Wheel diameter difference.

3.9 Throat thickness

Figure 1 Permissible witness marks on re-profiled treads

RAIL SAFETY AND STANDARDS BOARD Page 9 of 43

Guidance on Railway Wheelset Tread, Gauging and Damage

Part 4 Guidance on Requirements for Wheelset Tread

4.2 Profile tread condition

4.3 Flange height and thickness

4.4 Toe radius build-up / sharp flanges

4.5 Wheelset back-to-back dimension

4.6 Wheel diameter

4.7 Wheel rim / tyre thickness

4.8 Throat thickness

Page 10 of 43 RAIL SAFETY AND STANDARDS BOARD

Guidance on Railway Wheelset Tread, Gauging and Damage

4.9 Wheel tread roll-over

Figure 2 Photograph of tread roll-over

4.10 Tyre security

RAIL SAFETY AND STANDARDS BOARD Page 11 of 43

Guidance on Railway Wheelset Tread, Gauging and Damage

Part 5 Guidance on Wheelset Gauging Principles

b) Profile surface finish

c) Tread run out

5.1.4 In addition to the traditional gauges or the integrated measuring system of a