RC Published by Rail Safety and Standards Board Evergreen House 160 Euston Road London NW1 2DX Copyright 2008 Rail Safety and Standards Board Limited GM/RC2495 Issue One: August 2008 Railway Group Recommendations for GM/RT2466
Issue Record Issue Date Comments One August 2008 Original document Supersedes GM/RT2466 sections F2, F3 and Part G and GM/RC2566 sections F2, F3 and Part G Superseded documents The following Railway Group documents are superseded, either in whole or in part as indicated: Superseded documents GM/RT2466, issue one, June 2003 Railway Wheelsets GM/RC2566, issue one, June 2003 Recommendations for Railway Wheelsets Sections superseded Sections F2, F3 and Part G Sections F2, F3 and Part G Date when sections are superseded 04 October 2008 04 October 2008 Supply Other parts of GM/RT2466 issue one are superseded by GM/RT2466, issue two, Railway Wheelsets, GM/RC2494, issue one, Recommendations for Railway Wheelset Design and GM/RC2496, issue one, Recommendations for Railway Wheelset Maintenance. GM/RT2466 issue one and GM/RC2566 issue one cease to be in force and are withdrawn as of 04 October 2008. The authoritative version of this document is available at www.rgsonline.co.uk. Uncontrolled copies of this document can be obtained from Communications, Rail Safety and Standards Board, Evergreen House, 160 Euston Road, London NW1 2DX, telephone 020 7904 7518 or e-mail enquiries@rssb.co.uk. Other Standards and associated documents can also be viewed at www.rgsonline.co.uk. Page 2 of 15 RAIL SAFETY AND STANDARDS BOARD
Contents Section Description Page Part 1 Introduction 4 1.1 Purpose and structure of this document 4 1.2 Copyright 4 1.3 Approval and authorisation of this document 4 Part 2 5 2.1 Materials 5 2.2 Component testing 6 2.3 8 2.4 Wheelset testing 9 2.5 Wheelset identification 10 2.6 Corrosion protection 11 2.7 Handling and care of wheelset 12 2.8 Records to ensure traceability 12 Definitions 13 References 15 RAIL SAFETY AND STANDARDS BOARD Page 3 of 15
Part 1 Introduction 1.1 Purpose and structure of this document This document has been published by Rail Safety and Standards Board (RSSB) to give details of a recommended method which, if followed, would meet the requirements of Railway Group Standard GM/RT2466. Should an infrastructure manager or railway undertaking choose not to follow the recommended method of meeting the requirements of GM/RT2466 laid out in this document, it should assure itself that the method it is following is as effective, and no less safe, than the method that is recommended here. Relevant requirements in GM/RT2466 are reproduced in the sections that follow. Recommendations are provided as a series of sequentially numbered clauses prefixed RC. Specific responsibilities and compliance requirements are laid down in the Railway Group Standard itself. 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 documents may be reproduced. 1.3 Approval and authorisation of this document The content of this document was approved by: Rolling Stock Standards Committee on 04 April 2008. This document will authorised by RSSB on 16 June 2008 [proposed]. Page 4 of 15 RAIL SAFETY AND STANDARDS BOARD
Part 2 Recommendations for Railway Wheelset Manufacture and 2.1 Materials 3.2 Materials 3.2.1 Steel properties 3.2.1.1 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. 3.2.2 Axle material 3.2.2.1 Axles shall be manufactured using the material defined by its design. 3.2.3 Monobloc wheel material 3.2.3.1 Monobloc wheels shall be manufactured using the materials defined by the design. 3.2.4 Wheel centre material 3.2.4.1 Wheel centres shall be manufactured to the requirements of BS 5892 Part 2. The approved grade of steel is Grade U. RC001 RC002 RC003 RC004 Wheels and axles manufactured in accordance with the British Standards do not include a requirement to control the hydrogen content as specified by the European standards. It is recommended that all wheels and axles manufactured in accordance with the British Standards have a hydrogen content not exceeding 2 ppm. Vacuum argon degassing is a technique that is used to manufacture steel having hydrogen content less than 2 ppm. Where non-vacuum argon degassed steel is proposed a minimum sulphur content requirement could be agreed according to the steel making process, in order to safeguard against hydrogen cracking. The absorption of hydrogen into steel during the manufacturing process can lead to hydrogen cracking of the completed product. The failure may not occur until some time after assembly of the wheelset. It is therefore important to control the amount of hydrogen that is present in the material. Where there is concern that the steel manufacturing processes could introduce hydrogen, it could be appropriate to add sulphur. The addition of sulphur can reduce the effects of hydrogen in the steel but will increase the formation of inclusions that could compromise the cleanliness requirements. 3.2 Materials 3.2.5 Tyre material 3.2.5.1 Replacement tyres to be fitted to wheelsets of existing designs shall be manufactured to the requirements of BS 5892 Part 4. 3.2.5.2 The approved grades of steel are either B5E or B6E, dependent upon the application. RC005 A hydrogen content of 2 ppm should not be exceeded. A further recommendation with respect to hydrogen content is given in RC002 and RC003. RAIL SAFETY AND STANDARDS BOARD Page 5 of 15
3.2 Material 3.2.6 Retaining (Gibson) ring material 3.2.6.1 Retaining rings shall be manufactured to the requirements of BS 5892, Part 5. 3.2.7 Other material 3.2.7.1 Any wheelset components not described above shall be manufactured to the requirements of the applicable British Standard or European Standard. The materials and processes shall be selected and controlled to ensure that the finished components perform their intended duty safely. RC006 It should be demonstrated that the materials for all wheelset components satisfy the requirements as set out in GM/RT2466. 2.2 Component testing 3.3 Component Testing 3.3.1 Axle testing 3.3.1.1 Axles manufactured in accordance with BS 5892 Part 1 shall be subject to all the mandatory tests listed. They shall also be subject to the following optional tests in BS 5892 Part 1: a) Impact test (BS 5892 Part 1 clause 8.3.4) b) Ultrasonic testing (BS 5892 Part 1 clause 9.3.1) to demonstrate that the axle body is transparent to ultrasound c) Magnetic particle inspection (MPI) (BS 5892 Part 1 clause 9.3.2), or inspection process of at least equivalent sensitivity, over the whole surface area, excluding the axle ends. This testing shall be carried out after finish machining and prior to fitment of any components. 3.3.1.2 Axles manufactured in accordance with BS 5892 Part 1 shall also be subject to the micrographic cleanliness examination requirements set out in BS EN 13261 clause 3.4.1. 3.3.1.3 Axles designed in accordance with the requirements of BS EN 13103 or BS EN 13104 shall satisfy the requirements for axle testing set out in BS EN 13261. 3.3.1.4 Axles designed in accordance with AAR regulations shall be tested in accordance with the requirements of AAR standard M-101. In addition the axles shall be subject to magnetic particle inspection (BS 5892 Part 1, 9.3.2), or an inspection process of at least equivalent sensitivity, over the whole surface area, excluding the axle ends. This testing shall be carried out after finish machining and prior to fitment of any components. 3.3.1.5 For the detection method chosen in accordance with the design requirements, no detectable transverse cracks in the axle shall be permissible. 3.3.2 Monobloc wheel testing 3.3 Component Testing 3.3.2 Monobloc wheel testing 3.3.2.1 Monobloc wheels manufactured in accordance with BS 5892, Part 3 shall be subject to all the mandatory tests listed. They shall also be subject to the following optional tests in BS 5892, Part 3: a) Uniformity of rim hardness (BS 5892, Part 3, section 8.3.6.1). Page 6 of 15 RAIL SAFETY AND STANDARDS BOARD
b) Ultrasonic test (BS 5892, Part 3, section 8.3.7). The wheel rims shall be ultrasonically tested for internal defects. It is permissible to ultrasonically test the wheel rim using the method specified in BS EN 13262. The rejection criteria for the defect level shall be dependent upon the application as follows: i) Wheelsets operating up to 125 mile/h defect larger than 2 mm ii) Wheelsets operating above 125 mile/h defect larger than 1 mm. c) Residual stress for rim chilled wheels (BS 5892, Part 3, 10.6). 3.3.2.2 Monobloc wheels manufactured in accordance with BS 5892, Part 3 shall also be subject to the micrographic cleanliness examination requirements set out in BS EN 13262 clause 3.4.1. 3.3.2.3 Monobloc wheels that have been approved in accordance with BS EN 13979-1 for their design shall satisfy the test requirements as set out in BS EN 13262. 3.3.2.4 Monobloc wheels manufactured in accordance with the requirements of AAR specification M-107/M-208 for their design shall satisfy the test requirements set out in M-107/M-208. RC007 RC008 RC009 RC010 RC011 RC012 RC013 The optional axle testing mandated in GM/RT2466 should be specified as part of the ordering management. The ultra-sonic axle testing undertaken during manufacture should be representative of the ultra-sonic axle testing undertaken during the axle s service life. The ultra-sonic testing requirements included within EN 13261 specify a relatively basic probe technology which may be inferior to the subsequent maintenance testing. These basic ultra-sonic testing requirements may result in the acceptance of axles that prove to be opaque to the more sensitive techniques applied during maintenance. When ordering axles the ultra-sonic testing requirements should be defined. Opacity can be caused by relatively large grain size within a material adversely affecting the transmission of ultrasonic sound wave through the material, particularly important for N grade materials. This condition results in the affected axle being rejected as ultrasonic axle testing (UAT) is not possible. Testing for this condition prior to assembly removes most axles affected by this condition at an early stage, although it is believed the condition can occur some time after manufacture. The ultrasonic axle testing procedures used for acceptance of newly manufactured axles should represent those being applied in service. Detailed differences in the testing regime may result in the axle proving to be opaque when tested in service. All new axles are subject to magnetic particle inspection (MPI) or an equivalent validated procedure, before assembly, to ensure it is free of surface breaking defects. The requirement for MPI of axles has been introduced in response to recommendations of the Rickerscote enquiry. In addition to MPI, axles that are subject to a UAT regime should be examined in accordance with a validated procedure during the overhaul. The ultrasonic technique utilised for testing monobloc wheel rims and tyres should minimise the dead zone in the material immediately beneath the probe. Equipment is available that will detect defects immediately below the wheel rim surface. RAIL SAFETY AND STANDARDS BOARD Page 7 of 15
3.3 Component Testing 3.3.3 Tyre testing 3.3.3.1 Tyres shall be subject to the mandatory tests and optional requirements of BS 5892, Part 4 to ensure the safety and integrity of the tyre. It is permissible to ultrasonically test the tyre using the method specified in BS EN 13262 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. No recommendations are given. 2.3 3.4 3.4.1 of wheelsets 3.4.1.1 Wheelsets shall be assembled in accordance with an applicable standard, BS EN 13260 or BS 5892 Part 6 or AAR Manual of Standards and Recommended Practices Section G - Part II. 3.4.1.2 Wheelsets shall be measured and inspected in accordance with the applicable standard. The following inspections shall be included: a) Conformity of back-to-back dimension, as set out in 4.16 of this document b) Conformity of tread profile as selected from Appendix A of this document. RC014 The tread profiles should be checked prior to dispatch to ensure they comply with the customer s requirements. Incorrect profile can result in instability and poor ride in service. 3.4 3.4.2 of other components 3.4.2.1 Other components, bearings, axleboxes, brake discs, etc fitted to the wheelset shall not damage or adversely affect the integrity of the assembled wheelset. 3.4.2.2 Corrosion protection shall be applied in accordance with the design specification. RC015 The assembly of components, such as brake discs, onto the wheelset should not damage or adversely affect the integrity of the wheelset. Processes should be in place to prevent damage during the assembly of components onto the wheelset. 3.4 3.4.3 New and used components 3.4.3.1 It is permissible for wheelsets to be assembled with used components or a combination of new and used components that comply with their original design. 3.4.3.2 Specific requirements for branding of wheelsets and wheelset components are set out in 3.6 of this document. 3.4.4 Tyre security (shrink fit) 3.4.4.1 Tyres shall be fitted to wheel centres to ensure security throughout the wheelsets service life. 3.4.4.2 Tyre installations using retaining rings shall use only single piece ring, make up pieces are not permitted. Page 8 of 15 RAIL SAFETY AND STANDARDS BOARD
RC016 RC017 RC018 RC019 Tyred wheels should have the radial white lines painted across the tyre / wheel centre interface as set out in IB/TP0001, following the application of corrosion protection, as appropriate. Carriage and coaching stock derivative wheels are permitted to have a gap between the tyre snip end and the wheel centre of up to 1 mm, refer to GM/RT2466 Figure 4 dimension X. Locomotive wheels, except where fitted with coaching stock derivative wheels, should have no gap. There should be no continuous gap between the retaining (Gibson) 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. The ends of the retaining (Gibson) ring should be separated by no more than 3 mm. 2.4 Wheelset testing 3.5 Wheelset testing 3.5.1 Wheelset NDT 3.5.1.1 Axles of assembled wheelsets shall comply with the appropriate NDT acceptance criteria defined by the design, see 2.2. RC020 All fully assembled wheelsets should be subject to NDT examination to ensure: a) The axle is transparent to ultrasound as defined by the design, certain material conditions can restrict the transmission of ultrasound such as the larger grain structure in normalised steels. b) The axle satisfies the requirements of the specified NDT procedure; there are to be no spurious signals from interference fits and other features on the axle. RC021 RC022 RC023 The presence of an unexpected ultrasonic signal observed in service could result in the wheelset being removed and returned for rectification or scrapping. Axles having a NDT regime that includes ultrasonic testing should not be acceptable for service if found to be opaque when tested. It is permissible to use NDT techniques other than UAT for the inspection of axles. Such techniques should have sensitivity that is commensurate with the inspection frequency. 3.5 Wheelset testing 3.5.2 Wheelset electrical continuity 3.5.2.1 The wheelset shall be tested to comply with the requirements of the respective standard. RC024 The wheelset electrical resistance is measured to ensure that the wheelset is capable of transmitting the small electrical current produced by track circuits and larger traction return currents. This measurement is particularly important on resilient wheelsets that have rubber insulating elements within the wheel assembly. Earthing braids are normally fitted between the wheel rim and hub of resilient wheelsets to ensure electrical continuity of the wheel. If the braids are incorrectly fitted the wheelset effectively behaves as an insulator, preventing the flow of track circuit current and power return current. RAIL SAFETY AND STANDARDS BOARD Page 9 of 15
3.5 Wheelset testing 3.5.3 Wheelset balancing 3.5.3.1 Wheelsets shall be balanced in accordance with the requirements of the respective standard; BS 5892 Part 6 or BS EN 13260 or AAR Manual of Standards and Recommended Practices Section G - Part II. 3.5.3.2 Wheelsets that operate at speeds in excess of 125 mile/h and up to 140 mile/h shall have wheelset out of balance less than 50 gram.metres. 3.5.3.3 Wheelsets that physically cannot be dynamically balanced, typically due to axle mounted drives, shall be shown to have the equivalent imbalance within the permitted tolerance by calculation. The tread run-out for wheelsets that cannot be physically balanced shall be minimised. RC025 RC026 RC027 RC028 RC029 The balancing requirements of the appropriate standards, British, European or AAR standard, should be satisfied. When dynamic balancing is not physically possible, the equivalent out of balance shall be demonstrated to be within the specified tolerance by calculation. Typical examples of when it is not feasible to balance wheelsets is when limited dismantling takes place or where significant axle mounted equipment remains in place, for example re-profiling or when no other components are removed. Wheels and other components attached to the wheelset that are liable to affect the wheelset balance should be statically balanced prior to assembly. The wheelset should be assembled to minimise the overall out of balance of the combined components, including brake discs where fitted, then dynamically balanced, where required. The recommended method of eliminating residual imbalance of monobloc wheels is by the machining of material from the fillet between the web and rim on the flange side. The thickness of metal removed should not exceed 4 mm. The resultant surface should be carefully blended into adjacent material, avoiding notches and stress raisers. The amount of residual imbalance should not exceed that set out in the standards supporting the wheel design. Existing wheel designs that are balanced by the attachment of rim balance weights may continue to use this method but new designs must utilise machining material from the fillet between the web and rim on the flange side. The preferred method of correcting wheelset imbalance is by machining of the inner rim, indicated above. 2.5 Wheelset identification 3.6 Wheelset identification 3.6.1 Branding 3.6.1.1 All wheelsets and components of wheelsets shall be branded in accordance with the requirements of: a) Appendix B of this document or b) BS EN 13260, BS EN 13261 and BS EN 13262 or c) AAR specification M-101 and M-107/M-208 and Recommended Practices: Section G: Wheel and Axle Manual of that document. Page 10 of 15 RAIL SAFETY AND STANDARDS BOARD
3.6.1.2 Wheelsets shall not have labels or bands attached as a means of identification as an alternative to branding; the arrangements contained in UIC 813, clause 4.2.5.2, paragraph 2 are not permitted. 3.6.1.3 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. 3.6.2 Unique identification of axles 3.6.2.1 Each new axle shall be branded with a unique serial number, allocated from the wheelset assembler's own series of numbers. Axles shall not be given the number of: a) An axle it replaces b) A previously scrapped axle. 3.6.2.2 Particular attention shall be given to the inclusion of the wheelset assembler's code. RC030 Each axle should have a unique serial number that is used with other markings to identify the axle / wheelset throughout its life when subject to testing, inspections, etc. The serial number should not be duplicated with other serial numbers past or present. 3.6 Wheelset identification 3.6.3 General stamping requirements 3.6.3.1 Wheelset branding shall be in accordance with the appropriate standard, cold stamping is the preferred method. 3.6.3.2 The stamping shall not create stress raising features in the component, such as sharp corners or notches. Stamps shall be of a rounded profile that does not produce sharp indentations in the wheelset components. 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. 3.6.3.3. Automated processes shall be assessed for their suitability of marking wheelset components to meet the requirements of 3.6.3.2 of this document. 3.6.3.4 The branding shall be of a size and depth such that the information is clearly legible when the appropriate surface coating or protection is applied at any stage of the wheelset life. RC031 RC032 The branding marks on the tyre are stamped onto the outer face, to ensure legibility when the snip is rolled down and the flange is machined. The branding should be of sufficient size to be legible but not infringe the tread chamfer when the wheel is fully worn. The stamping indentations can cause a stress raiser if allowed to infringe the machined tread chamfer or last turning groove. The location of branding marks should always be clear of such features, including when in the fully worn condition. The stamps should have suitably rounded forms to minimise the stress raising effect on the marked components. 2.6 Corrosion protection 3.7 Corrosion protection 3.7.1 After completion of all tests on the wheelset, the corrosion protection shall be completed or added, as required by the design specification. RAIL SAFETY AND STANDARDS BOARD Page 11 of 15
3.7.2 Overhangs and other moisture traps at the axle to wheel interface and similar locations shall be treated in accordance with the design specification. RC033 RC034 RC035 RC036 RC037 Areas left unpainted for ultrasonic testing should be protected with suitable material, preferably one which is transparent to ultra-sound, before storage, transportation or fitting to a vehicle. The axle body surface can be blast cleaned to improve keying of the corrosion protection medium applied to the axle body. Consideration should be given to any process applied to the axle surface that affects the material fatigue strength. All materials used for cleaning, protection or as part of a process, should be fit for purpose and incapable of damaging the wheelset. The branding markings should be visible through the corrosion protection system applied to the wheelset. Where the markings are not clearly legible the branding should be removed and re-stamped using validated procedures. Where surface texture is to be measured a stylus type instrument is the preferred method, but a comparative method can be used, as necessary. 2.7 Handling and care of wheelsets 3.8 Handling and care of wheelsets 3.8.1 Wheelsets which are not in service under vehicles and wheelset components prior to assembly shall be protected, stored, handled and transported in a manner which is not detrimental to the wheelset / component life. Guidance is set out in GM/GN2498. RC038 No recommendations. 2.8 Records to ensure traceability 3.9 Records to ensure traceability 3.9.1 Records shall be maintained so that wheelsets, axles, monobloc wheels, wheel centres and tyres are identified against one wheelset manufacturer, casting batch and year of manufacture. These records shall include; cast number and manufacturer s code, and year of both component manufacture and wheelset assembly. 3.9.2 A list of the suppliers and their branding codes is published on the RSSB website. RC039 In the event of identification of a manufacturing defect, traceability allows all other wheelsets that may be similarly affected to be identified and assessed. The railway undertaking should require the manufacturer to make and retain records of tests and assembly details. Defects identified on wheelsets and associated equipment that introduce a high risk to the railway are to be reported in accordance with the requirements of GE/RT8250. 2.9 Records to ensure traceability 3.10 Qualification of wheelset suppliers 3.10.1 GM/RT2470 sets out the arrangements for qualification of suppliers of railway wheelsets, component manufacturers and wheelset assemblers. RC040 No recommendations. Page 12 of 15 RAIL SAFETY AND STANDARDS BOARD
Definitions AAR Association of American Railroads. 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. Cold stamping Alpha-numeric stamping performed on the component whilst it is at ambient temperature. Defect Any fault(s) in a component, or assembly, which may prevent the component, or assembly, from fulfilling its design purpose. Earth return Includes traction return current and equipotential bonding equipment. Failure Any occasion on which a wheelset develops a defect, that has the potential to cause or contribute to a derailment. 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. 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. Overhaul Any attention given to the wheelset when it is removed from a vehicle or bogie and when an interference fit is broken (excluding the removal of axle journal bearings). Retaining ring (Gibson) A split ring of material used to retain the tyre on the wheel centre. RAIL SAFETY AND STANDARDS BOARD Page 13 of 15
Service life The time or distance over which a wheelset safely continues to meet defined technical standards before overhaul is required. 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. Tread run-out The total radial displacement measured at the wheel tread when the wheelset is rotated on rollers supporting the wheelset bearing journals. 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 GM/RT2466 identifies the relevant features of both tyred and monobloc wheels. Page 14 of 15 RAIL SAFETY AND STANDARDS BOARD
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 Other references HM Railway Inspectorate Report: Railway Accident at Rickescote 8 March 1996 BS 5892 Railway Rolling Stock Materials BS EN 13103 Railway applications Wheelset and bogies Powered axles Design method BS EN 13104 Railway applications Wheelset and bogies Non-powered axles - Design method BS EN 13260 Railway applications Wheelsets and bogies Wheelsets Product requirement BS EN 13261 Railway applications wheelsets and bogies Axles Product requirements BS EN 13262 Railway applications Wheelsets and bogies Wheels Product requirement BS EN 13979-1 Railway applications. Wheelsets and bogies. Monobloc wheels. Technical approval. Forged and rolled wheels IB/TP0001 Tyre Security Maintenance Procedures M-101 AAR Manual of Standards and Recommended Practices - Axles, Carbon Steel, Heat-Treated M-107/M-208 AAR Manual of Standards and Recommended Practices - Wheels, Carbon Steel MT300 Requirements for handling, storage and transportation of wheelsets UIC 810-1 Technical specification for the supply of rough rolled non-alloy steel tyre for traction and trailing stock UIC 813 Technical Specification for the Supply of Wheelsets for Trailling Stock RAIL SAFETY AND STANDARDS BOARD Page 15 of 15