HAND-OUTS

MECHANICAL ENGINEERING DEPARTMENT

 WHEEL
 Worn Wheel Profile
 Intermediate Wheel profile
 Wheel Defect
 Axle
 Wheels Repair
 Wheel pressing

1
WHEEL
TYPES OF WHEEL
Solid Wheel
 Forged wheel
 Cast Wheel

ADVANTAGES OF SOLID WHEEL

 Lighter in weight
 Very strong
 No danger of tyre getting loose.
 Life is longer than tyred wheel
 It can be reclaimed after it has worn beyond condemning limit
 Heat caused due to breaking and service run is dissipated faster

WHEEL TERMINOLOGY

2
WORN WHEEL PROFILE
Worn wheel profile is a special profile on wheel tyre derived out of standard wheel profile suitable to
worn shape of rail head of which are of 80% track. This is to minimise the Condemnation period to
avoid frequent wheel changing, re profiling and enhance the life of the wheel.
This profile is totally replacing the IRS standard wheel profile as standard wheel profile found not
economical and not surviving for more number of kms due to the fact that it has to run on worn rail
heads which is mismatch to standard wheel profile.

Worn wheel profile

SOLID WHEEL PROFILE
 Tyre : Although tyred wheels are obsolete in Indian railways the term ‘tyre’ refers peripherial
portion of a wheel disc.
 Tyre tread : This portion of profile comprises 1 in 20 inclination , radius 100mm, 330mm etc,
generally comes contact with rail.
 Flange Thickness: In wheel profile flange is the bulging portion that starts after root radius.
29.4 mm (Worn Wheel Profile), Cond.- 16 mm & 22mm( High Speed),
 Flange Height: New- 28.5 mm
 Radius at the root of Flange: New Radius- 14 mm, Condemning- 13 mm
 Radius at top of Flange – 14.5 mm
 Inclination of 1in 2.5 on Flange
 Inclination of 1in 20 on Tread
 Diameter of wheel : Diameter of wheel is measured at tread at a distance 66.5mm from rim
face ( or 63.5 mm from flange end)
 ‘V’ groove : It is the marker for condemning limit.
 Thickness of Tyre : It is the radial thickness of tyre.

3
ADVANTAGES OF TAPER OF 1 IN 20 IN TREAD PROFILE
 Wheels remains in central position on any speed
 Side thrust and frictional resistance of flanges are of the lowest order
 Smooth rolling of the wheels is achieved
 With the help profile inclination, a rolling stock can negotiate curve of varying degrees
at different speed.
WHEEL GAUGE

 The shortest distance between the two wheels on the same axle.
 Varies for the different types of gauges like BG, MG and NG.
 BG (C&W) 1600 -1+2 mm.

VARIATION IN WHEEL DIMENSIONS

a) The variation in the tread diameter of wheels on the same axle for all types (max) = 0.5 mm
b) The variation in the tread diameter of wheels on the same bogie(trolley) of coach (max) = 05
mm
c) The variation in the tread diameter of wheels on the same coach(max) = 13 mm
d) The variation in the tread diameter of wheels on the same bogie (trolley) of Wagon (max) = 13
mm
e) The variation in the tread diameter of wheels on the same Wagon (max) = 25 mm

WHEEL DIAMETER

Initial Last shop Cond. Drg. No,

Types of Wheel
dia. issue dia. Limit
BG/ICF solid 915 837 825 W/WL-1600/R
BCN/BOXN(CASNUB) 1000 919 906 WD-97037 S-01
BLC 840 793 780 *CONTR-9404-S/13
1016 W/WL-4849/R,
BG (diesel) 1092 1020
W/WL-6061/R
DEMU 952 885 877 SKETCH-K4004
LHB 915 857 845 LW- 02001

INTERMEDIATE WORN WHEEL PROFILE

i. 25 mm profile.
Flange thickness-25,
Radius at the root of the flange-14
Radius at top of Flange – 11.5 mm
Tyre Tread inclination-1 in 20
Flange inclination-1 in 2.5

4
ii. 22 mm profile.
Flange thickness-22
Radius at the root of the flange-14
Radius at top of Flange- 10 mm
Tyre Tread inclination-1 in 20
Flange inclination-1 in 2.5

iii. 20 mm profile
Flange thickness-20
Radius at the root of the flange-14 mm
Radius at top of Flange- 9 mm
Tyre Treadinclination-1 in 20
Flange inclination-1 in 2.5

5
Intermediate worn wheel profile for FIAT Wheel (LHB Manual Ch. 4)
i.

Fig. 28 mm Thick Flange

ii.

6
iii.

iv.

v.

vi.

7
 vii.

viii.

ix.

N.B – Intermediate profile 25, 26, 27, 28 mm should be used for exclusively coaches of 110 km and
above.

8
WHEEL DEFECTS

 The different defects that can come on a wheel are;

Flange Defects Tyre Defects
– Sharp flange -Hollow tyre
– Thin flange -Flat tyre
– Deep flange
– Root of flange

 The other defects that can be seen on a Wheel set are;

– Bias Wear
– Grooved wheel

WHEELS DEFECTS

Wheel defects Standard Condemning Limit

Sharp Flange 14.5 mm 5 mm or Less
Thin Flange 29.4 mm 16mm or Less, 22mm (High Speed)
Less radius at root of flange 16 mm 13 or Less
Hollow Tyre ----- 5 mm or above
Deep Flange 28.5 mm 35mm or more
50 mm or more-Coaching
Flat Tyre -----
60 mm or more –Goods

a. LESS RADIUS AT ROOT OF FLANGE

When radius given at the root of flange is reduced to 13 mm is called less radius at root of
flange. This defect develops due to one side wear of the wheel tread at the root of flange.
This defect can develop into other defects such as deep flange and hollow tyre.

b. SHARP FLANGE
When the radius given at the tip of flange is worn out to 5mm is called sharp flange. This
defect develops either due to running on the same curves for a long period
Sharp flange can take wrong routes at a facing point provided the point itself is
slightly defective such as a split, a worn out or damaged switch rail etc.

c. DEEP FLANGE

When the depth of the flange, as measured from the flange tip to a point on the wheel tread
63.5 mm away from the back of wheel becomes greater than 35 mm, the condition is called
deep flange.

A deep flange can cause damage to the permanent way by mounting over fish plate,
fish bolts, check bolts etc. and also causes derailments especially at check blocks and
check rails .
9
d. HOLLOW TYRE
When the projection of the outer edge of the wheel tread below the hollow of the tyre
exceeds 5 mm then the outer edge of the wheel is called false flange, and the worn tread is
called hollow tyre.
e. THIN FLANGE
When the flange thickness reduces to less than 16 mm, the condition is called thin
flange. Thickness of a flange is normally reckoned at a distance of approximately 13
mm from the flange tip.
It leads to breakage of flange under the side thrust of the wheel on a curve

f. SKIDDED WHEEL
This happens due to defective brakes or improper releasing of brakes. When a
rolling stock is kept running with brakes binding the wheels do not revolve. Instead
they slide over the rail surface. This cause heavy friction and wear on a particular
spot on wheel tread.
These worn out spots or patches will cause heavy noise on run and disturb the
passengers. A skidded wheel not only damages the permanent way but also its
bearings and waste packing.

g. FLAT TYRE
When wheels skid on account of some defects or continuous application of brakes
on ghat section, a particular space on the tyre rubs against the rail causing flat place
on the wheel tyre tread. Such wheel is said to have flat tyre.
Flat tyre-
a. causes discomfort to the passengers
b. may damage bearing, journal & rail

 Locomotives - 50 mm
 Coaches - 50 mm
 Wagons - 60 mm (All BG wagons)

10
 AXLE

An axle is a rotating shaft in a wheel and axle assembly where wheel discs are pressed at its two ends
within particular distance.
Axle component

END FACE

 Main parts of an axle

 BODY- It is the middle portion of an axle.
 WHEEL SEAT- That part of an axle where wheel discs are got seated after pressing.
 SHOULDER OR FILLET- It is the portion between wheel seat and journal. In this
portion collar or backing rings are mounted.
 JOURNAL- It is the portion of axle where bearings are mounted.
STAMPING OF AXLE (Identification of marking)
The axle ends are stamped with following particulars.
(SL- i, ii,v,vi,viii at left hand end of axle and others particulars at right hand end of axle)
i. Contract No.
ii. Consecutive No.
iii. Makers No.
iv. Year of Manufacture.
v. Cast No.
vi. Railway initial “IR”
vii. Drawing No.
viii. KL;
A- Acid open hearth, B-Basic open hearth, E- electric furnace steel.
ix. UT- Ultrasonically tested.

Dimensions of various axles (in mm)

Sl Type Journal Shoulder wheelseat Body Overall Drawing

dia length dia length dia length dia length
1 BG- 130.068(max) 119 145.170 85 172 191 145 2316 Mfg is
ICF 130.043(min) 145.130 stopped
13T
2 BG- 130.068(max) 119 145.170 85 178 191 152 2316 CG-
ICF 130.043(min) 145.130 K6015
16.25T
3 wagon 144.564(max) 277.8±0.75 178.613(max) 46 213 188 185 2514 WD89025
144.539(min) 178.562(min) S-02

4 LHB 130.068(max) 217±0.5 160.174 max 46.5max 195 185 170 2440 LW02100
130.043 (min) 160.134 min 45.5min

5 140.068(max) 125 160.174 max 88 193 182 184 2362 DMU/DPC5

160.134 min -0-2-505
140.043 (min

11
Ultra -sonic testing of axles.`

Axles are subjected to ultrasonic testing to detect any internal flaws like blow holes, inclusions,
porosity etc., irregularity in micro-constituent structure. Generally, it is done by using ultrasonic flow
detector with probes and wedges. In this testing, the axle end faces are cleaned thoroughly and applied
grease or medium axle oil. The probe is placed on the axle end face and slightly rotated for proper
acoustic coupling. When the ultrasonic wave is transmitted into the axle, it reflects back from the end
of the axle if no flows are present. If any flow is present in the axle, the ultrasonic wave reflects back
from the flaw, which can be seen on the ultrasonic Flaw detector in the form of echoes. It is done
particularly four ways-

1. Far end scanning- The portion of the axle furthest from the probe is tested and a normal probe of
10/20 mm dia,1- 2.5 mhz lead Zicromate Titanium crystal is used. The probe is placed on the axle end
face with suitable couplant and the probe is rotated slightly.

2. NELA - Near end low angle scanning. The portion of the axle is near the probing end i.e. to
examine wheel seat and to confirm results of far end screening. Normal probe of 15/20 mm dia 2.5
mhz and Perspex wedge of 150 should be used for examination of wheel seat. The probe fitted with
the wedge shall be placed on the axle end face with suitable couplant and is rotated slightly.

3. High angle screening-It is done to detect internal flaw if any in the wheel seat and also confirm the
results of far end and near end low angle scanning. In this test probe of angles 370, 600,700 generally
used. The probe with 370 Perspex wedge is placed on the body of the axle at a distance of 120mm and
160 mm from wheel seat inner fillet for examination of inner wheel seat and outer wheel seat. The
probe is moved backward and forward from the mean position up to 20mm and also circumferentially.
If any axle is found to be giving any flaw signals/echoes that should be tested thoroughly and shall be
withdrawn from service, if presence of flow is confirmed.

4. Trace delay scanning- It is done in segment wise or in part wise to detect flaw in an axle. Generally,
axle is divided into 500 mm parts and test is performed.

Defect in axles.
 Scored or Dented Journal- Axle journal gets scored due to rubbing of bearings on journal for
improper fitting and lubrication. Scored or deep cut marks are caused on journal due to
excessive heat generated during slack moving of bearings in it. Dent marks are generally arise
in the journal due to impact of any sharp object during transmission.
 Bent Axle- Axle may become bent during pressing of wheel discs on it or if it is affected by
any accident. It is observed during turning of axle as well during wheel tyre turning.
 Notched Axle-Due to deficiency of securing pins, the pull rod or the floating levers rests on
the centre of axle and starts grinding the axle forming Notch. Such axle is known as Notched
Axle.
 Grooved Axle-Sometimes the back plate gets detached from its position in the axle box and
rests on the axle shoulder and starts grinding the shoulder at a particular point forming a ‘v’
shape cut on the shoulder. This is called as grooved axle.
 Pitted axle - It arises due to corrosion on the axle.

12
Repair of wheels
In workshop wheels are repaired according to categories. Wheels available at wheel shop firstly pre-
inspected and according to inspection outcome it categorised.
Pre-inspection of wheels-
Pre-inspection of wheels are done to assess the condition of various components of wheels such as
wheel disc, axle etc.
During pre-inspection following observation are done.
1. Measurement of wheel gauge- The distance between two wheel flanges on the same axle should be
1600 mm + 2/-1 mm. This measurement should be taken at three locations apart with the help of an
adjustable pi gauge. If wheel gauge is not within permissible limits, then the wheel disc (s) have to be
pressed off and then pressed on.
2. Measurement of Wheel Diameter (Tread Diameter)/Wheel Flanges --The wheel diameter is
measured with the help of a trammel gauge with a least count of 0.5 mm. on both sides. However, a
gauge with a least count of 0.1 mm. is recommended. The difference in tread diameter of the two
wheels on the same axle should not exceed 0.5 mm after tyre turning. There is no 'In service' limit for
this variation and rejection shall be decided by tyre defect gauge.
3. Inspection of wheel disc as per CMI-K003 -The wheel should be inspected for rejectable defects in
accordance with RDSO’s instructions CMI-K003. Wheel defects like Shattered rim, Spread Rim
Shelled tread, Thermal cracks, Heat checks observed.
4. Inspection of Wheel Flanges The flanges on both sides of a wheel set are checked with the help of a
profile gauge to measure the height and thickness of flanges. Accurate measurement of flange height
and flange thickness is not possible with the profile gauge. It is, therefore, recommended to use a
wheel profile gauge with which accurate measurement of flange height and flange thickness to the
extent of 0.1 mm can be made. After recording the diameters of wheels and wheel flange
measurements, the wheel set is nominated for necessary repairs.
5. Inspection of axle -Axle journals should be thoroughly cleaned for inspection to detect flaws,
pitting, ovality, taper, ridges etc. Each axle should be ultrasonically tested for detecting internal flaws
and defects as per the code of procedure issued by RDSO (Annexure 10.1). Axles found flawed, pitted
or with under size journals should be replaced.

After pre-inspection wheels are categorised as

1. Normal repair wheel- If all the components are within the acceptable range of limits, these are
taken directly for wheel profiling either in bearing mounted condition or dismounted condition and
profiling is done as per worn wheel profile.
2. Wheels requiring replacement of an axle (RA wheels) -The wheel is taken for replacement of an
axle for the following: A bent axle, Dimensional deviations on a journal / wheel seat , Axle having
groove marks in the middle due to rubbing of a pull rod, Dents, corrosion, pitting marks on the surface
of the axle, Axles found flawed in the ultrasonic flaw detection test etc.
3. Wheels requiring replacement of solid discs (RD wheels)- The wheel is taken for replacement of
discs if found it is not possible to turn the wheel to the last shop issue size, there is a rejectable defect
as per CMI-K003.
Activities for repair of wheel.
1. Normal repair wheel- Generally these wheels are reprofiled as per worn wheel profile up to last
issue size i.e.- 837 mm.
2. Wheels requiring replacement of an axle (RA wheels)-
Pressing off rejected axle from wheelset.
Machining of New axles in lathe machine.
Inspection of new axles. (dimensional and surface roughness checked).
Machining of serviceable wheel disc in VTL.
Matching of wheel disc bore by machining axle wheel seat with proper interference.
Pressing on wheel disc on axle in 500T hydraulic press machine.

13
3. Wheels requiring replacement of solid discs (RD wheels)-
Dropping of axle box and bearings.
Axle journal inspection as required standard.
Ultrasound testing of axles.
Pressing off rejected wheel disc in a hydraulic press machine.
Boring of new discs in vertical turret lathe.
Matching of new discs bore by machining of axles with proper interference.
Pressing on wheel discs on axles in 500T hydraulic press machine.

Procedure of Pressing on wheel discs on axles.

Wheel discs should be mounted on axles as per instructions of Specification R-19 (Part I).
Firstly, both the axle wheel seat and disc bore should be machined with required surface finish.
Interferences on disc bore should be kept as .001mm of per mm wheel seat dia of axle.
Before mounting disc axle wheel seat and disc bore should be cleaned properly.
All the measured dimension of axle and disc should be recorded corresponding to their
identification number.
Both axle wheel seat and disc bore must be coated with mixture of white lead powder and boiled
linseed oil.(proportion should be in 1.2 kg of white lead in 1 litre of linseed oil.)
Pressing/mounting of wheel disc on axle should be done on 500T hydraulic press machine.
The press machine should be equipped with pressure indicating gauge and graph recording
facility.to observe progressive pressures together with final pressure obtained during pressing on
operation. The pressing speed should be kept between 0.5 to 5 mm/sec.
The pressing on pressure should be within 400-600 kg of per mm diameter of axle wheel seat.

The pressing on graph should satisfy –

1. Pressure should be rise before movement of wheel disc on axle wheel seat upto 20 mm.
2. Final pressure obtained should be within the value of maximum and minimum pressure limit.
3. 10% above maximum pressure is allowed if back pressure testing is done.
4. 5 T pressure drop is allowed in last 25 mm length of movement.
5. After pressing on operation, wheelset is checked with gauges and satisfied wheel sets are
stamped as per drg no- Sketch-92114. ( Sl no, Workshop code, pressing on pressure and date
should be stamped on hub of the disc)

14
15
SHARP FLANGE:

When X is parallel to Y,
If there is Gap in the
middle at A, the Wheel
is serviceable

16
When X is parallel to Y,
If there is gap on either
side of A, the Wheel is
rejectable

When the radius given at the tip of flange is worn out to 5mm is called sharp flange. This defect
develops either due to running on the same curves for a along period
 Standard size = 14.5 mm
 Condemning size = 5 mm
 Sharp flange can take wrong routes at a facing point provided the point itself is
slightly defective such as a split, a worn out or damaged switch rail etc.
 Leads to derailment over the points and crossings

17
LESS RADIUS AT ROOT OF FLANGE

When X is parallel to Y,
If the gap is available at
either side of ‘A’, the
wheel is serviceable.

When X is parallel to Y ,
If there is a gap between
gauge and the Root of
Flange at A , the Wheel is
Rejectable

When radius given at the root of flange is reduced to 13 mm is called less radius at root of
flange. This defect develops due to one side wear of the wheel tread at the root of flange.
 Standard size is 16 mm.
 Condemning size is 13mm.
 Leads to higher flange wear.
 First wheel defect to arise in a wheel.

18
THIN FLANGE:

When X is parallel to Y,
If there is gap between
‘A’ and the root of flange,
the wheel is Serviceable

When X is Parallel to Y,
If there is no gap
between ‘A’ and the
root of flange, the wheel
is rejectable

* When the flange thickness reduces

* Standard size is 28.5mm
* Condemning size for high speed stock is 22 mm & others 16mm
* Leads to higher flange force on the curves
* breakage of flange under the side thrust of the wheel on a curve

19
DEEP FLANGE:

When X is parallel to Y,
If there is a gap between ‘A’
and tip of the flange, the wheel
is serviceable.

When X is parallel is Y ,
If the gauge touches the
tip of the flange at “A” ,
the wheel is rejectable.

* When the height of the flange increases.

* Standard size is 28.5 mm.
* Condemning size for high speed stock 32 mm and for other stock 35 mm.
* Leads to the infringement of the wheel with the fish plate and bolt & nut.
* damage to the permanent way by mounting over fish plate, fish bolts, check bolts etc. and also
causes derailments especially at check blocks and check rails

20
HOLLOW TYRE :

When X is parallel to Y,
If there is a gap between the
gauge at ‘A’ and the wheel
tread, The wheel is serviceable.

When X is parallel to Y,
If the gauge touches the
wheel tread at “A”,
The wheel is rejectable.

 When a wheel runs on a straight track, the tread or tyre wears.

 Standard size is 1 in 20 inclination.
 Condemning size is 5 mm
 While negotiating a curve, the wheel cannot have the lateral play and leads to higher flange
force

21
FLAT TYRE:

If there is a gap between a

gauge and the wheel tread,
the wheel is serviceable.

If there is no gap between

the gauge and the wheel
tread at “A”, the wheel is
rejectable.

When wheels skid on account of some defects or continuous application of brakes on ghat
section, a particular space on the tyre rubs against the rail causing flat place on the wheel
tyre tread. Such wheel is said to have flat tyre.
a. The main cause is due to Brake Binding and skidded wheel
b. may damage bearing, journal & rail
c. causes discomfort to the passengers
d. Can be found out by the hammering sound on run
 Locomotives - 50 mm ( BG / MG
 Coaches - 50 mm ( BG ) , 51mm ( MG )
 Wagons - 60 mm (All BG wagons) and 51 mm (All MG
wagons)

22
In addition to normal checks exercised on wheel condition during primary/secondary maintenance
of coaches, a detailed inspection of wheels should be done during schedules or out of course
attention. The wheels sets shall be inspected for the following conditions and action taken as
indicated for each condition as per CMI – K 003:
BURNT RIM
If a portion of flange or rim breaks off, the wheel must be removed from service. The break
shows rough granular fracture, this would indicate, in a wrought steel wheel, that it has been
overheated in the process of

SHATTERED RIM
A wheel with a fracture on the tread or flange must be withdrawn from service. Shattered Rim is a
rejectable defect. (This does not include wheels with localized pitting or flaking without presence
of any rejectable condition).

SPREAD RIM
If the rim widens out for a short distance on the front face, an internal defect may be present.
Spreading of the rim is usually accompanied by a flattening of the tread, which may or may not
have cracks or shelling on the tread. Such wheels must be withdrawn from service.

23
 SHELLED TREAD
Shelling can be identified by pieces of metal breaking out of the tread surface in several places
more or less continuously around the rim. Shelling takes place when small pieces of metal break
out between the fine thermal checks. These are generally associated with small skid marks or
“chain sliding” Such wheels should be withdrawn from service and sent to workshops for
reprofiling.

THERMAL CRACKS
Thermal cracks appear on a wheel tread due to intense heating of the wheel arising out of severe
brake binding. Such cracks occur on the tread and generally progress across the tread in a
transverse & radial direction. Whenever such a crack becomes visible on the outer face of the rim
or tread crack has reached the outer edge (non-gauge face) of the rim, the wheel should be
withdrawn from service. If a crack becomes visible on the outer flange face, the wheel should be
withdrawn from service. Such wheels should be sent to workshop for examination and subsequent
rejection. Wheels involved in brake binding during service, should be examined carefully during
the maintenance to rule out the possibility of rejectable thermal cracks. Such wheels may be
identified by presence of flats (even within acceptable limits) and severe discoloration or blue/
black heating marks on the tread.

HEAT CHECK
Fine superficial cracks visible on the tread on or adjacent to the braking surface are called heat
checks, which are usually denser than the thermal cracks. Heat checks are caused on the tread due
to heating and cooling cycles undergone by the wheel during normal braking. Such wheels need
not be withdrawn but should be carefully distinguished from the rejectable thermal cracks.

24
BUILT-UP TREAD

This is caused by metal from the tread or the brake shoe being heated to the plastic state and then
dragged or built - up around the tread. The condition is generally associated with sliding on the
rail. Figures illustrate example of built up thread defect

CRACKED OR BROKEN FLANGE

The wheel is condemnable and must be removed from service, when cracked or broken flange
develop. However, such defects are rare on steel wheels.

DISC CRACK
A crack on the disc due to material failure is called disc crack. The wheel should be with drawn
from service

LOOSE WHEELS
Wheels must be removed from service if they show indications of being loose on the axle. It is
important to watch for evidence of any wheel movement on the axle wheel seat.

WHEELS WHICH HAVE BEEN OVER HEATED

Wheels which have been over-heated as a result of being in a fire should be scrapped. Wheels
which show evidence or severe over-heating in service from stuck or dragging brakes should be
removed and scrapped. Such wheels are potentially dangerous because they become highly
stressed and, if thermal cracked subsequently, may fail instantaneously.

*******************

25