EN 15313:2010

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Zahteve za vzdrževanje kolesnih dvojic - Vzdrževanje kolesnih dvojic med obratovanjem in vzdrževanje demontiranih kolesnih dvojicBahnanwendungen - Radsätze und Drehgestelle - RadsatzinstandhaltungApplication ferroviares - Exploitation des essieux en service - Maintenance des essieux en exploitation ou déposésRailway applications - In-service wheelset operation requirements - In-service and off-vehicle wheelset maintenance45.040Materiali in deli za železniško tehnikoMaterials and components for railway engineeringICS:Ta slovenski standard je istoveten z:EN 15313:2010SIST EN 15313:2010en,fr01-september-2010SIST EN 15313:2010SLOVENSKI
STANDARD
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 15313
April 2010 ICS 45.040 English Version
Railway applications - In-service wheelset operation requirements - In-service and off-vehicle wheelset maintenance Applications ferroviaires - Exploitation des essieux en service - Maintenance des essieux en exploitation ou déposés
Bahnanwendungen - Radsätze und Drehgestelle - Radsatzinstandhaltung This European Standard was approved by CEN on 30 January 2010.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre:
Avenue Marnix 17,
B-1000 Brussels © 2010 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 15313:2010: ESIST EN 15313:2010

Detection of deep sub-surface tread defects.43 6.5.5 Verification of web integrity.43 6.5.6 Verification of axle integrity.44 6.5.7 Non-destructive testing.44 6.5.8 Verification of residual magnetism.44 6.5.9 Lubrication operation.44 6.5.10 Checking for axle box defects.44 6.5.11 Verification of wheelset electrical resistance after overhauls.45 6.6 Requirements to be met by wheelset maintenance equipment.45 7 In-service wheelset maintenance.45 7.1 General.45 7.2 Maintenance plan.45 7.3 Wheelset protection during body and bogie cleaning.46 8 Off-vehicle wheelset maintenance.46 8.1 General.46 8.2 Maintenance plan.46 8.3 Key operations for off-vehicle wheelset maintenance.46 8.4 Off-vehicle wheelset cleaning.47 9 Action to be taken on any wheelset after an incident in service or when not covered by the maintenance plan.48 9.1 Wheelset bearings subject to water ingress.48 9.2 Wheelsets having been subjected to a short circuit current (e.g. from falling overhead line equipment, etc.).48 9.3 Detection by a trackside facility of a wheel circularity defect.48 9.4 Wheelsets loaded over the allowed limit.48 9.5 Hot axle box detection.48 9.5.1 General.48 9.5.2 Technical procedure.48 9.5.3 Treatment of the wheelsets with hot axle box in commercial or other service.49 9.6 Derailment.49 9.7 Head-on collision.49 9.8 Grease leakage or loss.49 9.9 Brake incident (detection of seized brake or discoloration).49 9.10 Reporting after detection of a wheelset irregularity outside the maintenance plan.49 10 Domestic or bilateral traffic.49 11 Summary table of requirements.49 Annex A (normative)
Freight stock.51 Annex B (informative)
Rim width without roll-over for vehicle for domestic use.52 Annex C (informative)
Position of wear groove and reverse slope.53 Annex D (informative)
Tyred wheels.54 D.1 Marking of tyred wheels.54 D.2 Tyre thicknesses.55 D.3 Defects specific to tyred wheels.56 D.4 Specific requirements for tyred wheels.56 D.5 Incidents arising outside the maintenance plan: loose tyre.57 D.6 Verification of the electrical resistance during overhauls.57 D.7 Verification of the electrical resistance during removal.57 Annex E (informative)
Characteristics of metric gauge wheelsets.58 SIST EN 15313:2010

Characteristics of Spanish and Portuguese gauge wheelsets.59 Annex G (informative)
Characteristics of Finnish and Baltic country gauge wheelsets.60 Annex H (informative)
Plain bearing regeneration.61 Annex I (informative)
Permissible circularity defects.62 Annex ZA (informative)
Relationship between this
European
Standard and the Essential Requirements
of EU Directive 2008/57/EC.63 Bibliography.66
1 Scope To ensure safety and interoperability, this European Standard gives: ¾ the mandatory limits for in-service and off-vehicle wheelsets; ¾ the mandatory operations to be carried out for which the specific values (and/or criteria) remain to be defined in the maintenance plan. This document applies to wheelsets complying with the following European Standards: ¾ EN 12080, EN 12081, EN 12082; ¾ EN 13103, EN 13104; ¾ EN 13260, EN 13261, EN 13262; ¾ EN 13979-1; ¾ EN 13715, that comprise:
the axle with wheel diameters greater than or equal to 330 mm; ¾ axle boxes with bearings and grease. This document is also applicable to wheelsets:
fitted with brake discs, final drive, transmission or noise-damping systems, as appropriate; ¾ not complying with the above European Standards, but complying with the international requirements in force before the approval of these standards; ¾ with tyred wheels whose characteristics are given in Annex D. For bilateral and domestic traffic, this document may be applied, noting that different values may be used. All the dimensions of this document are in millimetres (mm). NOTE The requirements to be met by components other than axles, wheels, axle boxes, bearings and grease (e.g. brake disc, final drive, transmission, noise-damping systems, etc.) shall be defined in a specific document.
EN 13979-1, Railway applications — Wheelsets and bogies — Monobloc wheels — Technical approval procedure — Part 1: Forged and rolled wheels
EN ISO 9934-1, Non-destructive testing — Magnetic particle testing — Part 1: General principles
(ISO 9934-1:2001) EN ISO 9934-2, Non-destructive testing — Magnetic particle testing — Part 2: Detection media
(ISO 9934-2:2002) EN ISO 9934-3, Non-destructive testing — Magnetic
particle testing — Part
3: Equipment.
(ISO 9934-3:2002) 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 operation everday use of wheelsets in service on the track or during routine planned maintenance.
NOTE This term also includes any in-service problems and their treatment. 3.2 competent technical department department having experience in the wheelset maintenance field having already written the rules
NOTE Departments of the former "networks" come into this category. 3.3 technical expert
person recognized and designated as such by the railway undertaking
3.4 former networks historical networks existing before the publication of the European Directives and which had specified the requirements for the wheelsets registered in their respective country SIST EN 15313:2010

maintenance of in-service wheelsets; ¾ maintenance of off-vehicle wheelsets; ¾ overhaul after in-service incidents (e.g. overloads, hot axle box detection, wheelset bearings subject to water ingress, etc.). An in-service wheelset shall be maintained by a maintenance undertaking qualified for this type of wheelset. For maintenance of wheelsets, as a minimum, the following shall be utilized: ¾
a maintenance plan; ¾ service experience; ¾ an organization for component and production management; ¾ specific qualified wheelset tools; ¾ qualified staff for non-destructive testing and welding. 4.2 Maintenance organization 4.2.1 Maintenance plan For wheelset maintenance, it is necessary to have a maintenance plan for the wheelsets when in-service and off-vehicle. The maintenance plan shall specify:
the actions to the requirements and mandatory operations listed in this standard; ¾ the maintenance intervals; ¾ any specific measures to be implemented. This maintenance plan shall be written by a competent technical department in the railway field and approved by the technical expert of the owner undertaking. 4.2.2 Service experience The maintenance plan shall be reviewed to include: a) the service experience based on the performance of parts in service; b) the corrective actions necessary for dealing with defects: 1) detected outside the maintenance plan; 2) established on the track using specific devices. SIST EN 15313:2010

Maintenance rules
Maintenance
Service experience
New or modified requirement
Figure 1 — Service experience 4.2.3 Traceability – storage – transportation 4.2.3.1 Wheelset identification In order to ensure traceability, in-service wheelsets shall have marks complying with the requirements of
EN 13260, EN 13261 and EN 13262. It is recommended having:
the owner's mark on the wheel (e.g. on the hub, with the same requirement as for the other marks, as specified in EN 13262; painted on the web, etc.); ¾ external identification on wheelset with axle boxes mounted (e.g. tag or metal plate on the axle box, collar on the axle, etc.). None of the external identification marks shall adversely affect the axle or its components. All the identification marks shall be described in a specific document to support the management of the wheelsets during their service lives. The markings are applied to the wheelsets when the latter are being overhauled. NOTE It is recommended, where possible, for these markings to be applied retrospectively, even when the wheelset components were not manufactured in accordance with EN 13261 or EN 13262. 4.2.3.2 Traceability of operations and transfers The traceability shall be ensured throughout the life of the in-service wheelset by recording the various operations and transfers. SIST EN 15313:2010

Performance sustainability shall be demonstrated by means of calibrated reference equipment. In addition, when new methods are used, it shall be ensured that the results achieved with the new equipment or system are at least equivalent to those obtained with the former (e.g. differentiation between parts with or without defects, etc.). 4.4 Staff certification and competence Certification is necessary for staff carrying out: a) non-destructive testing: the staff shall be qualified according to EN 473 or equivalent and authorized to work on specific processes; b) welding operations: SIST EN 15313:2010

EN 15313 Performance criteria
Maintenance plan
Service experience
Traceability
Qualification of tools
Staff qualification
Figure 2 —
General maintenance organization
4.6 Qualification of an undertaking for the maintenance of in-service or off-vehicle wheelsets
The qualification principle shown in Figure 3 applies to each of the following activities: ¾ maintenance of in-service wheelsets; ¾ maintenance of off-vehicle wheelsets; ¾ maintenance activity component (example: reprofiling). The qualification shall be reviewed before its extension to a new wheelset.
EN 15313 Performance criteria
Development and implementation of maintenance plan and inspection plan
Approval audit Check compliance of maintenance plan with this standard and its actual application
No
Yes
The site is authorized to carry out wheelset maintenance
Development of quality assurance with procedures and processes and implementation of quality assurance plan according to
EN ISO 9001 or equivalent
Qualification audit
No
Correction of non conformities
Yes
Site qualification for wheelset maintenance for selected activities
Figure 3 — Flow chart for qualification of an undertaking SIST EN 15313:2010

Key 1
axle
monobloc wheel
wheel centre
tyre
retaining ring
a) — Wheelset — Principal components
Key
bearings
brake disc, final drive or traction motor
wheel-mounted brake disc
axle box with bearings
b) — Wheeset — Other components Figure 4 — Wheelset 5.1.2 Axle The axle for all types of wheelset is shown in Figure 5.
Key
1 journal 2 collar-bearing surface 3 wheel seat
4 axle body
5 seat for brake disc, final drive or traction motor
6 transition zone between seats
7 axle bore
Figure 5 — Axle NOTE Axles may be solid or hollow.
The monobloc wheel is shown in Figure 6.
Key
1 rim
2 web
3 hub
L1 hub width Figure 6 — Monobloc wheel SIST EN 15313:2010

The basic axle box is shown in Figure 7.
Key
1 front cover
2 end cap bolt and lock
3 end cap
4 front cover bolt and lock
5 axle box body
6 outer bearing
7 internal spacer
8 lubrication point
9 external spacer
10 inner bearing
11 rear cover
12 rear cover bolt and lock
13 abutment ring
NOTE 1
Components 6 – 7 – 9 and 10 may be replaced by a "cartridge" bearing
NOTE 2 The different types of sealing system are to be added as a function of the type of bearing
Figure 7 — Basic axle box
The essential dimensional references of the interface are defined in Figure 8.
The tread profile is defined in EN 13715. Dimensions in millimetres
Key
1 back-to-back dimension a2 front-to-front dimension (a1 + e1 + e2)
D0 position of wheel tread (1) wheel 1, (2) wheel 2
e1, e2 flange thicknesses
h flange height
2 transition point between internal face of the rim and the flange L rim width
Z1 internal zone of flange (H2 – S) FEJ external face of the rim FIJ internal face of the rim
S flange tip
1, d2 wheel diameters
Figure 8 — Interface dimensions — Wheelset functional references
5.2.3 Wheel functional references
The essential dimensional references of the wheel are defined in Figure 9.
Key
d wheel diameter 0
position of wheel tread h
flange height L
rim width qR flange angle dimension between P1 and P2
Figure 9 — qR value and wheel functional references NOTE The terms listed in Figures 8 and 9 conform to EN 13715 (Tread profile) and EN 13260 (Wheelsets).
5.3 Definition and illustrations of defects 5.3.1 General
The defects in this 5.3 are detailed in document ERRI B 169 DT 405.
5.3.2 Defects for all types of wheel
5.3.2.1 Shelling, cavities
This defect is a local material loss in a limited zone of the running surface as shown in Figure 10. SIST EN 15313:2010

Figure 10 — Shelling
Cavity 5.3.2.2 Spalling
This short length defect is a local material loss over the whole running surface as shown in Figure 11.
Figure 11 — Spalling
This defect, shown in Figure 12, is a laminar metal flow over the whole running surface.
Figure 12 — Scaling 5.3.2.4 Metal build-up
Metal build-up is shown in Figure 13.
Figure 13 — Metal build-up
Wheel flat is shown in Figure 14.
Figure 14 — Wheel flat 5.3.2.6 Circularity defect 5.3.2.6.1 General The circularity defect includes all in-service permanent changes to the shape of the tread contact zone of the wheel (e.g. polygonization with one or more defects around the circumference of the wheel, local tread collapse, etc.). The reference plane is taken on the running circle and includes point D0, as shown in Figure 8. The general circularity defect is shown in Figure 15.
Key
circularity variation at the wheel tread surface theoretical circle at wheel tread surface
definition of circularity defects
Figure 15 — General circularity defect 5.3.2.6.2 Polygonization and local tread collapse Polygonization is shown in Figure 16a).
Key A designates the circularity defect zone B designates the actual tread shape C designates the reference wheel tread Figure 16a) — Polygonization The local tread collapse is shown in Figure 16b). There may be a shelling zone as shown in Figure 16c) in the central zone of the local tread collapse.
Figure 16b) — Local tread collapse
Figure 16c) — Shelling in the centre of a local tread collapse
5.3.2.7 Wheel tread surface rolling contact fatigue
These defects are represented generally by shelling as defined above in this standard.
5.3.2.8 Wheel tread roll-over
The wheel tread roll-over, of dimension S1, is a continuous defect around the wheel tread corner circumference.
It is shown in Figure 17.
Key
L
rim width
S1 Dimension of wheel tread roll-over Figure 17 — Wheel tread roll-over 5.3.2.9 Tooling marks
The various types of dangerous tooling marks are shown in Figure 18.
a) Tooling marks
b) Evolution of a fatigue crack
initiated on a tooling mark Figure 18
5.3.2.10 Thermal cracks
Thermal cracks as shown in Figure 19 are linear axial defects located: ¾ at the interface between the brake block and the wheel, including the external face of the wheel rim-tyre (or of the tyre) in the case of flanging brake blocks (Figure 20a)); ¾ at the flange tip in the case of brake blocks that contact both the flange and the running surface
(Figure 20b)).
Figure 19 — Thermal cracks SIST EN 15313:2010

a) — Flanging brake blocks b) — Brake blocks that contact both the flange and the running surface Figure 20 — Brake blocks 5.3.2.11 Damage marks of all types
The main types of damage marks are as follows:
sharp-edged circumferential defects on the web or wheel centre as shown in Figure 21.
Figure 21 — Sharp-edged circumferential defects
¾ sharp-edged radial marks on the internal face of the wheel. This type of defect is shown in Figure 22. SIST EN 15313:2010

Figure 22 — Radial marks on the internal face of the wheel ¾ sharp-edged radial defect on the web. This type of defect is shown in Figure 23.
Figure 23 — Sharp-edged radial defect
5.3.2.12 Wheel web hole defects
Wheel web hole defects are shown in Figure 24.
Figure 24 — Wheel web hole defects
5.3.2.13 Geometric defects at the flange tip and in zone P1–P2
Zone P1-P2 (active face of the flange) is shown in Figure 9. Defects of this type, continuous or not, are shown in Figure 25.
Key
1, 2
defect after metal flow
3, 4
material loss
Figure 25 — Metal flow or material loss from flange
5.3.3 Defects specific to monobloc wheels
5.3.3.1 Deep sub-surface tread defect
This type of defect is shown in Figure 26. Its progression in the rim is parallel to the tread.
Figure 26 — Deep sub-surface tread defect
5.3.3.2 Wheel web defects
5.3.3.2.1 Thermal defects in the wheel web where used as the braking surface (integral disc wheel web or other)
This type of defect is shown in Figure 27.
Figure 27 — Example of cracks 5.3.3.2.2 Overheating affecting the rim–tyre/web transition zone
The circular zone involved is shown in Figure 28.
Figure 28 — Overheating of the rim–tyre/web transition zone 5.3.4 Axle defects
5.3.4.1 Axle protection defect – Corrosion
These defects resulting from poor adhesion, inadequate protection or impacts of various types are shown in Figure 29.
Figure 29 — Corrosion 5.3.4.2 Circumferential scoring/grooving This type of defect is shown in Figure 30.
Figure 30 — Circumferential scoring/grooving
5.3.4.3 Longitudinal defects
Longitudinal defects are shown in Figure 31. They may look like cracks.
Figure 31 — Longitudinal defect
5.3.4.4 Transverse defects
Transverse defects are shown in Figure 32 and are generally located on the wheel seats or disc seats or transmission gear.
They may look like cracks.
a) Transverse defect, body side
b) Transverse defect, journal side Figure 32 — Transverse defect 5.3.5 Axle box defects The main axle box defects concern:
the axle box body (cracking or failure); ¾ damage at the weld seams of the manganese wear plates; ¾ out-of-roundness of the bore of the wheelset bearing housing; ¾ damage allowing water or dust to penetrate; ¾ missing or loose locking pieces; ¾ missing or loose locking and mounting bolts; ¾ excessive wear of the bearing housing. SIST EN 15313:2010

5.3.6.1 General
The main wheelset defects result from displacement of components relative to their bearing surface (e.g. wheel distortion/loosening, etc.). In addition, defects exist on axle boxes, transmission gear or braking equipment. 5.3.6.2 Wheel distortion
The defect results from a wheel rim axial movement relative to the wheel hub. The distortion can be on the external part of the wheelset as shown in Figure 33a) or its internal part shown in Figure 33b).
a) External distortion
b) Internal distortion Figure 33 — Wheel distortion 5.3.6.3 Loosened wheels, discs or other fitted components
5.3.6.3.1 Axial displacement
Axial displacement is the axial movement of a component relative to its bearing surface. This type of defect is shown in Figure 34 that illustrates the example of a wheel.
a)
b) Figure 34 — Axial displacement 5.3.6.3.2 Rotational displacement
Rotational displacement results from a rotation of a component relative to its bearing surface. This type of defect is shown in Figure 35 that illustrates the example of a wheel.
Figure 35 — Rotational displacement 5.3.6.4 Bent axle
The deformation of an axle is indicated by its non-linearity as shown in Figure 36, with the sag "f" relative to the position of the original symmetrical axle.
Key f
sag relative to the position of the original symmetrical axle.
Figure 36 — Bent axle 5.3.6.5 Brake disc defects
The defects are cracks shown in Figure 37 or fracture shown in Figure 38.
Figure 37 — Brake disc with cracks Figure 38 — Brake disc fracture 6 Mandatory requirements and operations
6.1 General
As indicated in the Introduction, this standard defines: ¾ mandatory requirements for all owner undertakings (e.g. maximum and minimum dimensions, rail interface dimensions, etc.); SIST EN 15313:2010

These requirements shall be met and the values given in 6.2.1 and 6.2.2 are the allowable limits for safe operation in service. The tread profile and wheel dimensions after reprofiling shall be defined on the basis of: ¾ the results of vehicle acceptance testing (e.g. stability verification, etc.); ¾ the service experience. The mandatory requirements listed above shall be carried out and defined in the maintenance plan on the basis of service experience. The detection method for all the defects shall be:
manual; ¾ visual; or ¾ automatic. 6.2 Mandatory requirements
6.2.1 In-service limit dimensions and positions
6.2.1.1 General The maximum and minimum values are given in Tables 1 to 7. The different dimensions are given in Figure 8.
In the case of wheels where the actual diameter passes from one category to another, it is permissible to use either of the values.
It shall be described in the maintenance plan. 6.2.1.2 Flange height "h"
The limit values as a function of the diameter are specified in Table 1.
Tableau 1 — Flange height "h"
d a d
630 630 < d
760 760 < d
h minimum 31,5 29,5 27,5
h maximum
36,0
a Wheel diameter (actual dimension)
6.2.1.3 Flange thickness "e"
The limit values as a function of the diameter are specified in Table 2.
d a d
760 760 < d
840 840 < d e minimum b c 27,5 25,0 22,0 e maximum b
33,0
a
Wheel diameter (actual dimension).
b This does not apply to wheelsets having reduced wheel flanges or wheelsets without wheel flanges that are not involved in track guidance. c In all cases, the value of "a2" shall be within the tolerances. NOTE The value of 25,0 mm may have to be approved by the infrastructure manager.
6.2.1.4 "qR" dimension The minimum value of qR is 6,5 mm.
6.2.1.5 Back-to-back dimension "a1"
The limit values as a function of the diameter are specified in Table 3.
Table 3 — Back-to-back dimension "a"
da d
760 760 < d
840 840 < d
a1 minimum 1 359 1 358 1 357
a1 maximum
1 363
a Wheel diameter (actual dimension) NOTE The value of 1 358 mm may have to be approved by the infrastructure manager.
This value shall be applied for any vehicle load at the point on the flange back equivalent to the point
10 mm below D0 (top of rail). The correction of dimension a1 is allowed if the rim width after reprofiling is within the range of tolerances set out in this standard. No correction is permitted after derailment or a loose wheel.
6.2.1.6 Front-to-front dimension "a2"
The limit values as a function of the diameter are specified in Table 4.
d a d
760 760 < d
840 840 < d
a2 minimum c 1 415 1 412 b 1 410 b
a2 maximum 1 426 a Wheel diameter (actual dimension). b Other values of "a2" may be used for vehicles for domestic use. c
This does not apply to wheelsets having reduced wheel flanges or wheelsets without wheel flanges
that are not involved in track guidance. NOTE The value of 1 412 mm may have to be approved by the infrastructure manager
This value shall be applied for any vehicle load at the point on the flange back equivalent to the point
10 mm below D0 (top of rail). Specific values can be defined after stability testing of the vehicles (Annex B gives the front-to-front dimension characteristics for the axles of wagons with two axles each loaded with 22,5 t axle loads). The following condition shall be met:
a2 min
£ a1 + e1 + e2 £ a2 max.
6.2.1.7 Wear groove
The main dimensional and installation characteristics of the groove are as follows: ¾ groove dimensions. The dimensional characteristics of the groove are shown in Figure 39.
Dimensions in millimetres
Figure 39 — Groove dimension An alternative type of groove may be used for domestic traffic, but shall not have any sharp edge. SIST EN 15313:2010

The application of the wear groove as a function of the vehicle is given in Table 5.
Table 5 — Application of the wear groove on the wheels
Vehicle type
Groove on external face of the rim
Coaches
Yes
Wagons
Yes
Locomotives, other vehicles
Depending on the monitoring systema used by the undertaking a
Specific measurements of the wheel diameter
¾ Use of the wear groove (e.g. visibility, etc.)
The wear groove, when mandatory, shall always b
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