Norma AAR Rodas Eixos

Association of American Railroads

MANUAL OF STANDARDSAND

RECOMMENDED PRACTICESSECTION G-II

SAFETY AND OPERATIONS

Published by

The Association of American Railroads50 F Street, N.W., Washington, D.C. 20001-1564

© Copyright Association of American Railroads

Printed in U.S.A.

ISSUE OF 2004Effective February 1, 2004

Compiled under the direction of the Committees responsible for the subjects shown herein.

(See copyright statement next page)

2/1/04

WHEEL AND AXLE MANUAL

Copyright © 2004 by the Association of American Railroads (AAR)Safety and Operations

50 F Street, N.W.Washington, D.C. 20001-1564

All rights reserved, including the right to reproduce this book in any form. It is the AAR’s intention that this publication be used to pro-mote the objectives of the AAR and its members for the safe, efficient, and uniform interchange of rail equipment in North America. To this end, only excerpts of a rule or specification may be reproduced by the purchaser for their own use in promoting this objective. No portion of this publication may be displayed or otherwise made available to multiple users through any electronic distribution media including but not limited to a local area network or the Internet. No portion may be sold or used for advertisement or gain by any entity other than the AAR and its authorized distributor(s) without written permission from the AAR.

2/1/04

AAR Manual of Standards and Recommended PracticesWheel and Axle Manual2/1/04

ORDERING INFORMATIONCopies of the various sections of this manual can be obtained as follows:

ORDERS FORPUBLICATIONS

Publications DepartmentTransportation Technology Center, Inc.P.O. Box 1113055500 DOT RoadPueblo, CO 81001Email: [email protected]: Toll-free 877-999-8824, Direct 719-584-0538Fax: 719-584-7157TTCI Web page: www.ttci.aar.com

CIRCULARLETTERSUBSCRIPTIONS

Subscriptions to Circular Letters of the AAR Safety and Operations’ Technical Services are available in hardcopy or electronic format (online access via AAR’s Web page at www.aar.org). Circulars are issued at least monthly and include industry letter ballots and results, arbitration decisions, notification of rules and standards revisions, industry early warning and maintenance advisories, and other information related to mechanical rules and standards. Annual subscriptions commence on July 1 and terminate on June 30 of each year.For ordering information, contact the following:Phone: Toll-free 877-999-8824, Direct 719-584-0538Fax: 719-584-7157Email: [email protected] Web page: www.aar.orgTTCI Web page: www.ttci.aar.com

TECHNICALQUESTIONS

For technical questions regarding this manual, contact the following:Wheels, Axles, Bearings, and Lubrication DepartmentTransportation Technology Center, Inc.P.O. Box 1113055500 DOT RoadPueblo, CO 81001Email: [email protected]: 719-584-0670Fax: 719-585-1895

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THIS PAGE LEFT BLANK INTENTIONALLY

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TO THE USERSection G, Part II—Wheel and Axle Manual, Manual of Standards and Recommended Practices,Association of American Railroads (AAR), contains standards and recommended practices for shopmaintenance of wheels and axles.

There are five segments:

1. Mandatory Rules Governing Wheel Shop Practices as Required by Interchange Rules

2. Recommended Wheel Shop Practices

3. General Requirements and Information

4. Figures for Segments 1., 2.0, and 3.0

5. Gauges—Wheel and Axle Shop

All segments contain editorial changes that increase clarity without changing context. In previousversions of this manual, revisions and additions were identified by a bold, black, vertical line on theunbound margin of the page adjacent to the affected change. The date of such revisions and addi-tions was indicated by the date at the bottom of the page. With this edition, however, change barshave been omitted. As a result, it is recommended that all segments be reviewed carefully to detectpossible changes.

USER’S GUIDE

Section G, Part II, contains three standards and four recommended practices. It consists of the fol-lowing:

• Preface: A listing of the subjects covered in the 25 individual sections, the volumes mak-ing up this manual. This preface is part of each section.

• Table of Contents: A generalized subject listing that indicates applicable standards and recommended practices.

• Table of Contents in Alphabetical Sequence: A listing of the standards (S prefix) and recommended practices (RP prefix).

• Introduction: Explanation of the function of this volume.• Standards and Recommended Practices: The body of this volume deals specifically

with shop maintenance of wheels and axles.• Appendix A: Approved Materials• Appendix B: Revised Page Dates: The status of the pages making up Section G, Part II

with latest revision dates indicated is shown.

RELATED SECTIONS

• Section D—Trucks and Truck Details• Section D, Part II—Code for Designating Design Features for Side Frames and Truck Bol-

sters• Section G—Wheels and Axles• Section H—Journal Bearing and Lubrication• Section H, Part II—Roller Bearing (Shop) Manual• Section J—Specifications for Quality Assurance, M-1003

RESPONSIBILITY

The coverage of Section G, Part II—Wheel and Axle Manual, is the responsibility of the AARWheels, Axles, Bearings, and Lubrication Working Committee.

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PREFACEThe Manual of Standards and Recommended Practices of the Technical Services Division, As-

sociation of American Railroads, is issued by authority of the Management Committee of the Divi-sion and includes all regularly adopted specifications, standards, and recommended practices of theAssociation of American Railroads.

The manual is composed of the following sections:• Section A, Part I—Table of Contents, Alphabetical and Numerical Index of Sections A

through N inclusive• Section A, Part II—Miscellaneous Specifications, Standards (010 Series), and Recom-

mended Practices (010 Series)• Section A, Part III—Vacant• Section B—Couplers and Freight Car Draft Components (100 Series)• Section C—Car Construction—Fundamentals and Details (200 and 2000 Series)• Section C, Part II, Volume 1—Specifications for Design, Fabrication, and Construction of

Freight Cars, M-1001• Section C, Part II, Volume 2—Appendices M-1001• Section C, Part III—Specifications for Tank Cars, M-1002• Section D—Trucks and Truck Details (300 and 3000 Series)• Section D, Part II—Code for Designating Design Features for Side Frames and Truck Bol-

sters (300 and 3000 Series)• Section E—Brakes and Brake Equipment (400 and 4000 Series)• Section E, Part II—Electronically Controlled Brake Systems• Section F—Vacant• Section G—Wheels and Axles (600 Series)• Section G, Part II—Wheel and Axle (Shop) Manual (600 Series)• Section H—Journal Bearings and Lubrication (700 Series)• Section H, Part II—Roller Bearing (Shop) Manual (700 Series)• Section H, Part III—Lubrication (Shop) Manual (700 Series)• Section I—Intermodal Equipment Manual• Section J—Specification for Quality Assurance, M-1003• Section K—Railway Electronics• Section K, Part II—Railway Communications• Section L—Lettering and Marking of Cars (900 Series)• Section M—Locomotives and Locomotive Equipment• Section N—Multi-Level ManualSpecifications are designated with an “M” prefix (e.g., M-900). Standards are prefixed “S” (e.g.,

S-900). Recommended Practices carry the prefix “RP”( e.g., RP-900). The prefix “S” or “RP” will befollowed by a three- or four-digit number. The first digit, 0 through 9, indicates the section in whichthe standard or recommended practice can be found, as shown in parentheses above.

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TABLE OF CONTENTS

Subject Standard PageRule 1. Mandatory Rules Governing Wheel Shop Practices as Required by

Interchange RulesS-659 G-II–1

Rule 1.1 Axles—General Practices S-659 G-II–1Rule 1.2 Axles—Roller Bearing Practices S-659 G-II–2Rule 1.3 Wheels—Boring Mill Practices S-659 G-II–5Rule 1.4 Wheels—Mounting Press Practices S-659 G-II–5Rule 1.5 Wheel Lathe Practices S-659 G-II–9Rule 1.7 General Practices S-659 G-II–10Rule 1.8 Roller Bearing Mounting and Removal S-723 G-II–12

2.0 Recommended Wheel Shop Practices RP-631 G-II–172.1 Axle Lathe Practices RP-631 G-II–172.2 Boring Mill Practices RP-631 G-II–172.3 Wheel Mounting Press Practices RP-631 G-II–182.4 Wheel Lathe Practices RP-631 G-II–202.5 Wheel Shop Inspection RP-631 G-II–212.6 Teardown RP-631 G-II–242.7 MD-11 Reporting RP-631 G-II–242.8 Steel Wheel Defects RP-631 G-II–33

3.0 General Requirements and Information RP-632 G-II–423.1 Wheel, Axle, and Bearing Failure Reports RP-632 G-II–423.2 Handling, Shipment, and Storage of Wheels and Axles RP-632 G-II–423.3 Wheel and Axle Specifications and Designs RP-632 G-II–43

4.0 Figures for Segments 1., 2.0, and 3.0 RP-633 G-II–465.0 Gauges—Wheel and Axle Shop RP-634 G-II–117Appendix A. Approved Materials S-727 G-II–148Appendix B. Revised Page Dates G-II–149

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TABLE OF CONTENTS INALPHABETICAL SEQUENCE

Subject Standard PageApproved Materials S-727 G-II–148Axle Lathe Practices RP-631 G-II–17Axles—General Practices S-659 G-II–1Axles—Roller Bearing Practices S-659 G-II–2Boring Mill Practices RP-631 G-II–17Figures for Segments 1., 2.0, and 3.0 RP-633 G-II–46Gauges—Wheel and Axle Shop RP-634 G-II–117General Practices S-659 G-II–10General Requirements and Information RP-632 G-II–42Handling, Shipment, and Storage of Wheels and Axles RP-632 G-II–42Mandatory Rules Governing Wheel Shop Practices as Required by

Interchange RulesS-659 G-II–1

MD-11 Reporting RP-631 G-II–24Recommended Wheel Shop Practices RP-631 G-II–17Roller Bearing Mounting and Removal S-723 G-II–12Steel Wheel Defects RP-631 G-II–33Teardown RP-631 G-II–24Wheel and Axle Specifications and Designs RP-632 G-II–43Wheel Lathe Practices S-659 G-II–9Wheel Lathe Practices RP-631 G-II–20Wheel Mounting Press Practices RP-631 G-II–18Wheel Shop Inspection RP-631 G-II–21Wheel, Axle, and Bearing Failure Reports RP-632 G-II–42Wheels—Boring Mill Practices S-659 G-II–5Wheels—Mounting Press Practices S-659 G-II–5

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TABLE OF CONTENTS INNUMERICAL SEQUENCE

Standard Subject PageRP-631 Recommended Wheel Shop Practices G-II–17RP-632 General Requirements and Information G-II–42RP-633 Figures for Segments 1., 2.0, and 3.0 G-II–46RP-634 Gauges—Wheel and Axle Shop G-II–117S-659 Mandatory Rules Governing Wheel Shop Practices as Required by

Interchange RulesG-II–1

S-723 Mandatory Rules Governing Wheel Shop Practices as Required by Interchange Rules (continued)

G-II–12

2/1/04 G-II–vii



G-II–viii 2/1/04

AAR Manual of Standards and Recommended PracticesWheels and Axles2/1/04

INTRODUCTIONWheel and axle work and roller bearing mounting are among the most important functions per-formed by the Mechanical Departments on North American railroads. The purchase of wheels andaxles and the labor to machine, assemble, and maintain them require very large annual expendi-tures. About one and one quarter million new wheels are purchased and mounted each year, and alarger number of roller bearings are mounted along with new and secondhand wheels. These expen-ditures justify special efforts to establish good workmanship and to maintain the best practices thatare currently available.

This manual has been prepared for employees who are responsible for in-shop wheel and axle workand its on-line inspection and for roller bearing mounting. It is essential that they have a thoroughunderstanding of their work, and detailed study of this manual will aid them very much. It is de-sirable for any employe having anything to do with wheel and axle work and roller bearing mount-ing to have a general knowledge of the subjects in this manual even though the employee’s dutiesmay not involve all phases of the subject.

It also is to be expected that each railroad wheel manufacturer delivering mounted wheelsets, loco-motive builder, or car manufacturing company will provide itself with the necessary gauges for itsown protection and will make spot checks, and any additional checks, that may be deemed neces-sary to ensure proper fit of all truck components.

The wheel manufacturer, the locomotive builder or car builder, and the railroad shops or subcon-tractors shall be responsible for the following:

• Mounting of wheels• Mounting of bearings• Quality control program as to workmanship entering into the above steps

The purpose of this manual is to cover the best available practices in the field. There are methodsof performing certain classes of work other than those described, but the experience of many hasbeen assembled and is here made available to all.

AAR requirements and recommended practices for roller bearing repair shops are covered in theAAR Manual of Standards and Recommended Practices, Section H-II, Roller Bearing Manual.

This Wheel and Axle Manual, the AAR Manual of Standards and Recommended Practices, and theField Manual of the AAR Interchange Rules are revised periodically. Frequent reference should be madeto each.

All approved freight and Amtrak passenger car wheel and axle shops, bearing mounting shops, andbearing reconditioning shops are listed in Circular Letters that include the identifying marks to beused in wheel mounting stamping and roller bearing marking. Each of these shops will be inspectedperiodically in accordance with the general procedures established by the Field Manual of the AARInterchange Rules, Rule 120, Section A. Work done by shops that are not “APPROVED” is not ac-ceptable in interchange service and is not considered as “correct repairs” for car repair billing. Lo-comotive shops and passenger car shops, other than Amtrak, are listed for information only and areneither inspected nor approved.

Requests for approval of wheel and axle shops and roller bearing mounting shops must be directedto the Technical Services Division, Association of American Railroads, 50 F Street, NW, Washing-ton, DC 20001, and must include the location of the facility and the name of the railroad or compa-ny. This request should include a statement that the shop facility has been made ready forinspection and is capable of meeting the minimum AAR requirements, in accordance with the“Wheel and Axle Manual.”

In addition to the foregoing, all wheel and axle shops and roller bearing mounting shops must meetthe requirements of the AAR Manual of Standards and Recommended Practices, Section J, QualityAssurance Specification (M-1003).

The shop also must be capable of demonstrating the ability to meet AAR requirements in a reason-

2/1/04 G-II–ix


able length of time, such as an 8-hour period for a complete wheel shop operation and a 4-hour pe-riod for a partial wheel shop operation or for roller bearing mounting.

All nonmembers must remit a check for the amount shown in the Office Manual of the AAR InterchangeRules, Rule 120, payable to the Association of American Railroads, prior to the inspection to defraythe expense for each inspection. Shops failing to qualify for certification will be assessed an addi-tional amount for each visit until certification is granted. Approved shops shall be inspected peri-odically by the AAR Field Operations Group, and failure to perform work in accordance with this“Wheel and Axle Manual” would be justification for removal from the approved list until specificconditions or violations are corrected.

Segment 1., “Mandatory Rules Governing Wheel Shop Practices as Required by InterchangeRules,” has been adopted as standard, is made mandatory by the Field Manual of the AAR Inter-change Rules 36, 41, and 43, and must be followed. Where reference is made in the mandatory seg-ment to paragraphs in the recommended practice segment, any dimensions or tolerances given asrecommended practice become mandatory, but the method of accomplishing this may vary providedthat the intended end result is achieved.

Segments 2.0 to 4.0, inclusive, of this manual are to be considered as recommended practices.

Segment 5.0 contains gauges, some of which are “Standard.”

Drawings of a wheel and an axle are shown in Fig. 1 with the various parts identified. Fig. 2 showsa drawing for Amtrak passenger car inboard bearing axles. This nomenclature should be used todescribe these various parts.

Most gauge figures in paragraph 4.0 are for purpose of illustration only and are not working draw-ings unless so indicated. Refer to working drawings in paragraph 5.0 for tolerances on dimensions.

G-II–x 2/1/04


Nomenclature for wheels and axlesFig. 1

��

��

��

��

��

��

� �

��

��

��

��

��

��

� � � �

Roller Bearing Raised Wheel Seat AxleA = Tapered endB = JournalC = Dust guard seatD = Wheel seatE = Body

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Inboard bearing axles—Amtrak passenger carsFig. 2

�

��

��

��

��

�

��

A = Wheel seat startedB = Wheel seatC = JournalD = Speed sensor gear seatE = Disc brake seatF = BodyG = Drive device seatH = Rolled relief grooves

G-II–xii 2/1/04

AAR Manual of Standards and Recommended PracticesWheel and Axle Manual

SEGMENT 1.S-6592/1/04

RULE 1. MANDATORY RULES GOVERNING WHEEL SHOP PRACTICES ASREQUIRED BY INTERCHANGE RULES

RULE 1.1 AXLES—GENERAL PRACTICES

Rule 1.1.1 Axles must meet the specified machine tolerances within this manual. When specifiedmachine tolerances cannot be maintained, lathes must be adjusted or repaired.

Rule 1.1.2 New and converted axles (as defined in paragraph 2.1.2.5) must conform to dimen-sions and specifications as shown in this manual (see Figs. 4.1, 4.2, 4.3, 4.8, 4.9, 4.12, and 4.13).Secondhand axles must conform to dimensions and specifications as shown in this manual (seeFigs. 4.4, 4.5, 4.7, 4.11, 4.12, and 4.13).

Rule 1.1.3 If an axle is stenciled “Overheated—Scrap” or if the journal surface or end of axle hasany discoloration due to overheating (light straw, dark straw, or any departure from the normalbright finish) or if circumferential checks or cracks are found in the journal, the axle must bescrapped. The journal must be mutilated or the axle suitably marked to prevent reuse.When roller bearings are removed from axles marked “RB Overheated,” the axle must beinspected, and if found to be overheated, the journal must be mutilated or the axle suitablymarked to prevent reuse.

Rule 1.1.4 Centering holes in the ends of axles must form an angle of 60° and be in accordancewith Fig. 4.8. Any burrs around centers must be removed. Centering holes must be wiped cleanbefore placing the axle in the lathe in order that journals and wheel seats will not be eccentric andgrit will not cut the lathe centers.

Rule 1.1.5 Files may be used only to break sharp edges of dust guard seats and ends of axles andto work down upset ends or surface defects of roller bearing axles, providing the bearing seatdiameters are not reduced below minimum and the surface roughness meets specifications. Filesmust not be used on fillets or wheel seats.

Rule 1.1.6 Wheel seats of secondhand axles need not be re-turned prior to mounting, providedthey meet specifications of Rules 1.1.2 and 1.1.7. Wheel seats requiring correcting may be machinecut, ground, rolled, or polished with abrasive cloth (80 grit or finer). Any depression, circumferen-tial scores or checks, damage, injury, longitudinal channel way, or crack in the wheel seats must beremoved. To ensure true entry of the axle into the wheel bore, a taper must be turned on the outerend of the wheel seat starting at least 1/32 in. less than the wheel seat diameter and extending amaximum of 1/2 in.

Rule 1.1.7 At the beginning of each shift, from each lathe in service, an axle wheel seat must bechecked at not less than three points in its length and on two different diameters at each of thesepoints to ensure rotundity. Measurements shall be taken a minimum of 1 in. from the wheel seatoutboard edge, at the center, and 1 in. from the wheel seat inboard edge. The variation for any twoof these measurements must not exceed 0.002 in. As the wheel seat is measured from the journalend to the axle center, at no point should the dimension decrease. Outside micrometer calipersmust be used for measuring axle wheel seats.

Rule 1.1.8 Machined and secondhand wheel seats and journal portions of unmounted second-hand axles in freight car service and the entire length of unmounted secondhand axles in otherservices must be magnetic particle tested by the wet method before remounting.A detectability test must be performed weekly and a record kept (see example in Fig. 4.71). Thetest consists of inspecting a test axle with a known circumferential crack of at least 1 in. long or anequipment manufacturer’s approved test piece that will indicate and verify the following:

• Proper brilliance of ultraviolet light• Proper concentration of bath solutions (see Fig. 4.14)• Proper magnetic power source and operation of equipment

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SEGMENT 1. S-6592/1/04

See paragraph 2.5.3 for recommended wet method inspection procedures. Alternate procedures areacceptable providing they receive AAR approval.Note: The test axle or test piece must be thoroughly cleaned of the last test indicators before test-ing. This must be verified by light before the test is started.

Rule 1.1.9 Axles having drive devices or brake discs mounted on the body of the axle betweenwheel seats must have the body of the axle magnetic particle tested by the wet method when suchwheel assemblies are processed through the wheel shop for driving device attention (seeparagraph 2.5.3). It is not necessary to remove the brake discs or drive devices before testing.

Rule 1.1.10 Welding on axles is not permitted, and any axle showing welding or cutting torchdamage is scrap. Only electrochemical metal deposition processes, covered in Rule 1.2.7, areapproved repair techniques.

Rule 1.1.11 Any nicks, gouges, or deep scratches less than 1/8 in. deep, as measured from theoriginal body contour, must be ground out to a smooth contour blended into the contour of the axlebody. Axle bodies may be machined providing surface defects can be removed without going belowspecifications. Any axle body that has been machined must be magnetic particle tested by the wetmethod after machined and be completely free of defects before application. Avoid placing nicks,punch marks, chisel marks, or stamping, etc., in the bodies of axles, including axles havingas-forged bodies.

Rule 1.1.12 When axle markings consisting of the manufacturer’s brand, date, serial number,heat number, and grade of axle (U, D, F, etc.) will be obliterated due to refinishing, a record of thisinformation shall be made and the marking restored after refinishing by cold stamping1/4-in.-high figures as shown in Fig. 4.9.

Rule 1.1.13 Shops that finish machine new axles must mark these axles in accordance withFig. 4.9, Note 13.

RULE 1.2 AXLES—ROLLER BEARING PRACTICES(Reference Figs. 4.4, 4.5, 4.7, 4.11, 5.12, 5.18, 5.19, and 5.24)

Rule 1.2.1 Maximum allowable run-out between the axle wheel seat and journal is 0.015 in. totaldial indicator reading (see Fig. 4.4). When run-out exceeds this, axle wheel seats must be turned orcenters corrected to bring the axle wheel seat and journal run-out within this tolerance.

Rule 1.2.2 Unmounted secondhand axles and any mounted axles involved in a major derailmentmust be checked on centers or by the alternate method, as shown in Fig. 4.11, for bent conditionusing a dial indicator on each journal and obtaining a reading near the end of the journal and nearthe journal fillet. If the total dial indicator reading between the end and fillet on either journal dif-fers more than 0.010 in. in one complete revolution, the axle must be scrapped. The journal mustbe mutilated or the axle suitably marked to prevent reuse.

Rule 1.2.3 Roller bearing axles with mounted wheels that have been in derailment must bechecked for bent condition with roller bearings removed. This check, including tolerances, must bethe same as specified in Rule 1.2.2.

RULE 1.2.4 CleaningBefore attempting to qualify axles, the axle ends, journals, journal fillets, dust guard seats, andwear ring grooves must be thoroughly cleaned.

• Abrasive method may be used provided it is 80 grit or finer.• Fillets with fretting that cannot be removed with abrasive cloth may be refinished by

grinding or machine cutting, providing the “U” dimension is not reduced below minimum length as checked with the gauge shown in Fig. 5.24.

• Indications of fretting checks on the periphery of the journal fillet within 3/8 in. of the dust guard seat need not be removed as long as the filet is in compliance with Fig. 4.7.

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SEGMENT 1.S-6592/1/04

RULE 1.2.5 Inspection and RepairJournals must be carefully inspected in accordance with Fig. 4.5 each time a roller bearing isremoved to determine whether the journal is within prescribed tolerances.

• There shall be no abrupt changes or steps over the length of the journal. Defects shall be smoothly blended (1/8-in. radius or more) into the contour of the journal surface by filing, sanding, or roll burnishing such that there are no high spots and depressions are no more than 1/16 in. deep. Journal finish measured at the interference fit surface must not exceed 63 microinch.

• Depressions are allowed in cone seating areas only if the following additional requirements are met:• The average cone seat diameter is at least .0001 in. above the minimum.• Depressions spanning an entire cone seat must not exceed 1/8 in. wide at the points of

intersection with the cone seating boundaries.

• The combined area of all depressions in each cone seat must not exceed 1 in.2 (see Fig. 4.6).

• Rule 1.2.8 gives the accept/reject criteria and process for repairing grooves in journals caused by inboard seal wear rings.

Note: Depressions blended in this manner need not be considered when determining average jour-nal diameter or journal variance.Cone seats, wear ring grooves, areas where upsets occur, and tapered ends must comply with therequirements in Fig. 4.5; all other areas shall average no more than .005 in. smaller than the min-imum cone seat diameter.Gauges used to measure journal diameter must be the digital or dial indicator type with 0.0001-in.graduations. Journal diameter gauges must be referenced to a Class X or better standard. Temper-ature differences, if any, between the reference standard and the journal being measured must becompensated for.Cone seat diameter as shown in Fig. 4.5 and located with the roller bearing seat location gaugeshown in Fig. 5.18 shall not vary more than .0015 in.Rule 1.2.6 gives the criteria for using the electrochemical metal deposition process to repair axlesthat are not in compliance with Fig. 4.5.

Rule 1.2.6 For new axles being machined, for axles being converted to a smaller size, or forreclaiming axles with defective cap screw holes, see paragraph 2.1.2.5. Suitable jigs, fixtures, ormachines must be used to correctly locate and guide the drill or drills when drilling cap screwholes in the ends of an axle. Taps should be sharp to ensure good threads. Clean holes after tap-ping. Check hole location using the gauge shown in Fig. 5.12 and check threads with a standardthread gauge.

Rule 1.2.7 All roller bearing axle journals and dust guards that are undersize or secondhandaxle journals that are long or have a groove caused by the inboard seal wear ring may be repairedby an electrochemical metal deposition process providing they meet the following requirements:

1.2.7.1 Journals must be no smaller than 0.004-in. diameter under minimum.

1.2.7.2 The seal wear ring groove on a journal must not be more than 0.010 in. deep. Groovesgreater than 0.002 in., but not to exceed 0.010 in., must be restored to their existing diameter.(Reference Fig. 4.5 for allowable secondhand axle diameter specifications.)

1.2.7.3 Repaired journals must meet the requirements in Rule 1.2.4 and in the AAR Manual ofStandards and Recommended Practices, Section G, Specification M-967. Surface roughness mustnot exceed 63 microinch.

1.2.7.4 For plating area limits, see Fig. 5.18.

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SEGMENT 1. S-6592/1/04

1.2.7.5 Repaired axles must be stamped at one end of the axle with a letter “V” followed by one ortwo sequential numbers, identifying symbol, and repair date month and year (See Fig. 4.9, Note 11and Note 12.) A record of the axle stamping, in sequence of manufacturer, month and year, grade,heat number, serial number, and electrochemical deposition solution batch number, must be main-tained by the facility.

1.2.7.6 Buildup of the roller bearing axle journal or dust guard by electrochemical metal depositshall be performed only in facilities that have been certified according to the controlling MSRPSection G, Specification M-967, and only by operators certified according to Specification M-967.

1.2.7.7 Under no circumstances shall an axle that shows signs of overheating or discoloration dueto an overheated bearing be repaired by the electrochemical metal deposition process. Any circum-ferential steps or grooves encompassing the entire circumference of the axle journal in the bearingseat area greater than 0.001 in. deep are a sign of a loose cone and their presence is considered anoverheated axle. Axles that have severe water etch more than 50% of the area of a bearing seatmay not be restored. Water etch less than 50% of the circumference may be restored.

1.2.7.8 The full length of the journal must be restored to the base of the journal radius. Restora-tion of the entire journal is required on all repairs except those requiring only a seal wear ringgroove repair.

1.2.7.9 Dust guards must be no smaller than 0.004 in. under minimum. When, and only when,fitted backing rings are applied to axles with toleranced “H” dimensions with the intent of produc-ing a fitted application, the dust guards must be measured in a similar manner to axle journals asdescribed in Rule 1.2.4. Surface roughness shall not exceed 125 microinch. For plating area limits,see Fig. 5.19.

Rule 1.2.8 Axles with grooved journals caused by inboard seal wear rings may be returned toservice provided there are no abrupt changes or sharp edges after repair. The following provisionsmust also be met:

• Groove averages no more than 0.002 in. deep and does not exceed 0.004 in. deep at any point; or

• Groove does not exceed 0.010 in. at any point and axle is used in conjunction with the AAR Conditionally Approved or Approved parts listed in Table 1.1; or

• Groove is repaired in accordance with Rule 1.2.7.Notes:

1.2.8.1 Groove depth must be measured using a gauge with minimum resolution of 0.0001 in. anda probe small enough to fit completely into the groove without interfering with the groove walls.

1.2.8.2 Average groove depth shall be determined by averaging no fewer than three equidistantpoints.

Table 1.1 Components approved for use with inboard seal wear ring groove

SizeManufacturer 5 1/2 in. × 10 in. 6 in. × 11 in. 6 1/2 in. × 12 in. 7 in. × 12 in.

Timken sealTimken sleeve

K151172K152373

K150471K150491

K147750K149549

K150189K150483

Brenco seal wear ring with polymer insert 1106D 1206D 1306DTimken Axle Saver seal wear ring K153392 K151590 K153391

G-II–4 2/1/04


SEGMENT 1.S-6592/1/04

RULE 1.3 WHEELS—BORING MILL PRACTICES(Reference Figs. 4.15, 4.16, 4.17, and 4.19)

Rule 1.3.1 Wheel bores must meet specified tolerances within this manual. When specified toler-ances cannot be maintained, the boring mill must be corrected.

Rule 1.3.2 Chuck jaws must be properly aligned radially and vertically. The bearing points of thechuck jaws must be maintained within a tolerance of 0.015-in. total dial indicator reading to aplane at right angles to the axis of the boring bar; and within a tolerance of 0.008-in. total dialindicator reading of being concentric with the boring bar (see Fig. 4.15). Test wheels or other suit-able means must be available to test boring mills for radial and plane error. See paragraph 2.2.2for an alternate method for checking wheel bores. Shops using boring mills with independentchuck jaws must use the alternate method.

Rule 1.3.3 A sufficient number of wheel bores must be checked at not less than three points inthe wheel’s length and on two different diameters at each of these points to ensure rotundity andconsistent accuracy in bore diameter. The variation of any two of these measurements must notexceed 0.002 in. If any taper does exist, the smaller diameter must be at the outside end of the hubbore.

Rule 1.3.4 The wheel bore must be sufficiently smaller than the wheel seat diameter to enablethe required mounting pressure to be obtained as set forth in Fig. 4.19. Generally, a fit allowanceof 0.001 in. per inch of wheel seat diameter will result in the required pressure.

Rule 1.3.5 The wheel must be properly aligned in position on the mill with regard to concentric-ity and to plane. Two or more separate cuts, one or more roughing and one finishing, must be madein boring new steel wheels. If more than 1/4-in. thickness is to be removed, two roughing cuts mustbe taken. The finishing cut should be approximately 1/64 in. thick. If separate roughing and finish-ing cutters are carried simultaneously on the boring bar, they must be separated by a distancegreater than the length of the wheel hub being bored. A 1/8-in. radius or a 1/8-in. to 3/8-in. chamfermust be provided at the entry or back of the hub of all wheels after the finishing cut (see Fig. 4.17).

Rule 1.3.6 Secondhand wheels or dismounted misfit wheels may be remounted without reboringproviding wheel bores meet all of the specified tolerances within this manual.

RULE 1.4 WHEELS—MOUNTING PRESS PRACTICES(Reference Figs. 4.18, 4.19, 4.20, and 4.22 through 4.35)

Rule 1.4.1 Wheel mounting presses must be equipped with a dial pressure gauge and a pressurerecording gauge. These gauges must be used for every mounting operation and must agree within±2%. The dial gauge must be checked by means of a dead weight tester or accurate master gaugeat least once in each 6 months of service. Records must be attached to or kept in close proximity tothe gauge, showing the date last tested and the date actually put into service. The recording gaugemust have a minimum resolution of 100 tons per inch with graduations superimposed on the chartin no larger than 5-ton increments. It must make a complete wheel fit pressure diagram of eachwheel mounted as shown in Figs. 4.22 through 4.29.

1.4.1.1 The diagram of each wheel shall be marked to show the identifying wheel number. Thenominal wheel seat diameter shall also be marked as shown in Fig. 4.20.

1.4.1.2 Mounting pressure must be applied at the wheel hub. If the final wheel mounting pres-sure is not within the limits shown in Fig. 4.19 or the diagram is not acceptable as described belowand in Figs. 4.22 through 4.29, the mounting chart and corresponding wheel must be plainlymarked “MISFIT.”

1.4.1.3 The intent of the wheel mounting diagram is to provide a record indicating whether or notthe wheel bores and seats meet all AAR requirements when mounted. The area under the mount-ing curve represents the amount of energy required to press the wheel onto the axle. The shape ofthe curve indicates whether that energy is the result of interference fit or some other source of fric-

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tion (false tonnage). If the interference fit is adequate, taper is correct, lubrication is proper, align-ment is true, and wheel and axle finishes are compatible, tonnage will increase smoothly andalmost linearly from the beginning to the end of the mount at a slightly decreasing rate. This willyield maximum area under the curve. The following accept/reject criteria apply:

1.4.1.3.1 Mounting diagrams that are within 2 ton of the limits shown in Fig. 4.19 must be idealmounts as shown in Fig. 4.22.

1.4.1.3.2 Mounting diagrams must continue to build tonnage at least until the wheel is 75% on.Minor anomalies prior to this that may be caused by system fluctuations are acceptable providedthey do not exceed 2 ton.

1.4.1.3.3 A drop-off at the end of the mount (after 75% of the mount is complete) is acceptableprovided the tonnage after the drop-off exceeds the minimum tonnage shown in Fig. 4.19.

1.4.1.3.4 The “entry spike” at the beginning of the mount must not exceed 30 ton or three timesthe tonnage after the drop-off, whichever is less. For example, if the spike is no greater than 30 tonand the tonnage after the drop-off is no less than 10 ton, the mount is acceptable.

1.4.1.3.5 Pounding (also known as hammering, hunching, or slip stick) is allowed at the end ofthe mount provided that the tonnage at the low end of the pound exceeds minimum tonnage shownin Fig. 4.19 and the wheels are centered and still in gauge. This condition is a product of incompat-ible surface finish between the wheel bore and axle seat and must not be allowed to persist. Once itis identified, it must be located and resolved.

1.4.1.3.6 Mounting diagrams that reach required tonnage only as the result of a quick tonnagebuildup (usually during the last half of the mount) as shown in Fig. 4.28 are unacceptable. Theynormally indicate a mechanical obstruction or an excessive positive taper of the wheel seat and/orwheel bore. Note that the tonnage would have only reached 56 ton except for the undesirable con-dition.

1.4.1.4 Misfits must be demounted and recorded in a log showing the misfit date, demountingdate, serial number of both wheels, and their disposition. Wheel mounting diagrams and misfitlogs must be kept on record for 5 years. Misfit wheels shall be demounted immediately or placed ina designated holding area for demounting at a later time.

Rule 1.4.2 In mounting and demounting wheels, where damage could occur to the journals, bothjournals of the axle must be protected during the entire operation to prevent nicking and scratch-ing the journal surfaces and a suitable method must be used to prevent upset ends and high spotson roller bearing journals.

Rule 1.4.3 The wheel seats and bores must be cleaned carefully to remove rust, grit, chips, andgrease. Both wheel seat and bore must be coated as necessary with an AAR-approved mountinglubricant (see Appendix A on page G-II–148) or with a mixture of basic carbonate white lead andboiled (not raw) linseed oil, with boiled linseed oil only, or with caster oil. The entire bore and onehalf of the wheel seat should be coated, including entry radius or taper. Once the mounting proce-dure has begun, lubricant may not be removed or further applied. To avoid scoring of the mountingsurfaces, it is particularly important that the starting edges of the wheel seat and wheel bore bethoroughly coated with the material used. If a mixture of white lead and boiled linseed oil is used,the proportion should be 12 lb of white lead paste to 1 gal of boiled linseed oil, thoroughly mixed,which will give a gravity of 58° to 62° Baume at 60 °F to 80 °F. Only a sufficient quantity for a fewdays’ operation should be prepared due to the drying quality of the boiled linseed oil. A thickerlubricant tends to reduce the pressure and cause misfits that would otherwise be correctlymounted. Lubricant should be mixed at least 12 hours before using to give it the proper blend.Ready-mixed white lead compound, as specified above, may be purchased. It should be stirredbefore applying. If boiled linseed oil is used alone, the oil must meet the requirements ofANSI/ASTM D-260, Type I, “Standard Specification for Boiled Linseed Oil. Dirt,” and grit shouldbe kept out of the lubricant and the brush with which it is applied. If castor oil is used, the oil must

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meet the requirements of ASTM D-960, “Standard Specification for Raw Castor Oil.” Do not useraw linseed oil or lubricating oils either alone or for thinning.

Rule 1.4.4 Wheels must be mounted centrally with respect to the center of the axle withinmounting tolerances of 3/32 in. using wheel centering and mounting gauges in accordance withspecifications in this manual. With automated equipment, accuracy of centering of wheels on axlesshall be checked every tenth pair.

Rule 1.4.5 After wheels are mounted, they must be checked with a suitable mounting checkgauge at three equidistant points on the circumference, at a distance of 1 1/4 in. down from theapex of the flange, to determine whether or not they are mounted within limits. With automatedequipment, every tenth pair must be checked. If measurement at any check point indicates thatwheels are not within limits, the wheel spacing must be adjusted to bring wheels within such lim-its (see Figs. 4.29 through 4.33). Alternatively, if the gauge is correct at one place on the wheel setand the radial and plane error is within specification, the wheel set is suitable for service. If radialand plane error is not within specification, then wheels must be dismounted and the wheel borecorrected. If the spacing cannot be adjusted within limits, the wheels must be dismounted and theaxle should be checked for bent condition and the wheel bores for out-of-plane.

Rule 1.4.6 New wheels mounted on the same axle must be the same tape size and bear the sametape size marking. Secondhand wheels should be within one tape number in circumference asmeasured with a standard wheel tape. Care must be taken to secure the greatest service life fromthe metal in both wheel seat and hub bore.

Rule 1.4.7 In the selection of wheels for mating and in the machining and mounting of wheelsand axles for interchange service, the following must be observed. (See the Field Manual of the AARInterchange Rules, Rule 41, for additional restrictions).

1.4.7.1 New wheels must not be mated with secondhand wheels.

1.4.7.2 Wheels that are mounted on the same axle must meet the same AAR design criteria (i.e.,the following attributes must match):

1.4.7.2.1 Manufacturer: See paragraph 3.3.7 (Note: Amtrak wheels may be of different manufac-turers.)

1.4.7.2.2 Design designation: (e.g., CH-36, CJ-33, etc.) See Fig. 4.18.

1.4.7.2.3 Class of heat treatment: (e.g., U,A, B, C, L, etc.) See paragraph 3.3.6.

1.4.7.2.4 Plate shape: (Note: Mounting of straight plate wheels is prohibited.)

1.4.7.2.5 Tread profile: (Note: AAR-1B profile is mandatory on new or reprofiled wheels.)

1.4.7.2.6 Tape size: (Must be the same tape for new wheels and within one tape for reprofiledwheels.)

1.4.7.3 If, for any reason, it is necessary to dismount from an axle one wheel of a pair of mountedwheels, the mate must also be dismounted regardless of condition, and the axle must be handledas a secondhand unmounted axle. This does not apply to wheels that are misfitted in mountingoperations, since only the misfit wheel needs to be removed in such cases.

1.4.7.4 The following wheels must not be returned to service:

1.4.7.4.1 Cast iron wheels

1.4.7.4.2 Davis cast steel wheels

1.4.7.4.3 Wrought steel wheels dated prior to January 1, 1927

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SEGMENT 1. S-6592/1/04

1.4.7.4.4 Wrought steel wheels having rims measuring 1 in. or less along with any of the follow-ing:

• Dated prior to January 1, 1939• No manufactured date markings• Illegible manufactured date markings

1.4.7.4.5 Wrought steel wheels that can be identified as being manufactured by ARMCO

1.4.7.4.6 Wrought steel, one-wear, 28-in. wheels with any of the following:• Of B-28, D-28, or Y-14 design as indicated by markings on wheels• No design markings• Illegible design markings

1.4.7.4.7 Cast steel wheels marked “AAR X-2” or “AAR X-4”

1.4.7.4.8 Abex cast wheels marked “SOUTHERN” in raised letters on the back of the wheel platealong with any of the following:

• Dated prior to May 7, 1958• One-wear, 50-ton, with less than 1/4-in. flat back face of rim and dated May 7, 1958 to Sep-

tember 8, 1960• One-wear, 70-ton, marked “70T” and dated May 7, 1958 to January 1, 1964• One-wear, 70-ton, marked “CJ-33” and “U1” or “70T” and “U1” and dated January 1, 1964

through December 31, 1969

1.4.7.4.9 Griffin cast-steel, 33-in., three-riser wheels with either of the following:• One-wear, 70-ton, ball rim design, marked “AAR X-3” or “AAR CS”• Two-wear, marked “AAR X-5” or “AAR CS-2” and dated 1960 to 1963

1.4.7.4.10 Straight plate wheels, except A-28 and A-30

1.4.7.4.11 Straight-plate wheels with missing or illegible manufacturer identification

1.4.7.4.12 Valdunes, Creusot-Lorrie non-heat-treated, 36-in., straight-plate wheels marked “F” or“FW” manufactured in 1980 and 1981

1.4.7.5 Do not mount 28-in. wheels on axles that have been converted from 6 1/2 in. × 12 in. to6 in. × 11 in. journals unless the axle has been fully machined along its entire length to nominal6 in. × 11 in. axle dimensions.

1.4.7.6 The mounting or remounting of straight plate wheels to freight equipment used in inter-change service is prohibited.

Rule 1.4.8 Wheels and axles should be at approximately the same temperature when mounted.Any wheel that has been heated to aid in demounting must not be remounted.

Rule 1.4.9 A wheel must not be remounted if evidence of overheating from being in a fire ispresent. A wheel having any evidence of welding or a wheel having holes in the plate must not beremounted.

Rule 1.4.10 In handling pairs of mounted wheels, wheel sticks, chains, or hoods that catch theaxles on the journal surfaces or on roller bearings must not be used.

Rule 1.4.11 The wheel shop mark and mounting date (month and two-digit year) shall be coldstamped on the outside hub face of one wheel of each wheel set. The latest stamping will indicatethe last shop where the wheel was mounted. Heights of characters shall be not less than 5/32 in.and not more than 5/16 in. Stamping shall be arranged on a circular arc or straight line, and theouter edge of the hub must not be intersected by any of the stamped characters. The wheel shop

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symbol shall consist of not more than four characters to identify the railroad, car owner, contractshop, or car builder and not more than two additional characters to identify the particular shopdoing the work (see Fig. 4.34 for method of stamping).

Rule 1.4.12 Treads of each wheel of mounted wheel sets must be concentric with journal surfaceswithin 0.030 in. total dial indicator reading, and flange throats of each wheel must be in planewithin 0.060 in. total dial indicator reading. Both readings must be measured as shown inFig. 4.35.

Rule 1.4.13 Alternate methods for measuring, collecting, displaying, and saving data, other thanthose specifically outlined in this manual, must be approved by the AAR and a copy of theapproval must be maintained at the facility using the equipment. The measuring devices must becalibrated against a known standard such as an electrical shunt calibration. This should be per-formed at the beginning of each shift. If other calibration methods are provided by the manufac-turer of the measuring devices, they should be performed as specified.

RULE 1.5 WHEEL LATHE PRACTICES(Reference Figs. 4.35 through 4.52)

Rule 1.5.1 To qualify for reapplication to service without recontouring, all secondhand freight carwheels must meet specifications of the Field Manual of the AAR Interchange Rules, Rule 41. Wheelsnot meeting specifications that have sufficient service metal may be recontoured providing theymeet all specifications of this manual and the Field Manual of the AAR Interchange Rules, Rule 41,after recontouring. When wheel lathes are not capable of producing wheels to these specifications,lathes must be corrected.

Rule 1.5.2 Wheel tread and flange contours must be in accordance with Figs. 4.36 or 4.37, asapplicable, and measured with gauges shown in paragraph 5.0 (See also Figs. 4.43 through 4.52)or other AAR-approved alternate standard.)

Rule 1.5.3 Freight car wheels must be checked for back-to-back measurement before contouring,at a distance 1 1/4 in. down from the apex of the flange, to determine correct flange thickness.After recontouring, wheels with over 53 3/32-in. back-to-back measurement should have flangethickness of 1 5/32 in. (“0” on AAR steel gauge NF finger). Wheels with 52 15/16 in. to 53 3/32 in.must have flange thicknesses of 1 5/32 in. to 1 3/8 in., but both flanges of a pair must not varymore than 2/16 in. Wheels with less than 52 15/16 in. or more than 53 3/16 in. back-to-back mea-surement are out of gauge and should not be contoured. (Note: Passenger car wheels must be53 3/32 in. to 53 3/8 in. and must always be machined to 1 5/32 in. +1/16 in. and –0 in. flange thick-ness.) See Figs. 4.36, 4.37, and the Field Manual of the AAR Interchange Rules, Rule 41.E.9, for flangethickness tolerances. See Fig. 5.27, “Wheel back-to-back service limit gauge (typical).”

Rule 1.5.4 To qualify for reapplication, recontoured wheels must have a flange thickness of1 5/32 in. minimum to 1 3/8 in. maximum, and flange thicknesses on a wheel set must not varymore than 2/16 in. Both wheels of a pair should be within one tape number in circumference.Treads must be concentric with journal surfaces within 0.030 in. total dial indicator reading; andflange throats in plane, at right angle to axis of axle, within 0.045 in. total dial indicator readingwhen measured as shown in Fig. 4.35. Wheel tread and flange contours must be in accordancewith this manual (with exception, that the radius on the outside edge of the rim may be 3/8 in.)unless wheel rims are reduced in thickness to such an extent that lathe drive dogs interfere withthe machining of the radius, in which case the radius may be reduced as necessary or a chamferused. Wheel surfaces must be machined using a cutting tool with no less than 5/32 in. nose radius.Feed marks must not exceed 1/8 in. wide at any place on the wheel tread or flange contour.

Rule 1.5.5 New or reconditioned bearings must be applied any time a wheel set is processedthrough a wheel shop, including shops with wheel-truing machine operations. (Exception: passen-ger car wheel sets with inboard bearings and not removed from car.)

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SEGMENT 1. S-6592/1/04

Rule 1.5.6 In addition, an H shall also be paint stencilled on the front plate at least 1 in. high onthose wheels of curved-plate, heat-treated configuration that have yet to be stencilled or when thestencilling has become illegible.

Rule 1.5.7 Recontoured wheels must be ultrasonically tested after turning in accordance withparagraph 2.9, “Ultrasonic Inspection of Reprofiled Wheels,” to qualify for reapplication to inter-change service.

RULE 1.6 STANDARD GAUGES

Rule 1.6.1 Wheel and axle shops must have gauges as shown in paragraph 5.0 or a suitablemethod to verify specified tolerances as shown in this manual.

Rule 1.6.2 Gauges must be maintained within specified wear tolerances. When gauges are foundto be defective, they must be removed from service.

RULE 1.7 GENERAL PRACTICES

Rule 1.7.1 Machinery in continuous operation must be checked at least once each week andmachinery not in continuous operation must be checked at least once each month in accordancewith this manual to ensure that specified tolerances of this manual are met. A record must be keptof inspections showing the date, condition of the machine, nature of the correction, if any isrequired, and signature of inspector. When machinery is removed from service for any reason, themachinery inspection report must show “Out of Service” and the reason for removal. Machineryreentering service must be inspected at time of reentry. A copy of inspections must be on record atwheel shops for at least 2 years. See the example in Fig. 4.71.

Rule 1.7.2 Wet method magnetic particle testing equipment must be checked in accordance withthis manual and a record kept in the wheel shop for 2 years. See Fig. 4.71 for the recommendedform to be used; Fig. 4.14 for the recommended method of checking bath solutions; andparagraph 2.5.3 for recommended machinery specifications. The original certification of the centri-fuge tube must be maintained for the life of the tube.

Rule 1.7.3 New or secondhand axles must not be coated between the wheel seats with heavyasphaltic, tar, or cement-base coatings that prevent detection of flaws by ordinary inspection. Ifaxles are coated, only light-bodied materials may be used.

Rule 1.7.4 Journals and dust guards of all axles with wheels mounted must be completely coatedwith a rust preventive that will provide proper protection and that can be readily removed. Thisapplies to wheels just mounted and to mounted wheels in storage and in transit for application.

Rule 1.7.5 Wheel sets must be arranged when stored so the wheel flanges cannot strike eitherthe roller bearing housing, the axle journal, or the body of the adjacent axle. Fig. 4.74 illustrates atrack arrangement for wheel and axle assemblies having roller bearings. When this arrangementis not available, assemblies should be stored one behind the other on single tracks.

Rule 1.7.6 The same precautions must be used in placing mounted wheels on a car for shipment.In addition, they shall be securely blocked to prevent rolling and end-sliding. Details of approvedmethods are given in the current issue of the AAR Open Top Loading Rules Manual.

Rule 1.7.7 Mounted wheel and axle assemblies removed from cars for reasons other than con-demnable defects, such as those removed from dismantled cars, must be carefully inspected beforethey are placed in stock to determine if they are suitable for reuse. Any wheel and axle assemblythat does not meet the acceptable requirements of the Field Manual of the AAR Interchange Rulesmust be handled in accordance with the requirements of this manual.

Rule 1.7.8 Building up slid-flat spots of worn flanges of wheels by welding, welding fractures, orburning or drilling holes in the plate is prohibited.

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Rule 1.7.9 Wheels with less than 52 15/16-in. or more than 53 3/16-in. back-to-back measure-ment are out of gauge and must not be returned to service (see Figs. 4.29 through 4.33). SeeFig. 5.27, “Wheel back-to-back service limit gauge (typical).”

Rule 1.7.10 The wheel shop mark and mounting date (month and two-digit year) shall be cold-stamped on the outside hub face of one wheel set. The latest stamping will indicate the shop wherewheel was last mounted. Heights of characters shall be not less than 5/32 in. and not more than5/16 in. Stamping shall be arranged on a circular arc or straight line, and the outer edge of the hubmust not be intersected by any of the stamped characters. The wheel shop symbol shall consist ofnot more than four characters to identify the railroad, car owner, contract shop, or car builder andnot more than two additional characters to identify the particular shop doing the work (seeFig. 4.34 for method of stamping). See the latest AAR Circular Letter for a listing of wheel shopreporting works and shop locations.

Rule 1.7.11 The removing railroad is responsible for ensuring that each wheel set removed forWhy Made Codes 50, 51, 95, or 96 is inspected to determine the cause of overheating. Each activebearing manufacturer and the last bearing reconditioner must be invited to participate in theinspection. A form MD-11 must be completed and forwarded to the AAR Technical Services Divi-sion for all confirmed inspection, teardown, and report. This procedure is designed to ensure con-sistent, accurate, and orderly MD-11 reporting.

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SEGMENT 1. S-7232/1/04

RULE 1.

RULE 1.8 ROLLER BEARING MOUNTING AND REMOVAL

RULE 1.8.1 Bearing Removal

1.8.1.1 Bearing assemblies with journal housings should be removed according to the manufac-turer’s specifications. No general instructions can adequately cover the various types.

1.8.1.2 Bearing assemblies with rotating end caps must be removed as follows:

1.8.1.2.1 Remove cap screws and the scrap locking plate.

1.8.1.2.2 Remove the end cap.

1.8.1.2.3 Remove the entire bearing assembly from the axle (see Fig. 4.61).

RULE 1.8.2 Bearing Mounting

1.8.2.1 Before proceeding with bearing application, the wheels, axle, and roller bearing assem-blies must be approximately the same temperature. Bearings with the same certificate number,disregarding suffix letter, must be mounted on the same axle. For example, AAR No. 6 and 6Abearing may be mounted on the same axle. Exception: AAR No. 10 and 10A must not be mountedon the same axle. Housing-type bearing pairs must be of the same type and manufacturer. Rollerbearings must be protected during mounting against contamination from dirt, sand, water, etc.Caution: There are two designs of 7-in. freight car roller bearings and two designs of 7-in. freightcar roller bearing axles in service. The journal length dimension on a 7-in. freight car axle governswhich one of the two 7-in. freight car roller bearing designs must be mounted on that axle. Themounting of 7-in. freight car roller bearings is governed by Fig. 4.75.

1.8.2.2 The axle journal, journal fillet, and dust guard seat must be cleaned with a wire brush orother suitable means. Journal diameters on new, secondhand, or reclaimed axles must be checkedfor proper size, and journal ends must be checked for upset condition (Fig. 4.5). A dial or digitalsnap gauge (with 0.0001 scale) must be used to measure the journal diameter and must be cali-brated using the master disc (at least Class X tolerance) that is the same temperature as the axlebeing measured unless appropriate compensation is made for the temperature difference betweenthe master disc and the journal being measured. Check for proper fillet with a fillet gauge(Fig. 4.7) to ensure proper seating of the backing ring. Excessive galling or fretting of the fillet willrequire scrapping or reworking the axle, in accordance with established dimensional allowances.Axle ends must be clean and free of dirt and contaminants. Visually inspect tapped holes in theaxle ends for thread damage, dirt, and corrosion.

1.8.2.3 Roller bearing assemblies may be installed with a bearing press or wheel press or withportable fixtures.

1.8.2.4 A pilot sleeve (Fig. 4.62) or telescoping pilot sleeve and mounting sleeve (Fig. 4.63) mustbe used to guide the bearing assembly on the axle, ensuring correct alignment of parts and protec-tion to seals. An improperly aligned press or worn tooling can cause distortion of bearing compo-nents and/or damage to the journal. When an unpiloted assembly sleeve is used, bolts should notbe torqued up but should be left loose so the sleeve can align itself when the bearing is beingmounted on or removed from the axle journal.

1.8.2.5 Coat the bearing seats of the axle with castor oil, heavy mineral oil (SAE4O or SAE5Omineral oil), or a molybdenum disulphide and oil mixture before mounting bearings. Do not usewhite lead. Lead compounds may be detrimental to lubricating greases by acting as an oxidationcatalyst. Mounting lubricants must be kept free of contaminants.

1.8.2.6 Apply a moderate to heavy uniform coating of an approved lead-free rust preventive (seeAppendix A on page G-II–148) to the journal fillet portion and adjacent dust guard area of the axleprior to mounting the bearing on the axle. After the bearing has been mounted and the cap screwstorqued, if the proper amount of rust preventive material has been applied to the axle fillet, a seal-

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ing bead should form at the juncture of the backing ring and the axle. If no sealing bead is formed,apply a brush coat around the dust guard seat at the backing ring juncture.

1.8.2.7 Apply the bearing to the axle. Mounting pressure must be applied directly to the innerring or seal wear rings. Caution should be exercised in order not to apply pressure on the outerring, seals, or other parts of the bearing because damage will result. Caution should be exercisedthat seals are not damaged and that seal wear ring does not slip out of place. Do not insert any toolor instrument between the seal element and the seal wear ring because damage to the seal lip mayresult.

1.8.2.8 Press the bearing in place using the proper mounting sleeve (Fig. 4.62) or telescoping pilotand mounting sleeve (Fig. 4.63). Seating pressures (Fig. 4.64) must be used to ensure that thebacking ring is properly in contact with the journal fillet. Bearing or wheel presses used for mount-ing roller bearings on axles must be equipped with relief valves so that a specified pressure can bemaintained for a short interval to ensure that the bearings are properly seated (rather than toobtain the required pressure reading on the dial pressure gauge during the surge of the presswhen the backing ring of the bearing contacts the axle fillet). The pressure relief valves must oper-ate when the dial pressure gauge indicates the specified pressure. The dial pressure gauge mustread in tons and be checked by means of a dead weight tester, or an accurate master gauge, atleast once in each 6 months of service. A tag must be securely attached to the gauge showing thedate last tested and the date actually put into service. The seating pressure chart should be postedat the pressing area.

RULE 1.8.3 Applying End Cap

1.8.3.1 New or secondhand end caps and new or secondhand cap screws can be intermixed withnew or reconditioned bearing assemblies.Apply the end cap, cap screws, and a new locking plate to the end of the axle. End caps must be ofthe same manufacturer and AAR approval number as the bearing being applied (Exception: seeRule 1.8.6.2 concerning the interchangeability of end caps for certain bearings by certificate num-ber and by size.) End caps must not have a lubricant fitting. See Fig. 4.66 for cap screw sizes andtorques. (Note: See Fig. 4.65 for Amtrak passenger car end cap application.)

1.8.3.2 Run up the cap screws to less than prescribed values. Finish tightening the cap screwsusing a click-type torque wrench with a slow, steady, even force being applied to obtain the pre-scribed AAR torque values. The cap screws must be retorqued in sequence until no further move-ment of the cap screws results from the application of the specified torque. An AAR chart showingtorques must be posted (Fig. 4.66). Torque wrenches should be checked frequently (preferablydaily) to ensure correct readings and must be checked at least weekly with a record kept of thechecks. In order to check the torque of cap screws when defective roller bearings are inspected atthe shops, it will be necessary to maintain a dial or digital-type torque wrench at each bearingshop.Torquing devices other than click-type wrenches must be approved by the AAR and a copy of theapproval maintained in the facility using the equipment. If the approved device can be calibratedagainst a known standard, this should be done at the beginning of each shift or at the appropriateperiod as stated in the letter approving use of the device.Torque wrenches must be permanently marked with a serial number for identification on theweekly record of checks.

RULE 1.8.4 Checking Bearing Mounted Lateral

1.8.4.1 Tapered roller bearings must have mounted lateral play checked and must meet manufac-turer’s tolerances (See Fig. 4.69). These tolerances must be posted in roller bearing mountingshops.If the bearing rotates freely when rotated by hand but does not indicate 0.001 in. on the dial indi-cator, the application is satisfactory for service. Check mounted lateral with a magnetic-base dialindicator as shown in Fig. 4.68. Force the bearing laterally toward the wheel hub, and zero the

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SEGMENT 1. S-7232/1/04

indicator. Then pull the bearing laterally away from the wheel hub to obtain a lateral reading. Theuse of metal bars to force the bearing laterally to obtain lateral readings is prohibited.

1.8.4.2 Reconditioned or new bearings must not exceed manufacturer’s mounted lateral limits.Whenever mounted lateral is more or less than allowed tolerances, the roller bearing should beremoved and corrections made.

1.8.4.3 Lock cap screws by bending all tabs of the locking plate flat against the sides of the capscrew (Fig. 4.67).

RULE 1.8.5 Identification

1.8.5.1 For identification, each mounted roller bearing will be marked by a suitable means(sticker, stencil, etc.) on the outer ring in 1 1/2-in. or larger letters, as follows:

1.8.5.2 Locking plates shall be stamped or legibly etched with the following information. Theminimum character size shall be 1/8 in. (0.125 in. or 3 mm). If the characters are pin punched, thepunch marks must overlap.

Note: See latest AAR Circular Letter for a listing of wheel shop reporting marks and shop loca-tions.In instances where end caps and locking plates are removed only, all of the information from theold locking plate shall be transferred onto the new locking plate. In addition, the company marksof the shop removing and reapplying the end cap shall be applied along with the date of replace-ment (mm/yy) and the letters “EC” (end cap removal only) (see Fig. 4.77).Note: To ensure that the original mounting shop maintains accountability for journal size andcondition, end cap removal information should be applied in addition to, rather than in place of,mounting shop information. The letters “EC” serve to prevent confusion in the field as to whatinformation represents original bearing mounting and what information represents end capremoval only.

RULE 1.8.6 Interchangeable Parts

1.8.6.1 Cap screws (except for AAR-20 bearings) and cap screw locking plates are interchange-able on all bearings.

1.8.6.2 Only end caps for Classes D-, E-, and F-size bearings with the part numbers listed belowmay be interchanged. If the end cap applied is not of the same manufacturer and approval numberas the bearing to which applied, a distinctively colored locking plate will be used to identify thebearings. If, for any reason, a colored locking plate is removed without also removing the bearing,it must be replaced with one of the same color to maintain bearing identity. Devices that are to beattached to standard locking plates and that are intended to be used in place of colored lockingplates for identification must be approved by the AAR.

N = New roller bearingsR = Reconditioned roller bearings

Note: Not applicable to Amtrak passenger car bearings

N = If new, and (mm/yy) month and year of bearing manufacture (same as stamped on the outside of the cup) and company and shop identification marks of mounting shop

ORR = If reconditioned, and (mm/yy) month and year of bearing reconditioning and company

and shop identification marks of reconditioning shopAND

Company and shop identification marks of mounting shop if different from recondition shop

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SEGMENT 1.S-7232/1/04

RULE 1.8.7 Storage of Reconditioned Bearings

1.8.7.1 If bearing assemblies are to be placed in stock, they must be stored in proper packaging,covered, and stored in a dry area free from dirt and moisture.

RULE 1.8.8 Removal and Reapplication of Roller Bearing End Caps

1.8.8.1 Shops that desire to remove and reapply roller bearing end caps for any reason, but arenot currently certified as an AAR-approved roller bearing mounting facility, must request andreceive specific AAR approval under 9A status. These requirements do not apply to wheel truingoperations for passenger cars (Amtrak, transit, or private business cars) or motive power. Torequest such approval, an application must be made to the AAR, c/o Chief, Technical Standards,Transportation Technology Center, Inc., P.O. Box 11130, 55500 DOT Road, Pueblo, CO 81001. Thefollowing information must be provided:

1.8.8.1.1 A detailed procedure that will be employed to ensure compliance with those parts of thespecification applicable to the removal and reapplication of the roller bearing end cap. Include thefollowing steps as a minimum:

1.8.8.1.1.1 Remove the wheel set completely from the truck side frames (i.e., the bearing mustnot be under load).

1.8.8.1.1.2 Clean the exterior of the bearing to permit adequate visual inspection of all externalparts. Do not use solvents or chemicals that may damage the seal elastomer.

1.8.8.1.1.3 Inspect for the following in accordance with the Field Manual of the AAR InterchangeRules, Rule 36:

• External parts visibly cracked, broken, or bent• Loose, cocked or damaged seals• Loose backing rings• Internal defective parts

Table 1.2 Interchangeable end cap part numbers

CompanyBearing

Certificate No. ColorClass D

5 1/2 × 10Class E6 × 11

Class F6 1/2 × 12

Class G7 × 12

Timken 1, 1A Orange K85521K526743K523744K151329

K85510K523745K523746K529703K529702

K85517K523747K523748K523706K151307K529705

K95199K147768K523749K523750

Brenco 5, 5A Green D101110111000

E111111111100

F121112111200

G131113111300

Hyatt 6, 6A Blue 4-R-3810 4-R-38114-R-3812

4-R-38134-R-3813-14

4-R-38854-R-3888

FAG 13 Red 120987/2 120988/7 120989/7 —Koyo 14 White 703N60

120360704N60120460

705N60120560

706N60120660

NTN 19 Purple RT20D11RT20D31

RT20E11RT20E31

RT20F11RT20F31

——

SKF 23 Yellow 1637503-11 1637504-11 1637505-11 —FAG 26 Brown 120987/14 120988/14 120989/14 —

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SEGMENT 1. S-7232/1/04

1.8.8.1.1.4 If secondhand cap screws are to be reused, do the following:• Visually check the threads and washer face on the underside of the cap screw head for

damage.• Check the cap screw body for stretching or bent condition using the gauge shown in the

AAR Manual of Standards and Recommended Practices, Section H, Part II, Fig. 3.18.• Lubricate the cap screw threads and washer face prior to application with either AAR

M-942 journal roller bearing grease, AAR M-963 journal box lubricating oil, or an equiva-lent lubricant that does not promote flash rusting.

1.8.8.1.1.5 Transfer all existing locking plate information to a new locking plate in accord withRule 1.8.5.2.

1.8.8.1.1.6 Apply end caps in accordance with Rules 1.8.3.1 through 1.8.4.3. Mounted lateralgreater than 0.025 in. after end cap replacement is an indication of excessive internal wear and iscause for rejection.

1.8.8.1.2 Identification of all facilities removing and reapplying end caps in accordance withAAR-approved procedures. Existing or proposed company marks (maximum four letters) and codeletters/numbers indicating the facility location or extension abbreviation (minimum two charac-ters and maximum four characters) should accompany each application for AAR approval.

1.8.8.1.3 A description of all requisite equipment that will be used and training of personnel thatwill be accomplished, to ensure compliance with the specifications and required procedures.Subsequent to review of the submitted application with supplemental attachments, an on-siteinspection may be performed by the Field Operations Group before approval is granted.

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SEGMENT 2.0RP-6312/1/04

2.0 RECOMMENDED WHEEL SHOP PRACTICES

2.1 Axle Lathe Practices

2.1.1 An effective, continuous contact between the axle wheel seat surface and the wheel boresurface is essential to ensure a secure and permanent wheel fit.

2.1.2 The following axle conversions are permissible:

2.1.2.1 A plain bearing raised wheel seat axle may be converted to a roller bearing raised wheelseat axle by machining the journal, dust guard seat, and wheel seat provided the requirements asshown in this manual are met.

2.1.2.2 A plain or roller bearing raised wheel seat axle may be converted to a smaller size raisedwheel seat roller bearing axle provided the resulting axle meets the journal, dust guard seat, andwheel seat dimension requirements for the size produced.

2.1.2.3 When a roller bearing axle is converted to a smaller size, new end cap screw holes must beprovided, in accordance with Rule 1.2.6. For axles being converted or for reclaiming axles withdefective cap screws, new cap screw holes must be provided, located at angular spacing midwaybetween existing end cap screw holes and of proper sizes and screw circle diameter for the size axleproduced. Plug existing hole with the appropriate size cap screw of sufficient length or a cap screwin combination with a suitable metal plug to ensure that the screw seats in the bottom of the holeand prevents the screw head from seating on the end of the axle. Tighten cap screws to 100 ft·lbover the maximum specified in Fig. 4.66 for that size and cut off flush with the end of the axle.

2.1.2.4 When a plain bearing axle is converted to a roller bearing axle of the same size, the dustguard to wheel seat fillet radius may be reduced to 3/4 in. while maintaining all other dimensionsin accordance with specifications as shown in this manual.

2.1.2.5 Converted axles must be marked in accordance with Fig. 4.9, Note 10.

2.1.2.6 When converting an axle to the next smaller size roller bearing axle, the dust guard seatswill be toleranced, if required, for new RWS axles of the size to which converted (see Fig. 4.2).

2.2 Boring Mill Practices

2.2.1 Boring the wheel is a very important operation in wheel and axle shop practice. If the boreis not perpendicular to the plane of the wheel, the wheel will not run true, causing uneven flangewear that may result in damage to track and equipment. If the bore is not concentric with thetread, the resulting eccentric wheel will cause damage to track, equipment, and lading. If the sur-face of the finish bore is not true, smooth, and of the proper diameter, it may tear the axle wheelseat during mounting or have insufficient grip of the wheel seat, which may lead to an axle failureor a loose wheel.

2.2.2 To check for wheel hub bore concentricity and taper, one of two methods may be used. Onemethod consists of attaching a dial indicator or gauge having 0.001-in. readout increments to theboring bar for use in conjunction with a true test wheel chucked in the boring mill to be checked.The test wheel must have dimensionally true flange, flange throat radius, and standard taperedtread surfaces with true horizontal and vertical reference surfaces machined on the inside diame-ter of the back rim face. See Fig. 4.15 for a method of checking concentricity of the wheel bore witha maximum total dial indicator run-out (TDIR) of 0.008 in. permissible and a method of checkingbore taper with a maximum TDIR of 0.015 in. permissible. A test wheel of each diameter bored inproduction will be used for periodic checking in accordance with specifications in this manual. Thealternative method for checking wheel hub bore concentricity and taper consists of swingingmounted wheel sets in a lathe or on a fixture supporting the journal surfaces. A dial indicator willbe employed at the wheel treads to determine concentricity with journal surfaces, and a TDIR of0.030 in. will be permissible. Wheel flange throats must be in plane at right angles to axis of axle.Checking must be performed on the first mounted wheel set of each diameter bored in production

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SEGMENT 2.0 RP-6312/1/04

each shift but not less frequently than the periodic checking required in accordance with this man-ual. Either method will satisfy the requirements of this manual to verify boring mill integrity andcondition. Irregularities exceeding prescribed tolerances must be corrected immediately. Fig. 4.16indicates a satisfactory method for grinding boring mill chuck jaws. A true concentric disc ischucked in a low position to hold the jaws in their normal operating position during the grindingoperation. An adjustable grinder is secured to the boring bar to perform the necessary jaw facegrinding.

2.2.3 With the boring mill itself accurately aligned, it is next necessary to align the wheel prop-erly in position on the mill with regard to concentricity and to plane. The tread of the wheel mustbe clean in order to permit concentric chucking and boring. Wheels having new tread and flangecontours will normally be aligned automatically with contact of the jaws. Worn wheels should bealigned from the back face of the rim by means of shims under the contact points of the jaws. Steelwheels that have the front face of the rim machined should be aligned by means of hard steelblocks of equal height resting on the cleaned surface of the table and supporting the front face ofthe rim of the wheel. This alignment should be checked in any case to ensure the required accu-racy of the finished bore.

2.2.4 Axles with oversized wheel seats up to 1/8 in. greater in diameter than standard may beused with wheels bored oversize. Wheels can be bored out for use on larger axles provided the loadcapacity, maximum finish bore, and minimum hub wall thickness are not exceeded as per the AARManual of Standards and Recommended Practices, Section G, Specifications M-107 or M-208.

2.2.5 In mating two worn or re-turned multiple-wear or two-wear steel wheels, it is preferable,for economy in handling, to have the rim thickness of each approximately the same. If continued inservice, they will reach the condemning limit for rim thickness at the same time. This practiceshould be followed except in emergencies.

2.3 Wheel Mounting Press Practices

2.3.1 The quality of the wheel mounting operation is dependent upon the skill and care withwhich the axle lathe and boring mill operations are performed. However, good workmanship onwheels and axles would be lost if the mounting operation were not performed properly. The wheelseat and bore must not be damaged during the mounting operation. The wheels must be mountedcentrally on the axle and at the proper gauge distance. The following paragraphs in this sectiondescribe recommended practices that should be employed to accomplish the desired results.

2.3.2 A soft block should be used on all roller bearing axles when wheels and inner races arebeing mounted or dismounted. The use of the block will minimize upset ends and high spots on theaxle caused by uneven pressure applied to the ends of the axle. The end of the press ram, mount-ing press sleeves, anvil block, and all auxiliary contacting parts should be maintained in good con-dition to ensure that all surfaces involved contribute to the correct alignment for wheel pressoperations.

2.3.3 Each mounting press must have a dial pressure gauge and a pressure recording gauge. Pro-tection from shocks is afforded the recording gauges if they are mounted separate from the press.The recording gauge may be of the type that traces the increase in pressure either by inch of ramtravel or by time per ram travel. The pressure diagram should be as shown in the Segment 4.0.This gives a valuable graphic record of the operation that serves not only as a check on the quan-tity and quality of the output but also provides protection for the shop if trouble develops later onthe road. These records should be checked daily by the foreman and filed in such a way as to beeasily available at any time. These records will be maintained for 5 years. One recording gauge issufficient if wheels are pressed on singly. It is advantageous to use two gauges with a two-rampress and thus mount two wheels at the same time. With such an arrangement, the recordinggauges are mounted separate from the machine. The recording pen should be kept clean andreplaced when necessary in order to ensure a thin, clear line. If the same press is used for mount-ing and dismounting the dial pressure gauge, then the pressure recording gauge should be discon-nected when the press is being used for dismounting

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SEGMENT 2.0RP-6312/1/04

Car owners are to keep a record of the marking of wheels and axles under new cars. This record isto be kept on file for a minimum period of 5 years.

2.3.4 All wheels must be mounted within the pressure limits as shown in Fig. 4.19. These limitsare of wide range and should therefore be strictly adhered to in all cases. If the pressures are con-sistently too high or too low, the pressure gauge should be calibrated, the fit allowances should bechecked with micrometers, and the lubricant should be examined for proper consistency. Testshave proven that in mounting wheels with the same fit allowance, one pair mounted with a lubri-cant having too much white lead will develop a considerably lower tonnage than a pair mountedwith lubricant of the proper consistency.

2.3.5 The shape of the pressure diagram as well as the maximum pressure reached is an indica-tion of the character of the fit. The mounting chart ensures that the tonnage required by the pressis actually being used to overcome the interference fit between the axle and wheel over the entirelength of the wheel bore. Other types of friction that contribute to “false” tonnage include

• misalignment between the axle seat and the wheel bore• galling of wheel seat or bore• improper chamfer on the wheel seat or entry taper on the bore• excessive positive taper• not enough or the wrong type of lubricant• obstructions coming in contact with the press ram.

Conversely, conditions that contribute to tonnage drop-offs include

• too much lubricant• incompatible finishes between the wheel and axle mating surfaces• negative taper

Were it not for these variables, the dial gauge would suffice as the sole accept/reject authority. For-tunately, the shape of the mounting diagram indicates when these conditions exist. Figs. 4.22through 4.29 give examples of both acceptable and unacceptable mounting charts and the condi-tions they expose. Fig. 4.21 describes how to construct a “GO–NO GO” template that is recom-mended for determining whether or not the mounts meet the accept or reject criteria given by Rule1.4.1. The resultant template shown in Fig. 4.21, Step 5, is unique to the mounting press andrecording system on which it is constructed. It will only need reconstructing if dimension Achanges as the result of machinery or feed rate changes. Once constructed, simply overlay the tem-plate onto the mounting chart and align with the origins and the top return lines. If the followingconditions are met, the mount is acceptable:

• Doesn’t touch the red lines• Builds tonnage up to the green line• Peak tonnage is on or inside box (c)• Wheels are in gauge and centered• Final tonnage at the return line is concise and within minimum and maximum tonnage• Once it crosses a blue line it does not cross back through it

2.3.6 The recorder must be maintained and kept properly adjusted at all times. Lost motion inthe recording mechanism will result in error in the length of the fit. Improper adjustment of thezero reading will cause an error in the pressure records.

2.3.7 The journal protective guards should be of softer material than the axle or lined with softmaterial so there will be no danger of their nicking or scratching the journal surfaces. A good formof guard is made of 1/16-in. sheet steel sections hinged together with a 3-in. × 3-in. steel butt hingewelded to the shield. Six projecting bars 1/2 in. high and 3/4 in. wide, with a bevel at both ends, arespot welded to the outside of the shield. These bars serve to guide the wheel as it is pressed on the

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SEGMENT 2.0 RP-6312/1/04

axle, reducing the possibility of the wheel starting on the axle at an angle, which may result indamage to the wheel bore or the axle wheel seat and in improper mounting of the wheel.

2.3.8 As protection against abnormal flange wear and interference with track structures, it isnecessary to have correct spacing of wheels on the axle. Wheels must be mounted equidistant fromthe center of the axle, which is first located and marked by use of a suitable gauge similar to thatshown in Figs. 4.30 through 4.33. The first wheel is located on the axle by use of the gauge andshown in Figs. 4.30 through 4.33, or equivalent. Separate gauges having a single length dimensionshould be used, and the gauges must be properly marked to show the flange width (wide or nar-row) for which they are intended. This gauge controls the measurement from the back of the flangeto the center of the axle and is dimensioned to provide the maximum permissible back-to-centerspacing as follows:

• Freight car wheels and wide flange passenger car wheels—26 35/64 in. • Narrow flange wheels other than freight car—26 11/16 in.

The first wheel must be mounted by use of a gauge of this type that gauges from the center of theaxle. The mate wheel may also be mounted using the same gauge or can be spaced from the firstwheel by use of a mounting and check gauge (Figs. 4.30 through 4.33). In mounting the matewheel, it may be necessary to mount to some dimension under the above maximum because ofvariation in the plane of the back face of the rim. In mounting narrow flange wheels, it may bepreferable to mount both wheels to a lesser dimension.

2.3.9 The wheel should not be cocked as it starts on the wheel seat. The taper at the entry end ofthe wheel seat and chamfering of the entry end of the bore will usually correct any tendency of thewheel to cock and jam. The ends of the rams and sleeves should be checked to ensure they aresmooth and properly squared.

2.3.10 Working drawings for suitable wheel mounting gauges are shown in paragraph 5.0.Wheels are to be mounted and checked on the basis of back-to-back measurement using these orsimilar gauges. The maximum back-to-back mounting distance for all freight car wheels and wideflange passenger car wheels is 53 3/32 in. Narrow flange passenger car wheels may also bemounted to this distance if desired. The maximum back-to-back distance for narrow flange wheelson other than freight cars is 53 3/8 in. A minus tolerance is allowed to a minimum limit of 53 in.back-to-back for all wheels. However, since 53 in. is the minimum permitted at any point on thecircumference of the wheels, it is desirable to mount toward the larger dimension (see Figs. 4.30through 4.33). After the wheels are mounted, the gauge should be tried at three or more equidis-tant points around the circumference to be sure the wheels are within the gauge limits.

2.3.11 Wheel mounting and check gauges should be checked weekly so excessive wear will notallow improper mounting of wheels.

2.3.12 When boiled linseed oil only is used as mounting lubricant, it is recommended that a color-ing agent be used in order to ensure proper coating of wheel seat and bore. Color 26105, ASTMD-910, is suggested.

2.4 Wheel Lathe Practices

2.4.1 The restoring of wheel contours is to correct service defects such as thin flange, verticalflange, high flange, worn tread, built-up tread, and slid-flat spots. It is important that only thenecessary service metal be removed to restore contours. A very small amount of wasted servicemetal means a loss of considerable mileage.

2.4.2 It is very important to determine the wheel defect and the necessary amount of servicemetal to remove to restore wheels to proper contour. The AAR steel wheel gauge, Figs. 5.1 and 5.4,is very beneficial in determining this information. Proper use of the gauge is as follows:

2.4.2.1 The AAR steel wheel gauge is so calibrated that when applied with the leg flat against theback of the rim and the end of the movable finger pressed against the face of the flange, the scale

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SEGMENT 2.0RP-6312/1/04

on the finger will read directly in sixteenths of an inch the amount of metal to be removed at thecenter of the tread to restore full flange contour with a “witness groove.”

2.4.2.2 Apply the gauge to at least three points around the circumference of each wheel to deter-mine where rim and flange are the thinnest, taking finger readings and rim thickness readings fordetermination of tread removal at the thinnest point.

2.4.2.3 To restore flange thickness, the amount of sixteenths shown on the finger below “0” (onNF finger) indicates number of sixteenths of service metal to be removed to restore flange to “0”(on NF finger). Deduct this amount from the rim thickness reading on the scale of the back leg todetermine the remaining amount of service metal after turning.

2.4.2.4 Wheels requiring recontouring for other defects with flange thicknesses greater than “0”(on NF finger) should have enough service metal removed only to correct the defect, leaving theflange as near 1 3/8 in. maximum as possible.

2.4.2.5 When restoring contours to wheels with defects such as slid-flat, built-up tread, shelling,or grooving, before determining the amount of service metal to be removed, flange thicknessesshould be taken into consideration. That is, to restore the contour to a wheel that has a slid-flatspot (or spots), a reading should be taken with the steel wheel gauge in the center of the slid-flatspot noting the thickness of the rim on the back leg of this gauge. Another reading should be takenin the good part of the wheel, and the difference between these two readings is the amount of ser-vice metal necessary to remove the slid flat spot. At the same time, a reading should be taken withthe movable finger to determine flange thickness as per paragraph 2.4.2.3 above. The greatest ofthese two readings will determine the actual amount of service metal to be removed to restore thewheel to acceptable contour.

2.4.3 The “witness groove” in the flange serves two purposes (see figures in paragraph 4.0 of thismanual). First, its presence in the finish-turned wheel shows the lathe operator has not wastedservice metal by turning more off the tread than necessary. Second, it permits the saving of about1/8 in. of service metal each time a wheel is turned, if the wheel has a thin or vertical flange. This“witness groove,” however, must not be more than 3/64 in. deep and must not extend into thethroat of the flange, gauged as shown in Figs. 4.47 and 4.48. Due to the importance of the throat inwheel service and safety, it is essential these limits for the “witness groove” be observed.

2.4.4 Wheels not meeting profile limits must be scrapped or recontoured.

2.5 Wheel Shop Inspection

2.5.1 One of the most important functions in the wheel shop is inspection. Inspection requiresgood judgment and a knowledge of all the phases of wheel and axle work. All wheels and axles thatenter the wheel shop should be inspected for defects. Any wheel or axle with a defect that cannotbe removed by machining within the prescribed tolerances should be scrapped immediately to pre-vent loss of time and money in attempts to machine it. Wheels and axles that are to be machinedmust be segregated with respect to the work to be performed. All wheels and axles that have beenreconditioned should be inspected to ensure the defects have been removed and they are withinthe prescribed tolerances for further service. When testing axle journal finish with an electronicmicroinch tester, the cut-off switch must be set at 0.030, or an equivalent measuringmethod/device should be used.

2.5.2 Axles should be demagnetized before bearings are reapplied. If it is necessary or desired tomagnetic particle test the body of the axle, the best results can be obtained when the surfaces ofthe axles are cleaned of rust, oil, paint, and dirt prior to testing. Such cleaning can be accom-plished by a rotary wire brush, sand or shot blasting, or by flame cleaning. Flame cleaning shouldbe performed on a machine designed for that purpose to avoid excessive localized heating.

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SEGMENT 2.0 RP-6312/1/04

2.5.3 Nondestructive Inspection of Axles

2.5.3.1 The wet method magnetic particle testing equipment used in wheel shops for testing axlesconsists of a unit using a bath made of a suitable carrier and fine fluorescent-coated magnetic par-ticles, with an agitation system to keep particles in suspension, a high amperage low voltagetransformer, high amperage magnetizing coil, and an ultraviolet light source.

2.5.3.1.1 A pressurized spray can with a prepared batch containing a suspension of fluorescentmagnetic particles in a light oil may be used provided the spray can is vigorously shaken beforeeach application to ensure magnetic particles are in suspension.

2.5.3.1.2 At all wheel shops, the wet method magnetic particle axle testing equipment used forunmounted or mounted wheel sets must conform to the following minimum requirements:

2.5.3.1.2.1 A minimum magnetizing source of 800 amperes AC of low voltage.

2.5.3.1.2.2 A magnetizing coil of circular shape, the diameter of which should not exceed 18 in.,capable of producing a 4000-ampere-turns minimum magnetizing force.

2.5.3.1.2.3 A bath of adequate quantity of a suitable carrier and fluorescent-coated magnetic par-ticles maintained suitably and freely in suspension by an agitation system. A prepared bath in apressurized spray can may be used with proper agitation. The carrier used should meet ASTME-709 requirements.

2.5.3.1.2.4 A near ultraviolet light source radiating through a suitable filter, radiation of a wavelength from 4000 to 3400 Å and of 75-footcandle intensity at the point of inspection.

2.5.3.1.2.5 The axle-testing installation must not allow outside sources of light exceeding 10-foot-candle intensity to reach the area of inspection.

2.5.3.1.2.6 The test equipment manufacturer’s instructions should be available for reference.

2.5.3.1.3 When the magnetizing coil, with current on, is positioned over a specific area of an axle,a longitudinal magnetic field, mainly parallel to the axle centerline, is produced at the surface ofthe axle. This magnetic field will cause fluorescent magnetic particles to gather heavily at the con-tour of superficial cracks oriented primarily in a circumferential direction within the specific areacovered by the coil.

2.5.3.2 In testing axles, the magnetizing coil is brought over the center of the area to be testedand magnetism is applied to the area at the same time as the bath solution is applied. During thetime magnetism and bath solution are applied, the axle is rotated so the entire surface is well-cov-ered. After thorough coverage of the inspection area with fluid, the solution is cut off while currentremains on for a short while (approximately 3 seconds), avoiding possible washing off of small indi-cations. The ultraviolet (black light) light is passed over the area and the axle is rotated slowlywhile a visual inspection is being made. It is recommended that the axle be rotated two completeturns during this inspection.

2.5.3.3 The bath or solution should be prepared and renewed monthly or more often, if contami-nation is noted in weekly tests. Each time the bath is renewed, the bath container should becleaned out and the agitation and circulation system should be flushed with one or two gallons of asuitable cleaner. Filtering screens should be removed and cleaned by blowing with air. In prepar-ing the new bath, only recommended materials should be used. The amount of powder should becarefully weighed out in accordance with the material manufacturer’s recommendation and addeddirectly to the bath containing the correct amount of carrier. It is recommended that powder beadded directly over the sump so it will be drawn quickly into the pump and circulated. The amountof carrier and powder used and the date of preparation should be recorded on a regular form set upfor this purpose, as outlined in paragraph 2.5.3.6 below.

2.5.3.4 The ultraviolet light should be tested weekly using a sight meter such as a type having a75-footcandle scale with a 10× multiplying disc or equivalent or a meter that responds specifically

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SEGMENT 2.0RP-6312/1/04

to the ultraviolet range of 3650 Å units (365 nm). The latter type meters are calibrated in micro-watts per square centimeter. The meter should be held a fixed distance of 15 in. from the lightsource (from the black light filter surface to the meter sensing element) and should have a mini-mum meter reading of 525 µW/cm2. The conversion factor from footcandles (for sight meters) tomicrowatts per square centimeter is 5.7 times the footcandle reading (at 15-in. distance).

2.5.3.5 The maximum allowable footcandles will be left to the discretion of the user dependent onthe degree of brilliance desired to obtain satisfactory inspection conditions. Before taking a read-ing, it should be known that the glass black light filters are clean. Reports of this test are to beshown on a regular form.

2.5.3.6 A regular form should be prepared embodying the information to be shown on monthlyand weekly tests as outlined above, and this form should be on hand at the wheel shop and avail-able to AAR inspectors. If desired, this form may be incorporated with the regular equipmentinspection form outlined in this manual.

2.5.4 Form MD11A is a recommended format; other formats that collect equipment data may beused. Also attached are helpful hints and a bearing inspection flowchart to assist in collectingthese data. Data on Form MD11A will be transferred to Form MD11, which will be filed with theAAR. The following steps should be followed in conjunction with collecting data as shown on FormMD11A (Recommended Bearing Inspection Report).

2.5.4.1 Check the wheel set for wheel and axle defects. Report and record defects per Why MadeCodes in the Field Manual of the AAR Interchange Rules, Rules 41 and 43. Inspect the narrow adapterfor excessive wear according to the Field Manual of the AAR Interchange Rules, Rule 37, and for otherabnormal conditions.

2.5.4.2 Record the roller bearing condition, such as fused, missing, burn-off, blued, bolts or endcap missing; or seal missing, cocked, or damaged.

2.5.4.3 Record the certificate number, date of manufacture, end cap manufacturer, and lockingplate information of each bearing. Missing or illegible information should be noted. Do not leaveboxes blank.

2.5.4.4 Check the backing ring for looseness by lightly tapping it with a 1-lb hammer. Check andrecord the lateral of each bearing. Measure the break-away torque (in the clockwise direction) foreach cap screw. The preferred method for checking torque is as follows:

2.5.4.5 Remove the end cap and demount the roller bearing. Record the axle identification infor-mation and note whether or not the cap screw rings were present. Check the axle for bent condi-tion.

2.5.4.6 Check and record the axle journal for evidence of fretting wear due to cone and/or wearring movement. Check the axle fillet radius for corrosion.

2.5.4.7 Measure and record journal diameters in the cone seat areas in accordance with Fig. 4.5.

1. Mark the cap screw head location.2. Unbend the locking tabs.3. Loosen one cap screw 1/16th of a turn.4. Using a calibrated (dial or digital) torque wrench, retorque the cap screw to the

marked position and record the torque. Leave the cap screw in the torqued posi-tion until Step 5 is completed.

5. Repeat Step 3 and Step 4 for the other two cap screws.

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SEGMENT 2.0 RP-6312/1/04

2.6 Teardown

2.6.1 Roller Bearing and Journal Inspection

2.6.1.1 Visually check the exterior of the bearing, cap screws, axle end cap, and backing ring forevidence of damage.

2.6.1.2 Disassemble the roller bearing, ensuring that components are kept together as a unit.Inspect the seals for wear, nicks, etc., and record the seal manufacturer name and the date.

2.6.1.3 Visually check and record the condition of the grease for quantity, distribution, consis-tency, color, and evidence of water or other contamination.

2.6.1.4 Degrease, clean, and visually inspect roller assemblies, outer rings, and other componentparts.

2.6.1.5 Measure and record inboard and outboard cone back face wear depth. Visually inspect forfretting wear or wear due to relative movement.

2.7 MD-11 ReportingAfter the Form MD11A has been completed and the information transferred, submit Form MD-11to the AAR in accordance with Rule 1.7.11. Analyze all information to determine the defect thatinitiated the failure. Do not confuse symptoms with the root causes.

EXAMPLES

Helpful Hints for Causes of Hot Boxes Initial Defect

Cause of Heat

1. A loose cap screw, loose backing ring, undersize journal, or worn cone facemay allow cones to move on the journal and possibly cause the roller to spallor fracture.

CA1 CN4

2. Water etch brinelling, etc., may result in heavy damage to seal lips. Grease that will leak from the bearing and foreign matter will enter.

CU3 LU1

3. A journal with an upset end may stretch the cone bores causing the cone to fracture or move on the journal.

JR2 CN4

4. Seal loose, cut, ruptured, worn, or casing dented will allow grease to leak out of the bearing and foreign matter to enter.

SE1 LU1

5. A bearing overheated from an external heat source will show signs of seal rubber embrittled and the grease may have a hardened or dry appearance.

BE2 LU1

6. A defective adapter will cause an uneven load distribution on the bearing assembly.

AD1 CU2

7. A cap screw too long or a defective cap screw hole (dirty, rusty, partially closed, or faulty threads) will not provide adequate clamping force. There-fore, the bearing will become loose on the journal while in service.

CA2 CN4

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Bearing inspection flowchartFig. 2.1

HOTBEARING

CAGECONTACT

WITH SEAL CASE

SEAL LIPS HARD AND BRITTLE

GREASED HAS

BURNED ODOR

GREASED, DRY, HARD,

CAKED

BEARINGSEIZED

CSee

Fig. 2.4

DSee

Fig. 2.5

ESee

Fig. 2.6

Abbreviations:OB Outboard—Raceway locationIB Inboard—Raceway locationOD Outside diameterID Inside diameter

ASee

Fig. 2.2

BSee

Fig. 2.3

BEARING PARTS

HEAT DIS-COLORED

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SEGMENT 2.0 RP-6312/1/04

Bearing inspection flowchart, part AFig. 2.2

OBSERVATION/INITIAL DEFECT:—OB CUP SMALL ID SPALLING—OB ROLLER SMALL END SPALLING—IB CONE BORE FRETTING—IB JOURNAL FRETTING—HEAVY IB CONE FACE WEAR—BACKING RING RADIUS FRETTING—REDDISH DISCOLORATION OF

GREASE (IRON OXIDE)

OBSERVATION:—WELDING DEBRIS ON BEARING—ARC DAMAGE ON BEARING RACES—HEAT DISCOLORATION—BRITTLE SEAL LIPS

MISALIGNMENT OF BEARING COMPONENTS EXTERNAL HEAT

CONCLUSION:—AXLE FLEXURE

CONCLUSIONS:—IMPROPER GROUNDING FOR WELDING—THAWING SHED DAMAGE—EXTERNAL HEAT

MD-11 CODES:CM 1 Components (load carrying)

mixed manufacturersCN 4 Cone revolving on journalJR 1 Journal undersizeUN 1 Undetermined (but hot)

MD-11 CODES:BE 2 Bearing overheated from

external fire or heatEL 1 Electric arc burnsSE 6 Seal, rubber brittleUN 1 Undetermined (but hot)

A

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Bearing inspection flowchart, part BFig. 2.3

EXCESSIVE CONCENTRATED LOADING

CONCLUSION:—BEARING NOT SEATED

AT INSTALLATION—END CAP INSTALLATION

NOT PROPER—CAP SCREW(S) LOOSE

OR MISSING

CONCLUSIONS:—INCORRECT SPACER

MD-11 CODES:CA 1 Cap screw, loose or

missingCA 2 Cap screw, length

excessiveCA 3 Cap screw hole, rusty

or faulty threadsUN 1 Undetermined

(but hot)

MOUNTED LATERAL OUT OFTOLERANCE

OBSERVATION:—MOUNTED LATERAL >

BENCH LATERAL

CONES SPREAD

OBSERVATION:—COMPONENTS NOT

HEAVILY WORN

OBSERVATION:—HARD TO ROTATE

(NO FATIGUE OR OTHER SURFACE DAMAGE)

EXCESSIVE BENCH LATERAL BEARING PRELOAD

CONCLUSION:—INCORRECT SPACER—UNDERSIZE CONE BORE—OVERSIZE JOURNAL

MD-11 CODES:LE 1 Excessive lateral

cones, backing ring and bolts tight

UN 1 Undetermined(but hot)

MD-11 CODES:JR 2 Journal upset endJR 3 Journal oversizeUN 1 Undetermined

(but hot)

B

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Bearing inspection flowchart, part CFig. 2.4

OBSERVATION:—CUP CRACKED/BROKEN—BACKING RING OD DAMAGED—END CAP OD DAMAGED—IRREGULAR ADAPTER CONTACT

MD-11 CODES:AD 1 Adapter, defectiveAD 2 Adapter, displacedAD 3 Adapter, wornAD 4 Adapter, wrong size or

missingBE 3 Bearing, wrong sizeCU 1 Cup, broken or dentedUN 1 Undetermined (but hot)

MD-11 CODES:CN 1 Cone, brokenRO 1 Roller defective, brokenRO 2 Roller defective, otherCG 1 Cage, defectiveCU 1 Cup, broken or dentedUN 1 Undetermined (but hot)

BROKEN PARTS

OBSERVATION:—BRINELLING—BARLINE SPALLS—CAGE BROKEN—ROLLER(S) BROKEN

OBSERVATION:—DISPLACED ADAPTER—ADAPTER BORE OUT OF

TOLERANCE—WRONG SIZE ADAPTER—ADAPTER SEVERELY WORN—EXTERNAL MECHANICAL DAMAGE

OBSERVATION:—HIGH IMPACT LOADS—WHEEL DEFECTS—IMPROPER CAR HANDLING

C

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Bearing inspection flowchart, part DFig. 2.5

OBSERVATION:—ROLLER END WEAR OR SCORING—HEAT DISCOLORATION

MD-11 CODES:LU 1 Lubricant, missing or

depletedUN 1 Undetermined (but hot)

MD-11 CODES:LU 1 Lubricant, missing or

depletedSE 1 Seal, looseSE 2 Seal, cocked out-of-positionSE 3 Seal (casing) cut or dentedSE 4 Seal, rubber lips worn outSE 5 Seal, rubber lips torn or

rottedSE 6 Seal, rubber brittleCU 3 Cup, raceway heavily water

etchedUN 1 Undetermined (but hot)

LUBRICANT PERFORMANCE

OBSERVATION:—ROLLER END WEAR OR SCORING—WATER ETCHING—ROLLER SPACED BARLINE SPALLS—HEAT DISCOLORATION

CONCLUSION:—INADEQUATE CHARGE

CONCLUSION:—SEAL DAMAGED—SEAL LOOSE OR DISPLACED—SEAL EXCESSIVELY WORN

MISSING DEPLETED

D

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Bearing inspection flowchart, part EFig. 2.6

OBSERVATION:—ABRASIVE WEAR—FRETTING DEBRIS—REDDISH DISCOLORATION

OF GREASE (IRON OXIDE)—AXLE GROOVING—CONE BORE FRETTING

MD-11 CODES:CN 4 Cone, revolving

on journalCN 5 Cone, (inner), face

heavily wornJR 1 Journal undersizeUN 1 Undetermined

(but hot)

CONTAMINATED

CONCLUSION:—AXLE FLEXURE

INTERNAL DEBRIS EXTERNAL INGRESS

OBSERVATION:—WATER ETCHING—ROLLER SPACED BAR LINE

SPALLS—DAMAGED SEAL(S)—CORROSION—BACKING

RING RADIUS—CORRODED JOURNAL—HEAVY SEAL LIP WEAR—CORRODED SEAL WEAR

RING OD

OBSERVATION:—ABRASIVE WEAR—DAMAGED SEAL(S)

CONCLUSION:—WATER INGRESS

CONCLUSION:—CONTAMINANT INGRESS

OTHER THAN WATER

MD-11 CODES:SE 1 Seal, looseSE 2 Seal, cocked

out-of-positionSE 3 Seal (casing) cut or

dentedSE 4 Seal, rubber lips worn

outSE 5 Seal, rubber lips torn

or rottedSE 6 Seal, rubber brittleCU 3 Cup, raceway heavily

water etchedUN 1 Undetermined

(but hot)

MD-11 CODES:SE 1 Seal, looseSE 2 Seal, cocked

out-of-positionSE 3 Seal (casing) cut or

dentedSE 4 Seal, rubber lips worn

outSE 5 Seal, rubber lips torn

or rottedSE 6 Seal, rubber brittleUN 2 Unlisted causeUN 1 Undetermined

(but hot)

E

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Fig. 2.7 AAR MD-11A Recommended Bearing Inspection Report

AAR MD-11A RECOMMENDED BEARING INSPECTION REPORTPart 1—External Inspection

Inspection Location: Inspection Date: Fail Date:Car Initial: Car Number: Position: Car Type: WM Code:Bearing Size: Mfg: S/N Month Year S/N NFL:Hot or Mate (H or M): Journal Burn Off: How Detected: Mount By:End Cap Style: Shroud B/R: Fit B/R: Fit Appl: B/R Loose: Lateral:End Cap Condition: Backing Ring Condition:Torque: / / Axle S/N: Axle Mfg: Axle Date:Wheel S/N W/Class: W/Mfg: W/Date: Hub/Date:* Journal Size OB Cone: Spacer: IB Cone: Upset:Journal Condition:Journal Fretting @ IB Wear Ring: Groove Depth:Wheel Condition and Why Made Code:Adapter Condition:

Part 2—Internal InspectionTimes Cup Reconditioned: Cup Last Reconditioned: –Cup Reconditioned By: Shop: Cup Reground On: –Cup Condition: IB:

OB:Cone Renamed: IB: – OB: – Cone Plated By: IB: Shop:Date Cone Plated: IB: – OB: – Cone Plated By: IB: Shop:Cone Reground: IB: OB: Cone Reground Date: IB: OB:Cone: IB-Date: – Cond:Face Wear:

OB-Date: – Cond:Face Wear:IB Seal Mfg: IB Seal Date: – IB Cond:OB Seal Mfg: OB Seal Date: – OB Cond:WR IB-Mfg: Date: Cond:

OB-Mfg: Date: Cond:Spacer Condition—Grease Condition—O Rings: O Rings Removed: By: Hot: ID No.Comments/Conclusions:* (Enter journal size if found to be out of specification.)

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SEGMENT 2.0 RP-6312/1/04

AAR-MD11A BEARING INSPECTION INSTRUCTIONSINSPECTION LOCATION: The location and railroad of inspectionINSP DATE: The date of external inspectionFAIL DATE: Date bearing was removed from serviceCAR INITIAL: Letter designation on carCAR NUMBER: Two- to six-digit number following car initialPOSITION: Left or right side of car, axle count from B end of carCAR TYPE: B=Box, T=Tank, F=Flat, L=Covered Hopper, G=Gondola,

S=Stock, R=Refrigerator, C=Caboose, A=Articulated, O=OtherWM CODE: AAR Bearing Why Made Removal Code 50 or 95, located in the

Field Manual of the AAR Interchange Rules, Rule 36BRG SIZE: Marked on end cap of bearing

5 1/2 in. × 10 in. = 106 in. × 11 in. = 116 1/2 in. × 12 in. = 127 in. × 12 in. = G

MFG: Bearing manufacturer, located on outside of cup, not endcapSERIAL NUMBER/MONTH:

Month of bearing manufacture, located on outside of cup, either a two-digit number or one-digit letter

YEAR: Year of bearing manufacture, located on outside of cupS/N: Bearing serial number located on outside of cupNFL: No Field Lube; indicating no grease fitting (Y or N)HOT OR MATE(H or M): Designates between hot bearing and its mateJOURNAL BURN OFF: Bearing burnt off axle (Y or N)HOW DETECTED: Bearing detected by hot box detector (D) or other means (X)MOUNT BY: AAR-approved wheelshop for the application of roller bearings;

two- to five-letter code.END CAP STYLE:SHROUD B/R: Is backing ring of shrouded design (Y or N)FIT B/R: Is backing ring of fitted design (Y or N)FIT APPL: Are dust guard seat and backing ring of fitted design (Y or N)B/R LOOSE: Was backing ring loose during service (Y or N)LATERAL: Bearing lateral before removal from journalEND CAP CONDITION: Condition of end capBACKING RINGCONDITION:

Condition of backing ring

TORQUE: Measure break-away torque with dial or digital type torque wrench

AXLE SERIAL #: Axle serial number displayed on end of journalAXLE MFG: Manufacturer of axle displayed on end of journalAXLE DATE: Date axle was manufactured displayed on end of journalWHEEL SERIAL #: Wheel serial numberWHEEL CLASS: Letter designation on wheel (B, C, U) specifying heat treatmentW/MFG: One- or two-letter code designating wheel manufacturer

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SEGMENT 2.0RP-6312/1/04

2.8 Steel Wheel Defects

2.8.1 This section contains information on service defects occurring in wheels. The defects aredescribed and illustrated to provide terminal inspectors and wheel shop men with a guide for theremoval and disposition of such wheels, see Figs. 4.53 through 4.60.

2.8.2 All wheel defects referred to in the following table are covered in the references in the FieldManual of the AAR Interchange Rules and/or figure numbers in this manual.

W/DATE: Date wheel was manufacturedHUB DATE: Date and wheelshop when wheels were applied to axleOB CONE: Measure the journal diameter according to the AAR Manual of

Standards and Practices, Section G, Part IISPACER: Measure the journal diameter according to the AAR Manual of

Standards and Practices, Section G, Part IIIB CONE: Measure the journal diameter according to the AAR Manual of

Standards and Practices, Section G, Part IIUPSET: Is journal upset according to the AAR Manual of Standards and

Practices Section, G, Part II (Y or N)JOURNAL CONDITION: General condition of journalJOURNAL FRETTING Is a visibly polished groove on the journal where the inboard wear

ring is located (Y or N)GROOVE DEPTH: Depth of inboard wear ring groove into journal, if measurableWHEEL CONDITION AND WHY MADE CODE:

Condition and Why Made code of wheel

ADAPTER CONDITION: Condition of adapter, see the Field Manual of the AAR Interchange Rules, Rule 37

Defect Field Manual Rule

AAR Why Made Code Figure Number

Obsolete Material Rule 41 07 —Thin Flange Rule 41 60 —Vertical Flange Rule 41 62 4.51, 4.52High Flange Rule 41 64 4.51, 4.52Cracked or Broken Flange Rule 41 66 —Out of Round Rule 41 67 —Cracked or Broken Rim Rule 41 68 —Shattered Rim Rule 41 71 4.53Spread Rim Rule 41 72 4.56Thin Rim Rule 41 73 —Thermal Cracks Rule 41 74 4.54, 4.55Shelled Tread Rule 41 75 4.57Built-Up Tread Rule 41 76 4.57Grooved Tread Rule 41 77 4.58Slid Flat Rule 41 78 4.57Scrape, Dent, or Gouge in Wheel Surfaces Rule 41 80 4.60

AAR-MD11A BEARING INSPECTION INSTRUCTIONS

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SEGMENT 2.0 RP-6312/1/04

2.8.3 Shattered Rim

2.8.3.1 If the break shows a fracture as shown in Fig. 4.53, the wheel is said to have a shatteredrim.

2.8.3.2 If a circumferential crack is found on the front or back face of the rim, the wheel must beremoved from service. This type of crack is an indication of a shattered rim not yet fully developed.Wheels in road diesel and other services subject to shattered rim failure should be inspectedclosely for such cracks so that, when present, the wheel may be removed before a piece of treadactually breaks out.

2.8.4 Spread RimIf the rim widens out for a short distance on the front face, an internal defect may be presentand the wheel must be withdrawn from service (see Fig. 4.56). Spreading of the rim is usuallyaccompanied by a flattening of the tread and may or may not have cracks or shelling on thetread. This condition is probably associated with shattered rim. It is usually less than 12 in.long and should not be confused with the uniform curling over of the outer edge of the rimaround the entire wheel. This latter is a common service condition and is not a defect.

2.8.5 Sub-Surface DefectIf, during the turning of a wheel, voids or a laminated or flaky condition is disclosed under the sur-face, the wheel has a sub-surface defect. Unless this can be turned out, it should be scrapped, seeFig. 4.56.

2.8.6 Shelled Tread

2.8.6.1 When pieces of metal break out of the tread surface in several places more or less contin-uously around the rim, the wheel has a shelled tread (see Fig. 4.57). Unless this defect has pro-gressed too far, it can generally be turned out, but care must be taken that all evidence of thedefect is eliminated before returning such wheels to service.

2.8.6.2 In services where excessive shelling occurs, it is recommended that remedial measures betaken. Contributing factors include poor track, excessive speed, excessive loads or the use ofwheels of insufficient hardness.

2.8.7 Thermal Cracks

2.8.7.1 Thermal cracks are caused by intense brake heating. They occur cross-wise on the treadand may be confined to tread or flange or, in extreme cases, may go through the entire tread andinto the plate (see Figs. 4.54 and 4.55). True thermal cracking is a serious defect, and in any stageof development it is cause for the immediate removal of the wheel from service.

2.8.7.2 Many shallow thermal cracks can be removed by machining, but extra care must be usedto make certain the crack has been completely eliminated in the operation.

Out of Gauge Rule 41 81 4.29, 4.31, 4.32, and 4.33

Cracked or Broken Plate Rule 41 83 4.59Holes in Plate Rule 41 84 —Loose Rule 41 85 —Big Bore Rule 41 86 —Insufficient Hub Wall Thickness Rule 41 87 —Sub-Surface Defect Rule 41 88 4.56

Defect Field Manual Rule

AAR Why Made Code Figure Number

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SEGMENT 2.0RP-6312/1/04

2.8.7.3 If a wheel is found with a radial crack on the back or front face of the rim, it should beremoved from service under the thermal crack rule. Such cracks often originate in hot stampmarks, lathe dog or chuck marks, or miscellaneous nicks or surface defects on the rim faces. Theytend to progress and may ultimately lead to wheel failures as shown in Fig. 4.55.

2.8.7.4 In classes of service where excessive thermal cracking occurs in wheels, heat-treatedwheels of lower carbon content have proven helpful in overcoming the defect.

2.8.7.5 Brake shoe heating frequently produces a fine network of superficial lines or heat checksrunning in all directions on the surface of the wheel tread (see Fig. 4.54). This is sometimes associ-ated with small skid burns. It should not be confused with true thermal cracking and is not nor-mally a cause for wheel removal.

2.8.7.6 Another tread condition is known as spalling. Spalling is the result of small portions ofmetal breaking out between or adjacent to fine thermal checks that, in turn, may be associatedwith small skid marks or “chain sliding.” While spalling is not considered a condemnable defect,many railroads remove such wheels from their own equipment and machine the treads down tosound metal. This would apply particularly to multiple-wear wheels and relatively new one-wearwheels.

2.8.8 Slid FlatA slid flat wheel is condemnable when the flat spot is 2 in. or over in length, measured circumfer-entially, or if there are two or more adjoining flat spots 1 1/2 in. or over in length (see Fig. 4.57).This applies to all kinds of wheels in freight car service.

2.8.9 Built-Up TreadA built-up tread is caused by metal from the tread or the brake shoe being heated to the plasticstate and then dragged or built-up around the tread. The condition is generally associated withsliding on the rail. Such wheels must be removed from service when buildup is 1/8 in. or higher.Examples of this defect are shown in Fig. 4.57. Turning the treads of such wheels requires specialattention and is hard on cutting tools. Experience indicates the cut will have to be made at least1/16 in. and preferably 3/32 in. to 1/8 in. below the lowest point on the tread.

2.8.10 Thin FlangeThe minimum flange thickness for steel wheels in service is 15/16 in. as determined by the gaugeshown in Figs. 5.8 and 5.10.

2.8.11 Vertical FlangeA wheel is condemnable for vertical flange when the gauge applied, as in Figs. 4.51 and 4.52. con-tacts the throat side of the flange 1 in. above the tread.

2.8.12 High FlangeThe maximum flange height for steel wheels in service is 1 1/2 in. measured as shown in Figs. 4.51and 4.52.

2.8.13 Cracked or Broken FlangeCracked or broken flanges are rare on steel wheels. When they do develop, the wheel is condem-nable and must be removed immediately.

2.8.14 Cracked or Broken RimChips broken from the uniform curling over of the outer edge of the rim around the entire wheelare not considered a defect.

2.8.15 Cracked or Broken PlateA wheel with a cracked plate must be condemned. Cracks in the plate develop due to stresses fromservice loads and braking in combination with internal stresses in the wheel and possibly surfacedefects in areas subject to high stresses. Most plate cracks are progressive in nature and it is

2/1/04 G-II–35


SEGMENT 2.0 RP-6312/1/04

important they be detected in their early stages. Fig. 4.59 shows a typical plate crack that has notextended into the rim section at either end.

2.8.16 Holes in PlateWheels with holes in the plate or showing evidence of application of a torch or electric arc are con-demnable and must be withdrawn from service.

2.8.17 Loose or Out of Gauge

2.8.17.1 Wheels must be removed from service if they show indications of being loose on axles.Indications of a loose wheel may be back-to-back measurement exceeding the limits of 52 15/16 in.minimum to 53 3/8 in. maximum and movement on the wheel seat.

2.8.17.2 Wheels must have gauge measurements in accordance with Figs. 4.30 through 4.33.

2.8.18 Grooved TreadWheels that have circumferential groove or grooves in tread to a depth of 1/8 in. or more must beremoved from service (see Fig. 4.58). Wheels having this defect may be reclaimed by turning, pro-vided the grooves are completely removed.

2.8.19 Scrape, Dent, or Gouge in Wheel SurfacesWheels with a scrape, dent, or gouge more than 1/8 in. deep are condemnable (see Fig. 4.60). Thesedefects create stress risers that can cause wheel failures.

2.8.20 Wheels That Have Been Overheated

2.8.20.1 Wheels that have been overheated as a result of being in a fire must be scrapped. Caremust be exercised not to overheat wheels and axles if an open flame is used to thaw out contents ofcars. Such overheated wheels would be condemnable.

2.8.20.2 Wheels removed from service as a result of Why Made Code 23 shall be immediatelystenciled in 1-in. letters “OVERHEATED SCRAP” on the inside of both wheel plates and bescrapped at the wheel shop.

2.8.20.3 Wheel out-of-round is detected by a wheel impact load detector reading greater than90,000 lb for a single wheel and verified by an AAR-approved gauge or other suitable device. Thedetector used must reliably measure peak impacts and provide a printed record of such measure-ments. The verified out-of-round “runout” must exceed 0.070 in. Wheels with condemnable slid flatspots are handling line responsibility and must not be billed as out-of-round.

2.9 Ultrasonic Inspection of Reprofiled WheelsFor detecting internal discontinuities in the rim of all freight car railroad wheels, ultrasonicinspection shall be made by either the procedures shown below or by an AAR-approved equivalent.Equipment used in these procedures shall comply with the following requirements.

Each wheel shop having a status code of 5, 6, or 6A shall maintain a documented test method andprocedures for ultrasonic inspection of all freight car railroad wheels manufactured under theAAR Manual of Standards and Recommended Practices, Section G, Specification M-107/208.

2.9.1 Equipment

2.9.1.1 The equipment used shall be an ultrasonic pulse echo broadband instrument.

2.9.1.2 The transducer used shall operate at a frequency of 5 MHz nominal and shall be of thetype whose composition and dimensions are appropriate for the test method used.

2.9.1.3 The ultrasonic inspection shall be performed with a system incorporating an automaticflaw alarm. The system shall produce indications from all rejectable flaws with a signal-to-noiseratio of 15 dB or greater at all depths between 1/2 in. and 2 in.

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SEGMENT 2.0RP-6312/1/04

2.9.1.4 A suitable couplant shall be used between the test surface and the transducer. The cou-plant shall be free of air bubbles. Rust inhibitors, softeners, and wetting agents may be added tothe couplant.

2.9.2 Time of InspectionInspection shall be performed after final machining.

2.9.3 Calibration

2.9.3.1 Calibration shall be conducted using a reference standard of a wheel or portion of a wheelrim containing simulated defects or other AAR-approved procedure.

2.9.3.2 For radial testing, the reference standard shall include 1/8-in.-diameter flat-bottom holesgenerated from the inside diameter of the rim perpendicular to the tread surface. A minimum ofthree holes will be located 1 in., 2 1/4 in., and 3 1/2 in. from the front face of the rim to ensure cov-erage over the width of the tread. See Fig. 2.8.

Radial rim test, volumetric coverageParagraph 2.9.3.2

Fig. 2.8

��

��

��

Typical Reference Standard for Rim Tread Ultrasonic Test

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SEGMENT 2.0 RP-6312/1/04

2.9.3.3 A distance amplitude correction (DAC) shall be used for radial testing of wheels. Holesshall not be located close to each other so as to impede the response from each hole individually.The holes for the DAC generation shall be located at depths to accommodate the individual sys-tem’s response including at least two holes at 1 in. and 2 in. deep. See Fig. 2.9.

Radial rim test, distance amplitude correctionParagraph 2.9.3.2

Fig. 2.92.9.3.4 Alternate calibration standards may be used when authorized by the AAR WABL Com-mittee. Wheel shop shall document and demonstrate the correlation between the 1/8-in.-diameterflat-bottom hole and the proposed alternate standard.

2.9.3.5 Reference standards for the inspection of wheels shall be made from rim-treated wheelsteel, wrought or cast. Reference standard need not be the same AAR design as the wheels beinginspected.

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G-II–38 2/1/04


SEGMENT 2.0RP-6312/1/04

2.9.4 RecalibrationConduct ultrasonic calibration to ensure system conformance to required specifications. Check theultrasonic system and calibration of the instrument per documented procedures using calibrationstandard when any of the following occurs:

• Damage to any part of the ultrasonic system• Change in transducers, cables, and other accessories• Loss of power or equipment malfunction• Whenever ultrasonic instrumentation is first turned on

2.9.5 System Verification and Test Results Validation

2.9.5.1 Conduct ultrasonic calibration checks to ensure system conformance to required specifica-tions.

2.9.5.2 System calibration must duplicate normal practices, including surface condition and cou-plant, and be verified per documented procedures using calibration standard at least every 8 hoursof operation. If the results from system verification are outside of system tolerance, assessment ofprevious inspections must be made and appropriate action taken. Action taken is to be supportedby wheel reinspection data.

2.9.5.3 Records shall be maintained of system calibration and system verification.

2.9.6 Scanning

2.9.6.1 Wheels shall be inspected radially from the tread surface.

2.9.6.2 One or more transducers shall be designed and located to give maximum volumetric cov-erage of the rim cross-section radially.

2.9.6.3 Scanning speed shall permit detection of reference standards at calibration level for auto-mated or semi-automated systems. Manual scanning techniques shall result in the detection of thereference standards at all times.

2.9.7 Rejection

2.9.7.1 Any wheel with a flaw indication equal to or larger than 50% of the reference standard atthe estimated discontinuity depth shall be cause for rejection. All rejected wheels must bescrapped.

2.9.7.2 Ultrasonic indications that result from wheel geometry or spurious electrical signals shallnot be valid cause for rejection.

2.9.8 Ultrasonic Nondestructive Testing Personnel Requirements

2.9.8.1 All personnel engaged in nondestructive testing will be qualified to NDT Level I accordingto the qualification requirements as defined by the American Society for Nondestructive TestingRecommended Practice SNT-TC-1A, latest edition.

2.9.8.2 All personnel conducting inspection setups and machinery setups will be trained andqualified to meet the criteria for NDT Level II for nondestructive testing as defined by the Ameri-can Society for Nondestructive Testing Recommended Practice SNT-TC-1A, latest edition.

2.9.8.3 Each wheel shop will employ the services of an individual who will be trained and quali-fied to meet the criteria for NDT Level III for nondestructive testing as defined by the AmericanSociety for Nondestructive Testing Recommended Practice SNT-TC-1A, latest edition.

2/1/04 G-II–39


SEGMENT 2.0 RP-6312/1/04

2.10 Ultrasonic Inspection of Wheels in ServiceFor detecting internal discontinuities in the rim of all freight car railroad wheels, radial ultrasonicinspection may be performed using either the procedures shown below or an AAR-approved equiv-alent.

2.10.1 EquipmentThe equipment used must produce an indication from a rejectable flaw with a signal-to-noise ratioof 15 dB or greater.

2.10.2 Calibration

2.10.2.1 Calibration shall be conducted using a flat, stainless steel (ASTM Grains size of 5, mini-mum) reference standard with 1/8-in.-diameter flat-bottomed holes at 1/4-in.-depth incrementsthat completely span the range of testing depths. Distance amplitude correction (DAC) shall beused. The couplant used must be the same as that used during testing.

2.10.2.2 Whenever a rejectable indication is found, the calibration must be immediately verifiedagainst the reference standard defined above.

2.10.3 Rejection

2.10.3.1 Any wheel with a flaw indication equal to or larger than 50% of the reference standardat the estimated discontinuity depth shall be cause for rejection as long as they are not within3/8 in. of the tread surface.

2.10.3.2 Ultrasonic indications that result from wheel geometry or spurious electrical signalsshall not be valid cause for rejection. Ultrasonic indications within 3/8 in. of the tread surface arenot cause for concern and cannot be present in a signal when making a determination for rejection(See Fig. 2.10).

2.10.4 Ultrasonic Nondestructive Testing Personnel RequirementsAll personnel engaged in nondestructive testing will be qualified to NDT Level I according to thequalification requirements as defined by the American Society for Nondestructive Testing Recom-mended Practice SNT-TC-1A, latest edition.

G-II–40 2/1/04


SEGMENT 2.0RP-6312/1/04

Ultrasonic Indication Depth DeterminationWhy Made Code 89

Paragraph 2.10.3Fig. 2.10

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Example of a typical signal from a condemnable defect shown on a display where the ultrasonic device was calibrated to show 1/8-in.-diameter flat-bottomed hole reflections at 100% screen height. The bottom scale is in inches and represents the depth of the defect giving the ultrasonic reflection.

In this case, the defect is deeper than 3/8 in. and gives an indication of 58% of a 1/8-in. flat-bottomed hole.

Example of a typical signal near a shelled or spalled area on the tread (not always visible on the surface). This defect is not condemnable since it is present at a depth of 1/8 in. below the tread surface.

The 56% peak is a multiple reflection from the 1/8-in.-deep shell or spall. Wheels cannot be rejected where there is a screen indication present at a depth of less than 3/8 in.

2/1/04 G-II–41


SEGMENT 3.0 RP-6322/1/04

3.0 GENERAL REQUIREMENTS AND INFORMATION

3.1 Wheel, Axle, and Bearing Failure Reports

3.1.1 Failed Axle ReportReports of failed axles are to be submitted on the form shown in Fig. 4.72.

3.1.2 Failed Wheel ReportReports of failed wheels are to be submitted on the form shown in Fig. 4.73.

3.1.3 Roller Bearing Hot Box and Shop Inspection ReportReports of overheated roller bearings are to be submitted on form shown in Fig. 4.76 (as noted inParagraph 2.5.4 of this manual).

3.1.4 AAR Wheel Procurement FormReports of wheels purchased annually are to be submitted on form shown in Fig. 4.78.

3.2 Handling, Shipment, and Storage of Wheels and Axles

3.2.1 Wheel platforms and shops should be of sufficient size and arranged to facilitate the storingof loose wheels according to kind, class, nominal diameter, car capacity, etc., and the storing ofaxles according to type and nominal size.

3.2.2 Wheels and axles should be used in the same order as received so they do not become exces-sively rusted in storage.

3.2.3 Storage tracks for serviceable wheels mounted with roller bearings in place must bearranged so the flanges of one pair of wheels cannot strike the adjacent roller bearing housing orthe body of the adjacent axle. A suitable storage track arrangement is illustrated in Fig. 4.74.

3.2.4 Special wheel cars should be provided for shipping mounted wheels between wheel shopsand repair points. The AAR Open Top Loading Rules Manual illustrates approved methods of load-ing. Such cars have proved to be more reliable than the use of blocking in preventing axles frombecoming damaged in transit.

3.2.5 When necessary to use an acetylene torch near axles, precautions should be taken to pre-vent intense localized heating of any part of the axle, wheels, or any of the truck parts. These partsshould be adequately protected from the torch by asbestos board or heavy asbestos paper with pro-vision for proper air space to prevent any excessive heating.

3.2.6 When handling pairs of mounted wheels, care should be taken that handling devices do notdamage the roller bearings.

G-II–42 2/1/04


SEGMENT 3.0RP-6322/1/04

3.3 Wheel and Axle Specifications and Designs

3.3.1 The material specifications covering the various kinds of wheels and axles are published inthe AAR Manual of Standards and Recommended Practices, Section G. These may be purchasedfrom the Publications Department, Transportation Technology Center, Inc., P.O. Box 11130, 55500DOT Road, Pueblo, CO 81001.. These specifications are as follows:

3.3.2 Wrought steel wheels are made to AAR Specification M-107. Cast steel wheels are made toAAR Specifications M-208. Both specifications cover four classes of heat-treated wheels (A, B, C,and L, designating the carbon content of the steel). Class A indicates a relatively low carbon steelwheel; Class B, an intermediate carbon steel wheel; Class C, a relatively high carbon steel wheel;and Class L, a carbon content lower than Class A. Heat treatment of steel wheels is by quenchingthe rim only. The quenching is followed by tempering. Rim-quenched steel wheels formerly wereidentified by stamping or casting the letter “R” following the class letter (except this was omittedon steel wheels for locomotives). Since 1967, the “R” has been omitted on steel wheels.

3.3.3 The service for which the various classes of wrought and cast steel wheels are generallyintended is described in Specification M-107/208.

3.3.4 The information included in the markings applied to wheels and the location of such mark-ings is shown in Fig. 4.73.

3.3.5 The tape size of wheels is paint-stencilled on the back plate with figures at least 1 in. high.

3.3.6 The markings to designate the class and the method of heat treatment are as follows:

Untreated wheels (Class U) were not marked for class prior to April 1, 1978. The marking require-ments for wheel designs are shown in Fig. 4.73.

SpecificationNo. Description

M-101 Axles, Carbon Steel, Heat TreatedThis specification covers heat-treated axles (up to and including those 6 1/2-in. nominal diameter at the center) and heat-treated axles of all sizes for locomotives (material only), passenger cars, and freight cars.

M-107/208 Wheels, Carbon SteelThis specification covers wrought and cast-carbon steel wheels for locomotives and cars.

U Class U, untreated (not produced for interchange service after March 31, 1989)A Class A, rim treatedAEa/

a/ Note: E designation is not used after 4/1/78.

Class A, entire wheel treated (wrought only)B Class B, rim treatedBEa/ Class B, entire wheel treated (wrought only)C Class C, rim treatedCEa/ Class C, entire wheel treated (wrought only)L Class L, rim treatedLEa/ Class L, entire wheel treated (wrought only)

2/1/04 G-II–43


SEGMENT 3.0 RP-6322/1/04

3.3.7 The following abbreviations have been used to designate the brand of manufacturer; how-ever, in 1978, the letter “W” was added after all single-character brands (for wrought steel wheels)(e.g., EW for Edgewater).

Aa/

a/ Note: No longer in production.

ArmcoAW SCAW Metals Ltd. (South Africa)Ba/ Bethlehem (BW)Ca/ U.S. Steel Corp.—Pittsburgh Plant (Carnegie) (CW)DW Zelezarny Adratovny (Czech Republic)E Edgewater (EW)F Valdunes—Dunkerque Plant (France) (FW) (previously Creusot-Loire)FMa/ Fundiciones De Hierro y Acero (Mexico)Ga/ U. S. Steel Corp.—Gary PlantJ Sumithmo (Japan) (JW)KWb/

b/ Note: No longer AAR approved.

Kiockner (W. Germany)L Lovere (Italy) (LW) (previously Italsider) (previously Term) MW Mafersa (Brazil)Pa/ British Steel—Templeborough and Icides Work (England)PT ABB British WheelsetsQW Construcciones y Auxiliar de Ferrocarriles (Spain)RW SMR Rolling Stock Assemblies (Romania)S Standard Steel Division (SW)T ADtranz (previously British Steel)—Trafford Park Works (England) (TW)V Valdunes—Valenciennes Plant (France) (VW) (previously Usinor) (see F above)WI Ministry of Railways (India)Za/ Canadian Steel Wheel Division (ZW)The following cast abbreviations are used on the plate to designate the brand of the manufacturer; however, after about April 1,1978, two characters are used.GCa/ Griffin, Chicago PlantGC Griffin, Columbus PlantGLa/ Griffin, Colton PlantGYa/ Griffin, St. Hyacinthe Plant GI Griffin, Kansas City PlantGT Griffin, Winnipeg PlantGBa/ Griffin, Bensenville Plant GS Griffin, Bessemer PlantGK Griffin, Keokuk PlantSJa/ Abex, Johnstown Plant CZ Iochpe—Maxion, (Brazil)SO ABC Rail (previously Abex), Calera PlantCa/ Abex Rail, Calera Plant

The letters C, S, or T directly precede the wheel serial number for wheels manufactured prior to about April 1978Sa/ Abex, St. Louis Plant

Ta/ Abex, Toledo Plant

G-II–44 2/1/04


SEGMENT 3.0RP-6322/1/04

3.3.8 Axles were formerly identified by stamping on the wheel seat collar. However, current spec-ifications require stamping on the end face for freight car roller bearing designs and stamping onan undercut shoulder at the journal end for passenger car roller bearing designs. Stamping detailsare shown in Fig. 4.9.

3.3.9 The loading rating of the designs of freight car axles, when used under freight cars, shouldbe as follows:

Cars with rail loads in excess of 65,750 lb per axle cannot be operated in unrestricted interchange.However, they may be permitted under controlled conditions where special agreement has beenreached between participating railroads to so handle.

3.3.10 When axles corresponding to the passenger car axle design, as shown in paragraph 4.0,are used on new cars in passenger car service, the load rating of the individual axles should be asfollows:

Table 3.1 Load ratings for freight car axles

AAR AxleDesignation

Journal Size(in.)

Load Carried by Each Axle (Two Four-Wheel Trucks)

(lb)

Maximum Weight on Rail of Car and Load Based on Four Wheel Trucks

(lb)E 6 × 11 52,500 220,000

F 6 1/2 × 12 68,750 286,000

G 7 × 12 76,000 315,000

K 6 1/2 × 9 68,750 286,000

L 6 × 8 52,500 220,000

M 7 × 9 76,000 315,000

Table 3.2 Load ratings for passenger car axles

AAR AxleDesignation

Journal Size(in.)

Capacity for Axles for Normal Maximum Operating Speeds ofUp to and Including 85 mph 86 mph to 100 mph

D 5 1/2 × 10 36,000 lb 34,000 lb

E 6 × 11 45,000 lb 42,500 lb

F 6 1/2 × 12 54,000 lb 51,000 lb

2/1/04 G-II–45


SEGMENT 4.0 RP-6332/1/04

4.0 FIGURES FOR SEGMENTS 1., 2.0, AND 3.0

Dimensions of raised wheel seat roller bearing axles for freight carsRule 1.1.2

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Dimensions (in. unless otherwise noted)B C D E G H I J K M N O R Ta/

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8 3/4 7 7/8 7 3/8 62 1/2 79 87.156 2 1/8 1 1/8–7 69.294 2 1/8 8.931 0.250± 0.020

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L 6 × 8 4.457 3.293 7 5/8 3 Max 5.6915Min 5.6905

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8 1/4 7.5/16 6 7/16 62 1/2 78 85.500 1 15/16 1–8 69.086 2 8.207 — —

M 7 × 9 4.750 3.500 7 5/8 3 Max 6.5040Min 6.5030

7.5327.530

9 1/2 8 9/16 8 62 1/2 79 87.500 2 1/8 1 1/8–7 69.500 2 1/8 9.000 — —

Notes:1. Dimension I tolerance is ±0.015.2. Maximum allowable runout between G and I is .008 in. total dial indicator.3. Maximum allowable runout between G and I is .008 in. total dial indicator.4. For 7 in. × 12 in. journals, end chamfer is 4° 15 ft 5/8 in. ± 1/8 in.5. Required for press fit of roller bearing backing ring where the H diameter is

toleranced. Finish to 125 microinch maximum when toleranced.6. Dimension W cannot exceed the tolerance limits of the gauge shown for

Fig. 5.26.

7. Runout on journal surface G, when rotated on centers, must not exceed .015 in. total dial indicator.

8. Dimensions B and N are considered engineering data for truck design and do not necessarily agree with axle manufacturing tolerances.

9. Journal finish must not exceed 63 microinch, if ground or turned only. If turned and rolled, the turned finish must not exceed 125 microinch and the rolled finish must not exceed 16 microinch.

CHECK LOCATION WITH GAUGE SHOWN IN FIG. 5.12

G-II–46 2/1/04


SEGMENT 4.0RP-6332/1/04

Dimensions of raised wheel seat roller bearing axles for freight carsRule 1.1.2

Fig. 4.2

Axle Class

Journal Size

Dimensions, in.

A B1 B2 C D DI DJ E F G H I II J K L M N O P R Ta/

a/ Dimension T is tap size

U V

D 5 1/2 × 10 1/2 4 1/16 5 1/2 1 3/4 8 1/8 1/2 23/32 3 5 1/16 Max 5.1915Min 5.1905

6 3/8 7 7 3/8 6 3/4 5 7/8 45 1/4 62 1/2 77 86 1/8 4 9/16 1 3/4 7/8–9 66 1 7/8

E 6 × 11 1/2 4 1/2 5 5/16 113/16

8 5/8 1 3/4 3/4 3 5 9/16 Max 5.6915Min 5.6905

7 7 5/8 8 7 3/16 6 7/16 41 3/4 62 1/2 78 88 5 11 5/16 1–8 66 1/8 2

F 6 1/2 × 12 1/2 4 13/16 6 7/16 11 3/16 8 5/8 1 3/4 3/4 3 6 1/16 Max 6.1915Min 6.1905

7 1/2 8 1/8 8 1/2 7 13/16 7 3/8 41 3/4 62 1/2 79 89 5/8 5 5/16 2 1/8 1 1/8–7 66 1/8 2 1/8

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Notes:1. Dimension I tolerance is ±0.015.2. Maximum allowable runout between G and H is .006 in. total dial indicator.3. Maximum allowable runout between G and I is .008 in. total dial indicator.4. When required for press fit of roller bearing backing ring, the H diameter is

toleranced.5. Check converted axles with gauge shown in Fig. 5.26.6. Runout on journal surface G, when rotated on centers, must not exceed

.015 in. total dial indicator.

7. When black collar axles are being machined, the end chamfer shall be machined to the tolerances shown in Fig. 4.1.

8. Journal finish must not exceed 63 microinch, if turned or ground only. If turned and rolled, the turned finish must not exceed 125 microinch and the rolled finish must not exceed 16 microinch.

2/1/04 G-II–47


SEGMENT 4.0 RP-6332/1/04

Journal dimensions for raised wheel seat roller bearing passenger car axlesRule 1.1.2

Fig. 4.3

Axle Class

Journal Size

Dimensions, in.A B1 B2 C D F G H Ia/

a/ Dimension I tolerance is ± 0.015.

L M N O P Q R S Tb/

b/ Dimension T is tap size

UD 5 1/2 × 10 1 1/16 3 11/16 4 7/8 2 1/8 7 7/8 5 7/16 Max 5.504

Min 5.5036.7036.701

7 9/16 47 1/4 63 77 86 1/2 4 3/4 1 1/2 1 1/2 4 1/2 3/4–10 67 1/4

E 6 × 11 15/16 4 3/16 5 3/8 2 3/8 7 5/8 5 15/16 Max 6.004Min 6.003

7.2507.249

8 1/4 47 1/4 62 1/2 78 88 1/4 5 1/8 1 1/2 1 3/4 4 1/2 7/8–9 67 1/4

F 6 1/2 × 12 1 1/8 4 3/4 5 15/16 2 7/16 7 1/2 6 7/16 Max 6.504Min 6.5003

7.9067.905

8 3/4 47 1/4 62 1/4 79 90 3/4 5 7/8 1 1/2 1 15/16 4 1/2 7/8–9 67 1/4

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G-II–48 2/1/04


SEGMENT 4.0RP-6332/1/04

Shop limits for roller bearing axlesRules 1.1.2 and 1.2.1

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Journal Size

A B D I K U

Minimum MinimumBlack Collar, Freight Car,

Minimum

Raised Wheel SeatFreight or Passenger

Cars, MinimumD 5 1/2 × 10 11 13/16 19 15/16 19 7/16 6 3/4 7 3/16 5 3/4 65 7/8E 6 × 11 12 3/4 21 3/8 20 3/8 7 3/8 7 7/8 6 5/16 66F 6 1/2 × 12 13 9/16 22 3/16 21 3/16 7 7/8 8 3/8 6 3/4 66G 7 × 12 13 3/8 — 21 — 9 1/4 7 7/8 67K 6 1/2 × 9 12.238 — 19.953 — 8 3/8 6 3/4 69.169

Notes:1. See paragraph 5.0 for wheel seat, journal, dust guard, and seat and

fillet gauges.2. A smooth cutting file or other suitable tool should be used to break

corners where 1/16 in. radius is shown.3. Secondhand black collar axles, when remachined, may not exceed

Dimension A by more than 1/4 in.

4. See Fig. 4.5 for the method of measuring roller bearing journals, Dimension G.

5. Maximum allowable runout between G and H is .008 in. total dial indicator.

6. Maximum allowable runout between G and I is .015 in. total dial indicator.

2/1/04 G-II–49


SEGMENT 4.0 RP-6332/1/04

Method of measuring roller bearing journalsRules 1.1.2, 1.2.4, 1.2.8, 1.8.2.2, and 1.2.7.2 and Paragraph 2.5.4.7

(For gauge, see Fig. 5.18)Fig. 4.5

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BEARING SEAT AREASDial or digital snap gauge must be rotated around the journal diameter at least 180° within the bearing seat locations to obtain the maximum and minimum journal diameters. The average diameter of each bearing seat must be within tolerances. Care must be taken when using temperature compensating snap gauges that rotation speed does not create sufficient heat, caused by friction, to affect the readings. There shall be no abrupt changes or steps over the length of the journal, including the tapered end, except that journal grooving from the inboard seal wear ring is permissible when repaired in accordance with Rule 1.2.8.

Journal Acceptance Toler-

ance for Secondhand Journal Diameter

Bearing Seat Locations (in.)(see Fig. 5.18 for location gauge)

Class Size Maximum Minimum A B C DFreight Car Axles

D 51/2 ×10 5.1920 5.1905 2 5/8 4 57/64 6 8 21/32E 6 × 11 5.6920 5.6905 2 7/8 5 13/64 6 9/16 9 5/16F 6 1/2 × 12 6.1920 6.1905 2 15/16 5 45/64 7 1/16 10 3/8G 7× 12 7.0045 7.003 2 3/8 5 5/16 6 1/2 9 13/16K 6 1/2 × 9 6.1915 6.1905 1 53/64 4 19/32 5 8 5/16

Amtrak AxlesD 5 1/2 × 10 5.5045 5.503 1 1/2 4 9/16 5 1/8 8 9/16E 6 × 11 6.0045 6.003 2 5 1/16 5 3/8 9 1/16F 6 1/2 × 12 6.5045 6.503 2 3/8 5 5/16 6 1/2 9 13/16

JOURNAL GROOVING FROM INBOARD SEAL WEAR RINGRule 1.2.8 gives the accept/reject criteria and process for repairing grooves in journals caused by inboard seal wear rings.

MEASURING FOR UPSET JOURNAL ENDSDial or digital snap gauge must be rotated 180° around the area where upsets occur. In order for a journal to be acceptable, the diameter in the area where upsets occur must never exceed 0.003 in. above maximum tolerance in the table above, but may be below the minimum tolerance. Upset ends over 0.003 in. may be corrected per Rule 1.1.5.

G-II–50 2/1/04


SEGMENT 4.0RP-6332/1/04

Journal qualification exampleRule 1.2.4

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2/1/04 G-II–51


SEGMENT 4.0 RP-6332/1/04

Gauge for checking axle fillet of roller bearing axles(Also see Fig. 5.18)

Rules 1.1.2, 1.2.4, and 1.8.2.2Fig. 4.7

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Note: The journal fillet area of a roller bearing axle is critical. To ensure proper fit and proper seating of the backing ring on the axle fillet, the journal fillet gauge must be used to check the fillet radius. If a 0.005-in. feeler gauge can be inserted more than 8 in. down from the dust guard seat at all points around the periphery, the axle fillet must be corrected.

G-II–52 2/1/04


SEGMENT 4.0RP-6332/1/04

Axle centersRules 1.1.2 and 1.1.4

Fig. 4.8

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2/1/04 G-II–53


SEGMENT 4.0 RP-6332/1/04

Note 1. Laboratory acceptance stamp—for use by purchaser to signify acceptance of axles so marked prior to shipment by producer.

Note 2. Serial number when specified (required after 1980)Note 3. Manufacturer name or brand:

BF Bumar Fablok S.A. (Poland)BSa/ Bethlehem Steel Corporation, Johnston PlantCAF Construcciones y Auxiliar de Ferrocarriles (Spain)CBa/ Cobrasma (Brazil)CF Valdunes, Dunkerque Plant (France) (previously Creusot-Loire)CHT Norinco-Jinxi (China)DDAP Dneproderzhinsk Axles (Ukraine)DSS JSC DneproSpetsStal (Ukraine)HM Huta Gliwice [previously Huta 1 Maya (Poland)]JAW Standard Forged Products—JohnstonKWa/ Kiockner (W. Germany)L Lucchini [previously Lovere (Italy)] (previously Italsider) (previously Terni)LCKZ LugCentroKuZ (Ukraine)LP Lucchini Poland (Poland)MKa/ Makrotek (Mexico)MRF Standard Forged Products—McKees Rocks ForgingsMWa/ Mafersa (Brazil)SCOT Scot ForgeSFC or SFa/ Standard ForgingsSSD Standard Steel DivisionSMI Sumitomo Metal Industries Ltd. (Japan)SPTa/ British Steel, Templeborough & Ickles Works (England)SW SWASAP (South Africa)—DorbylTa/ British Steel, Trafford Park Works (England)THM Taiyuan Heavy Machinery (PRC)

a/No longer in production.AAR standard axle markings (page 1 of 2)

Rules 1.1.2, 1.1.12, 1.1.13, and 1.2.7.5 and Paragraphs 2.1.2.5 and 3.3.8Fig. 4.9

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G-II–54 2/1/04


SEGMENT 4.0RP-6332/1/04

TW plusa/ Letter T and a number in a diamond. Hawker Siddeley Canada Inc., Trenton WorksUF Ural Forge (Russia)USS-Fa/ United States Steel Corporation Fairfield WorksUSS-Ga/ United States Steel Corporation Gary WorksUSS-Ha/ United States Steel Corporation, Homestead WorksV Valdunes, Valenciennes Plant (France) (previously Creusot-Loire)WAP Ministry of Railways (India)ZB Zelezarny A Dratovny (Czech Republic)

Note 4. Month and year madeNote 5. Letter “T” stamped adjacent to the heat number or the serial number. Axle has been ultrasonically inspected by

the manufacturer (stamping not required after 1980).Note 6. Grade of axle:

U UntreatedG Quenched and temperedF Double normalized and temperedH Normalized, quenched, and tempered

Note 7. Heat number Note: Stamping mounting information on axles in these locations was discontinued October 1, 1972.Note 8. Conversion date

Note 9. X (wheel shop symbol)Note 10. Converted axles must be stamped with the conversion date (Note 8. location) and the letter “X” followed by the

wheel shop symbol (Note 9. location). Manufacturer’s pertinent information must be reapplied to the end of axle, if available (Note 1. through Note 7.)

Note 11. Axles repaired by Specification M-967 processes must be stamped with the letter “V” followed by one or two sequential numbers identifying the journals repaired and by the AAR-assigned identifying marks (Note 11 location). Sequential odd numbers will be used to identify journal repairs and the end of axle on which markings are applied; sequential even numbers will be used for the other end. For example, “V1BW, V23BRX” means journal at marking end of axle repaired and followed later by both journals being repaired with journal at marking end being repaired a second time.

Note 12. Month and year repairedNote 13. Shops that finish-machine new axles, excluding wheel seats, will show the letter “Y” followed by the wheel shop

symbol (Note 12 location). Axle manufacturers that finish-machine axles will use the brand shown in Note 3 above.

General Notes:All marks will be deeply and legibly stamped with characters not less than 1/4 in. high.Manufacturer must finish turn one end of the axle for stamping.All elevations or irregularities should be filed or ground after stamping.The above are the minimum marking requirements, but the locations or individual items may vary from those illustrated.For marking Amtrak inboard roller bearing passenger car axles, see Fig. 4.13.Markings illustrated in the figure for roller bearing axles for freight cars show markings that may be on either new or old axles, depending on requirements in effect at the time the markings were applied.

a/No longer in production.AAR standard axle markings (page 2 of 2)

Rules 1.1.2, 1.1.12, 1.1.13, and 1.2.7.5 and Paragraphs 2.1.2.5 and 3.3.8Fig. 4.9

2/1/04 G-II–55


SEGMENT 4.0 RP-6332/1/04

Typical burnishing rollers for platted journalsRule 1.2.7.3

Fig. 4.10

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G-II–56 2/1/04


SEGMENT 4.0RP-6332/1/04

Check for bent axle—alternate methodRules 1.1.2 and 1.2.2

Fig. 4.11

Operation:1. Remove protective covers from rollers.2. Place the axle in the fixture so that rollers support the journal surface at a point as close as possible to the fillet.3. Attach the dial indicator to the stand and set it up to record readings about 1/4 in. to 1/2 in. from the end of the journal.

Plunger of indicator should be normal to the longitudinal centerline of the axle.4. Rotate the axle one or two turns to locate the low or minimum reading and set the dial indicator to zero at this point.5. Continue to rotate the axle in the same direction, noting indicator variation. At the end of each revolution, the dial will

return to zero if it has been set up properly.6. A maximum runout of 0.010-in. total indicator reading is allowed.

2/1/04 G-II–57


SEGMENT 4.0 RP-6332/1/04

Table of new and limiting dimensions for inboard roller bearing axleRule 1.1.2Fig. 4.12

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Notes:1. Oversize axles may be 0.030 in. larger than shown under Dimension I.2. Dimension O may be +1/32 in. or –3/63 in.3. Other axle dimensions are to be the same as for the inboard bearing axle, Fig. 4.13

Journal Size (in.)

Road Limits (in.)a/

When Less Than

a/ Requires the removal of the axle from service.

Shop Limits (in.)b/

When Less Than

b/ Axles must not be applied in passenger service or under foreign equipment if not within these limits.

New Dimensions (in.)c/

c/ See Note 1 and Note 2.

I K I U O K I J K G H O U6 1/2 × 12 5 7/8 6 1/8 5 7/8 35 7/16 70 61/64 6 1/8 6 1/8 6 5/8 6 1/4 6.1915

6.19056.5026.500

71 35 1/2

G-II–58 2/1/04


SEGMENT 4.0RP-6332/1/04

Journal dimensions for Amtrak inboard roller bearing passenger car axlesRule 1.1.2Fig. 4.13

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2/1/04 G-II–59


SEGMENT 4.0 RP-6332/1/04

Recommended procedure for checking magnetic particle solution for concentration and contaminationRules 1.1.8 and 1.7.2

Fig. 4.14

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1. Solution should be checked weekly and immediately after each recharging.2. Solution should be agitated for at least 20 minutes and run through the hose and nozzle for 30 seconds. Then obtain a

sample per the centrifuge tube above. Allow the bath to settle. Depth of settling should be .1 mL to .3 mL. Note: Contaminates should not be considered as part of the solution but are to be noted when checks are made. Concentration and contamination for bath solution can be readily observed when the settling tube is exposed to ultraviolet light.

3. When the bath solution becomes contaminated to the extent that the detectability test in Rule 1.1.8 cannot be met, the bath solution must be changed.

4. The concentration and contamination readings obtained are to be shown on record per Rule 1.7.2 and Fig. 4.71.

G-II–60 2/1/04


SEGMENT 4.0RP-6332/1/04

Recommended method for checking boring millRule 1.3.2 and Paragraph 2.2.2

Fig. 4.15

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Maximum total dial indicator runout 0.008 in.Position of indicating gauge in checking for concentricity of wheel bore

Maximum total dial indicator runout 0.015 in.Position of indicating gauge in checking for diagonal bore

2/1/04 G-II–61


SEGMENT 4.0 RP-6332/1/04

Set-up for grinding boring mill chuck jawsRule 1.3.2 and Paragraph 2.2.2

Fig. 4.16

G-II–62 2/1/04


SEGMENT 4.0RP-6332/1/04

Back hub entry chamferRule 1.3.5Fig. 4.17

A 1/8-in. radius may be provided in lieu of the chamfer as shown.

2/1/04 G-II–63


SEGMENT 4.0 RP-6332/1/04

List of wheels intended for freight and passenger car serviceRule 1.4.7Fig. 4.18

Wheel Design Designation

Rim TypeCapacity

(ton)

MaximumFinish Bore

(in.)

MinimumHub Wall Thickness

(in.)Wrought CastList of Wheels Intended for Freight Car Service

A-28 CA-28 MW 100 8 7/8 1 1/8CB-28 1W (Not over 24,375 lb

per wheel)8 3/8 1 1/8

CD-28 1W 8 3/8 1 1/8E-28 CE-28 1W 8 3/8 1 1/8A-30 CA-30 MW 100 8 7/8 1 1/8

AX-30 CAX-30 MW 50 7 11/16 1A-33 CA-33 1W 50 7 11/16 1G-33 CG-33 MW 50 to 100 9 1/4 1 1/8J-33 CJ-33 1W 50 to 70 8 3/8 1 1/8K-33 CK-33 2W 50 7 11/16 1M-33 CM-33 2W 50 to 70 8 3/8 1 1/8N-33 CN-33 MW 50 7 11/16 1P-33 CP-33 MW 50 to 100 9 5/8 1 1/8R-33 CR-33 MW 70 8 3/8 1 1/8H-36 CH-36 1W 100 8 7/8 1 1/8J-36 CJ-36 2W 100 8 7/8 1 1/8K-36 CK-36 MW 100 8 7/8 1 1/8B-38 CB-38 1W 125 9 5/8 1 1/4C-38 CC-38 2W 125 9 5/8 1 1/4D-38 CD-38 MW 125 9 5/8 1 1/4

List of Wheels Intended for Passenger Car ServiceA-32 CA-32 MW 6 1/8 1 1/16A-34 CA-34 MW 9 1/4 11 /8A-36 CA-36 MW 7 3/4 1B-36 CB-36 MW 8 1/2 1 1/8C-33 CC-33 MW (Not over 22,125 lb

per wheel)7 3/4 1

D-36 CD-36 MW 8 1/2 1 1/8E-.36 CE-36 MW 10 1/4 1 3/8G-36 CG-36 MW 8 1/2 1 1/8M-36 CM-36 MW (See the Manual of Standards and Recommended

Practices, Section G, Standard S-657, for other data)

G-II–64 2/1/04


SEGMENT 4.0RP-6332/1/04

Wheel mounting pressures, tonsRules 1.3.4 and 1.4.1 and Paragraph 2.3.4

Fig. 4.19

Table 4.1 Mounting pressures

Class of Axle Journal Size (in.)Steel Wheels

Min MaxD 5 1/2 × 10 (50-ton wheel) 80 130D 5 1/2 ×10 (70- ton wheel) 85 150

E and L 6 × 11 85 150F and K 6 1/2 × 12, 6 1/2 × 9 90 160G and M 7 × 12 100 170

F Passenger Car 6 1/2 × 12 inboard bearing axle 70 120

Table 4.2 Mounting pressures for WC-10 wheel mounting compounds only

Class of Axle Journal Size (in.)Steel Wheels

Min MaxD 5 1/2 × 10 92 150

E and L 6 × 11 92 150F and K 6 1/2 × 12, 6 1/2 × 9 98 160G and M 7 × 12 108 170

F Passenger Car 6 1/2 × 12 inboard bearing axle 70 120Note: Mounting pressures outside the limits shown above indicate improper interference fit or improper lubricant ,and corrections must be made.

2/1/04 G-II–65


SEGMENT 4.0 RP-6332/1/04

Identification of wheel fit pressure diagramRule 1.4.1Fig. 4.20

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G-II–66 2/1/04


SEGMENT 4.0RP-6332/1/04

Constructing and Using a Typical Wheel Mounting Template1. Using a current wheel mounting chart, measure the distance “A” from the origin of the mounting diagram to the horizontal

return line. This represents the width of interference fit between the wheel and the axle.2. Calculate the distance B. (B = .25 A)

3. Draw the following diagram on a piece of mylar or other suitable dear plastic. Use a black pen for the coordinates and return line (solid lines) and a pencil for all other lines (dashed).

4. Using a red pen, draw in the dashed lines shown in the figure below. Draw in the dash-dotted line with a green pen and the dotted lines with a blue pen.

Constructing and using a typical wheel mounting template (page 1 of 2)Paragraph 2.3.5

Fig. 4.21

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2/1/04 G-II–67


SEGMENT 4.0 RP-6332/1/04

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An example of an ideal mountRule 1.4.1 and Paragraph 2.3.5

Fig. 4.22

Example of an acceptable amountRule 1.4.1 and Paragraph 2.3.5

Fig. 4.23

5. Erase all pencil lines.

Constructing and using a typical wheel mounting template (page 2 of 2)Paragraph 2.3.5

Fig. 4.21

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Example of an ideal mount. There are no discontinuities and the tonnage builds up smoothly and fairly linearly throughout the mount. Note that the slope starts out near zero to slightly positive for the first 10%–20% and then gradually increases until mounting is complete.

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Example of an acceptable amount whose tonnage dropped off in excess of 15 ton but not until after 75% of the fit was achieved. The shape of this chart is indicative of too much mounting compound or a negative taper near the end of the wheel seat and/or bore. Distribution of the radial clamping force over the length of fit is more important than the degree of fit lost at the end of the mount. The “jog” in the middle of the mount is transient in nature, drop-off less than 2 ton, and is imperceptible on most mounting charts.

G-II–68 2/1/04


SEGMENT 4.0RP-6332/1/04

Example of an acceptable mountRule 1.4.1 and Paragraph 2.3.5

Fig. 4.24

Example of a misfit where the final tonnage is not concise.Rule 1.4.1 and Paragraph 2.3.5

Fig. 4.25

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Example of an acceptable mount that exhibits both “slip-stick” and spiking. “Slip-stick” is a product of incompatible surface finish between the wheel bore and axle seat. It does not cause false tonnage or alter the dependability of the mount in any way. It is acceptable provided the wheels are centered and in gauge, the lowest concise tonnage is above minimum allowed, and it does not occur until after the wheel is over 75% mounted.

Depending on surface finish and lubrication, it is normal for the coefficient of static friction to be as much as three times the coefficient of sliding friction. This difference accounts for some level of acceptable spiking (historically about 30 tons). Any misalignment multiplies this difference and compounds the amplitude of the spike. Tonnage will typically increase to the value needed to overcome static friction and the wheel will start to slide onto the axle. Almost immediately after motion begins tonnage will drop back to the value required to overcome sliding friction. The tonnage at the peak of the spike should not exceed three times the drop-back tonnage or 30 tons, whichever is smaller.

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Example of a misfit that appears to have achieved minimum tonnage but the final tonnage is not concise. The dark area assumed to be “slip-stick” could have been drawn in. The highest tonnage that is concise is below minimum tonnage.

2/1/04 G-II–69


SEGMENT 4.0 RP-6332/1/04

Example of a misfit whose peak tonnage exceeds the minimum tonnageRule 1.4.1 and Paragraph 2.3.5

Fig. 4.26

Example of a misfit where tonnage does not build up to the 75% fit lineRule 1.4.1 and Paragraph 2.3.5

Fig. 4.27

Example of a misfit caused by an obstruction or by excessive positive taperRule 1.4.1 and Paragraph 2.3.5

Fig. 4.28

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Example of a misfit whose peak tonnage exceeds the minimum tonnage but the tonnage where motion stopped was less than the minimum tonnage. The false tonnage generated by the spike provides no additional energy to overcome in the demount process. The area bounded by the dotted line represents the energy loss associated with the false tonnage.

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Example of a misfit that does not continue to build tonnage up to the 75% fit line. Note that there is no tonnage drop off. This energy was lost due to lack of fit over more than 25% of the wheel seat.

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Example of a misfit caused by an obstruction or by excessive positive taper in the second half of the wheel seat and/or bore. Were it not for the obstruction or taper problem, the chart would not have made minimum tonnage.

G-II–70 2/1/04


SEGMENT 4.0RP-6332/1/04

Example of a misfit indicating an alignment problemRule 1.4.1 and Paragraph 2.3.5

Fig. 4.29

Axle centering gauge(for working drawings of gauges, see paragraph 5.0)

Rule 1.4.5 and Paragraphs 2.3.8 and 2.3.10Fig. 4.30

Gauge for locating first wheel(For Working Drawings of Gauges, See Rule 5.0)


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Example of a misfit that indicates an alignment problem. The spike exceeded 30 ton, and the peak tonnage was more than twice the fall-back tonnage indicating that the coefficient of static friction was more than three times the coefficient of sliding friction. An undetermined amount of the energy applied was needed to overcome the misalignment and cannot be attributed to fit.

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Scribe mark at center from each end of axle, adjusting scribe until exact center is found.

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Mount first wheel until gauge contacts scribe mark at center of axle. Second wheel may be mounted with this gauge, but wheels must be checked with back-to-back mounting gauge.

2/1/04 G-II–71


SEGMENT 4.0 RP-6332/1/04

Gauge for mounting second wheel(for working drawings of gauges, see paragraph 5.0)


Gauge limits for mounting wheels for freight cars and passenger equipment carsRules 1.4.5, 1.5.3, and 1.7.9 and Paragraphs 2.8.2 and 2.8.17.1

Fig. 4.33

Method of permanently stamping front face of wheel hub at wheel mounting shopRules 1.4.11 and 1.7.10

Fig. 4.34

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Note: Mounting stamping should be of sufficient depth that it will not disappear easily due to wear and/or corrosion.

G-II–72 2/1/04


SEGMENT 4.0RP-6332/1/04

Mounted wheel set run-out to be measured with bearing mounted and wheel set supported on bearings as pictured below.

Radial

Plane

Mounted wheel run-out checkRules 1.4.12 and 1.5.4

Fig. 4.35

2/1/04 G-II–73


SEGMENT 4.0 RP-6332/1/04

AAR-1B wide flange contour for freight car wheelsRules 1.5.2 and 1.5.3

Fig. 4.36

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Centers of Radii Relative to Gauge Point

Point X YA –1.1969 –1.1499B 0.5890 –0.2496C 0.5890 –0.3121D 0.3622 –0.0971E 0.5803 0.0075F –1.0603 0.8128

Intersection PointsRelative to Gauge Point

Point X Y1 1.3750 –0.62462 1.1471 0.03183 0.5890 0.37544 0.0901 0.16105 0.0000 0.00006 –0.0370 –0.13817 –0.2923 –0.47578 –0.6314 –0.62469 –0.9854 –0.6853

G-II–74 2/1/04


SEGMENT 4.0RP-6332/1/04

AAR–1B narrow flange contour for freight car wheelsRules 1.5.2 and 1.5.3

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Point X YA –0.2044 –0.6418B 0.5625 –0.3125C 0.5625 –0.0000D 0.3706 –0.0659E –0.5720 0.0387F –1.0520 0.8440


Point X Y1 1.1563 –0.44342 0.8501 0.24073 0.5625 0.37504 0.1403 0.23015 0.0084 0.03126 –0.0286 –0.10697 –0.2840 –0.44458 –0.7485 –0.62509 –0.9771 –0.6542

2/1/04 G-II–75


SEGMENT 4.0 RP-6332/1/04

AAR–1B narrow flange contour for freight car wheelsRules 1.5.2 and 1.5.3

Fig. 4.37 (Concluded)

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Narrow flange tapered tread contour—locomotive and Amtrak (formerly Standard S-621-79)

Narrow flange cylindrical tread contour (formerly Alternate Standard S-622-78)

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G-II–76 2/1/04


SEGMENT 4.0RP-6332/1/04

Acceptance gauge for AAR 1B narrow and wide flange steel wheelsRules 1.5.2 and 1.5.3

Fig. 4.38

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2/1/04 G-II–77


SEGMENT 4.0 RP-6332/1/04

Verifying renewed 1B wide flange contour using AAR 1B acceptance gaugeRule 1.5.2Fig. 4.39

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NOTE: 1/32-IN. PIN MUST NOT PASS UNDER GAUGE AT ANY POINT.

G-II–78 2/1/04


SEGMENT 4.0RP-6332/1/04

Verifying renewed 1B narrow flange contour using AAR 1B acceptance gaugeRule 1.5.2Fig. 4.40

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NOTE: 1/32-IN. PIN MUST NOT PASS UNDER GAUGE AT ANY POINT.

2/1/04 G-II–79


SEGMENT 4.0 RP-6332/1/04

AAR-1B wide flange contour for freight car wheelsRules 1.5.2 and 1.5.3

Fig. 4.41

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VERIFY WITH CONTOUR MAPPINGMAX MANUFACTURE DEVIATION: .003 IN.MAX RECERTIFICATION DEVIATION: .005 IN.

MATERIAL: STAINLESS STEEL 17-7THICKNESS: 1/8HARDENEDSCALE: 1X


Point X Y1 1.3750 –0.62462 1.1471 0.03183 0.5890 0.37544 0.0901 0.16105 0.0000 0.00006 –0.0370 –0.13817 –0.2923 –0.47578 –0.6314 –0.62469 –0.9854 –0.6853


Point X YA –1.1969 –1.1499B 0.5890 –0.2496C 0.5890 –0.3121D 0.3622 –0.0971E 0.5803 0.0075F –1.0603 0.8128

G-II–80 2/1/04


SEGMENT 4.0RP-6332/1/04

AAR-1B narrow flange contour for freight car wheelsRules 1.5.2 and 1.5.3

Fig. 4.42

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VERIFY WITH CONTOUR MAPPINGMAX MANUFACTURE DEVIATION: .003 IN.MAX RECERTIFICATION DEVIATION: .005 IN.

MATERIAL: STAINLESS STEEL 17-7THICKNESS: 1/8HARDENEDSCALE: 1X


Point X Y1 1.1563 –0.44402 0.8531 0.23703 0.5625 0.37504 0.1319 0.22345 0.0068 0.02556 –0.0269 –0.10677 –0.2804 –0.44238 –0.7487 –0.62509 –0.9771 –0.6541


Point X YA –0.2044 –0.6418B 0.5625 –0.3125C 0.5625 –0.0000D 0.3706 –0.0659E –0.5720 0.0387F –1.0520 0.8440

2/1/04 G-II–81


SEGMENT 4.0 RP-6332/1/04

Method of applying steel wheel gauge on worn flange wheelRule 1.5.2Fig. 4.43

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The pointer indicates amount of metal in sixteenths of an inch to be turned off tread to restore full flange contour with a witness groove. The side scale shows amount of metal on tread above measuring line before turning. In this illustration, 7/16 in. must be turned off tread to restore full flange contour. The amount of service metal available after turning is 6/16 in. A finger marked “NF” or a finger having no identifying marking is used for gaging the flanges of steel wheels used on freight cars, passenger cars and locomotives. The “WF” finger may be used when restoring wide flange contour to wheels.

G-II–82 2/1/04


SEGMENT 4.0RP-6332/1/04

Method of Applying Steel Wheel Gauge on Worn Flange WheelRule 1.5.2Fig. 4.44

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The pointer indicates amount of metal in sixteenths of an inch to be turned off tread to restore full flange contour with a witness groove. The side scale shows amount of metal on tread above measuring line before turning. In this illustration, 7/16 in. must be turned off tread to restore full flange contour. The amount of service metal available after turning is 6/16 in. A finger marked “NF” or a finger having no identifying marking is used for gaging the flanges of steel wheels used on freight cars, passenger cars and locomotives. The “WF” finger may be used when restoring wide flange contour to wheels.

2/1/04 G-II–83


SEGMENT 4.0 RP-6332/1/04

Method of applying AAR steel wheel gauge to measure amount of metal to be turned off tread to remove flat spot and also extra metal to be turned off to restore flange contour

AAR steel wheel gaugeRule 1.5.2Fig. 4.45

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G-II–84 2/1/04


SEGMENT 4.0RP-6332/1/04

Method of applying AAR steel wheel gauge to measure amount of metal to be turned off tread to remove flat spot and also extra metal to be turned off to restore flange contour

AAR steel wheel gaugeRule 1.5.2Fig. 4.46

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2/1/04 G-II–85


SEGMENT 4.0 RP-6332/1/04

Method of applying AAR steel wheel gauge to check depth of witness groove in flangeAAR steel wheel gauge

Rule 1.5.2 and Paragraph 2.4.3Fig. 4.47

Method of applying AAR steel wheel gauge to check location of witness groove in flangeAAR steel wheel gauge


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G-II–86 2/1/04


SEGMENT 4.0RP-6332/1/04

Method of applying AAR steel wheel gauge to check depth of witness groove in flangeAAR steel wheel gauge


Method of applying AAR steel wheel gauge to check location of witness groove in flangeAAR steel wheel gauge


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2/1/04 G-II–87


SEGMENT 4.0 RP-6332/1/04

Method of gaging vertical flanges—condemnableAAR steel wheel gauge

Rule 1.5.2 and Paragraphs 2.8.2, 2.8.11, and 2.8.12Fig. 4.51
G-II–88 2/1/04


SEGMENT 4.0RP-6332/1/04

Condemning limit for flange height using AAR steel wheel gauge when apex of flange contacts underside of horizon-tal member, wheel is condemnable

AAR steel wheel gaugeRule 1.5.2 and Paragraphs 2.8.2, 2.8.11, and 2.8.12

Fig. 4.52

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2/1/04 G-II–89


SEGMENT 4.0 RP-6332/1/04

Shattered rim—Why Made Code 71Paragraph 2.8.1

Fig. 4.53

G-II–90 2/1/04


SEGMENT 4.0RP-6332/1/04

Paragraphs 2.8.1, 2.8.7.5, and 2.8.7.1Fig. 4.54

Heat checks (Not normally condemnable)

Thermal cracks—Why Made Code 74

2/1/04 G-II–91


SEGMENT 4.0 RP-6332/1/04

Paragraphs 2.8.1, 2.8.2, 2.8.7.1, and 2.8.7.3Fig. 4.55



G-II–92 2/1/04


SEGMENT 4.0RP-6332/1/04

Paragraphs 2.8.1, 2.8.2, 2.8.4, and 2.8.5Fig. 4.56

Spread rim—Why Made Code 72

Subsurface defect, found on turning wheel—Why Made Code 88

2/1/04 G-II–93


SEGMENT 4.0 RP-6332/1/04

Paragraphs 2.8.1, 2.8.2, 2.8.6.1, and 2.8.8Fig. 4.57

Shelled tread—Why Made Code 75

Built-up tread—Why Made Code 76Slid flat—Why Made Code 78

Built-up tread—Why Made Code 76

G-II–94 2/1/04


SEGMENT 4.0RP-6332/1/04

Grooved tread wheel—Why Made Code 77Paragraphs 2.8.1, 2.8.2, and 2.8.18

Fig. 4.58

Cracked or broken plate—Why Made Code 88Paragraphs 2.8.1, 2.8.2, and 2.8.15

Fig. 4.59
2/1/04 G-II–95


SEGMENT 4.0 RP-6332/1/04

Scrape, dent, or gouge in wheel surfaces—Why Made Code 80Paragraphs 2.8.1, 2.8.2, and 2.8.19

Fig. 4.60

G-II–96 2/1/04


SEGMENT 4.0RP-6332/1/04

Application of portable hydraulic bearing puller (Recommended)Rule 1.8.1.2

Fig. 4.61

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2/1/04 G-II–97


SEGMENT 4.0 RP-6332/1/04

Tools for applying bearing to axle (recommended)Rules 1.8.2.4 and 1.8.2.8

Fig. 4.62

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Journal Pilot Sleeve Mounting Sleeve Pin Hex Head BoltClass Size A B C D E F G H J K L M N P R S

For Freight CarsD 5 1/2 × 10 8 1/2 5.165 4.687 3 1/2 29/32 47/64 15/16 11 3/8 5 3/4 5.198 3/4 47/64 7/8 8 1/2 7/8–9 1 1/4E 6 × 11 9 3/8 5.665 5.187 3 7/8 1 1/32 27/32 1 7/16 12 9/16 6 1/4 5.698 3/4 27/32 15/16 9 3/8 1–8 1 3/8F 6 1/2 × 12 10 1/4 6.165 5.687 4 1/4 1 5/32 61/64 1 9/16 13 1/4 6 3/4 6.198 1 61/64 1 10 1/4 1 1/8–7 1 1/2G 7 × 12 10 1/4 6.978 6.500 4 5/8 1 9/32 1 5/64 11 1/16 13 7 9/16 7.012 1 1/4 1 5/64 1 1/8 10 1/4 1 1/4–7

1 5/8K 6 1/2 × 9 Use Class F mounting pilot (with 1 1/2-in. spacer) 10 3/4 1 1/8–7

For Amtrak CarsEE 6 dia 8 3/4 5.978 5.500 4 1/4

3 1/21 5/32 61/64 1 9/16 9 1/2 6 13/16 6.010 1 63/64 1 8 3/4 1 1/8–7 1 1/2

EE 5 1/2 dia 8 3/4 5.478 5.000 3 29/32 47/64 1 5/16 9 1/2 6 9/16 5.512 1 47/64 7/8 8 3/4 7/8–9 1 1/4G 6 1/2 dia 9 3/4 6.478 6.000 3 7/8

529/32 47/64 1 5/16 10 3/4 7 9/16 6.512 1 47/64 7/8 9 3/4 7/8–9 1 1/4

G-II–98 2/1/04


SEGMENT 4.0RP-6332/1/04

Applying bearing to axle (recommended method)Rules 1.8.2.4 and 1.8.2.8

Fig. 4.63

Spring loaded pilot and assembly sleeve for application to press ram for mounting bearings

Spring loaded pilot applying bearing with roller bearing press

2/1/04 G-II–99


SEGMENT 4.0 RP-6332/1/04

Seating pressures to be posted in work area in roller bearing mounting shopsRule 1.8.2.8

Fig. 4.64

Comparison of Amtrak axle end cap assembliesRule 1.8.3.1

Fig. 4.65

Note: Amtrak inboard bearing seating pressure is 50 ± 5 ton maximum for all sizes. Seating pressures shown are the final pressure gauge reading that is required to properly seat the bearing backing ring against the axle fillet radius.

ClassJournal Size

(in.)Seating Pressures

(ton)For Freight Cars

D 5 1/2 ×10 50 ± 5E 6 × 11F 6 1/2 × 12K 6 1/2 × 9G 7 × 12 65 ± 5

For Amtrak CarsG 6 1/2 Diameter 65 ± 5EE All diameters 55 ± 5

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G-II–100 2/1/04


SEGMENT 4.0RP-6332/1/04

Cap screw torque valuesRules 1.8.3.1 and 1.8.3.2 and Paragraph 2.1.2.3

Fig. 4.66

Bending locking plate tabs with rib-joint pliers(Recommended) Tabs bent against adjacent flats

Tabs bent against alternate flats Preferred bending when one tab is centered on cornerNote: After proper torque is attained, cap screws must never be repositioned for alignment of tabs to flats.

Proper method for securing locking plateRule 1.8.4.3

Fig. 4.67

Class Journal Size (in).Cap Screw

Size Torque (ft·lb)a/

a/ Torque wrenches must be accurate within ± 4 %.Cap screw torque is in ft·lb. It is to be posted in the work area in roller bearing mounting shops.

For Freight CarsD 5 1/2 × 10 7/8–9 160E 6 × 11 1–8 290F 6 1/2 × 12 1 1/8–7 420G 7 × 12 1 1/4–7 490K 6 1/2 × 9 1 1/8–7 420L 6 × 8 1–8 290M 7 × 9 1 1/8–7 420

For Amtrak Cars

G6 1/2 diameter 7/8–9

(High Strength)315

7/8–9 145EE 6 diameter 7/8–9 145EE 5 1/2 diameter 3/4–10 115

2/1/04 G-II–101


SEGMENT 4.0 RP-6332/1/04

Checking mounted lateral (recommended method)Rule 1.8.4.1

Fig. 4.68

Using a magnetic base dial indicator, place the base on its outer ring with the dial indicator anvil resting on the bearing cap screw or the wheel hub.

G-II–102 2/1/04


SEGMENT 4.0RP-6332/1/04

Manufacturers allowable tolerance for mounted lateral(to be posted at work area in mounting shops)

Rule 1.8.4.1Fig. 4.69

Notes:1. Mounted lateral is 0.006 – .020 for Amtrak F (6 1/2 × 12) inboard, G (6 1/2-in. diameter), EE (6-in. diameter) and

EE (5 1/2-in. diameter) bearing applications.2. If a tapered bearing rotates freely by hand but indicates less than .001-in. lateral on the dial indicator, the application is

satisfacory for service.

Manufacturer Bearing Certification No. Mounted Bearing LateralTimken 1, 1A

.001 in.–.015 in.

Brenco 5, 5AGeneral Bearing 6, 6A, 6B, 21Bower 8NTN 10NSK 11,11ANachi 12FAG 13Koyo 14, 24Magnus 16NTN 19 (10A)Timken 20NSK 22SKF Tapered 23Brenco 25FAG 26Timken 27Brenco 28SKF/RBI 29SKF 30

2/1/04 G-II–103


SEGMENT 4.0 RP-6332/1/04

Shop status codesRules 1.7.10 and 1.8.5.2

Fig. 4.70

Status Code Explanation1 Wheel mounting shop—freight car (complete with wheel press & boring mill)2B Approved roller bearing repair shop—freight and Amtrak passenger car2E Roller bearing cone bore and outer ring counterbore plating approval2F Approved roller bearing repair shop—freight car2G Cone face grinding2P Approved roller bearing repair shop—Amtrak passenger car2S Roller bearing cone stress relieving approval3A M-967 Axle repair shop—journal, seal wear ring groove and water etch repairs—freight car3B M-967 Axle repair shop—journal repairs only—freight car3C M-967 Axle repair shop-dust guard repairs only—freight car4 Wheel and axle shop-locomotive5 Wheel and axle lathe(s)—freight car6 Wheel lathe(s)—freight car6A Wheel lathe(s)—Amtrak passenger car7 Axle lathe(s)—freight car7A Axle lathe(s)—Amtrak passenger car8 Wheel and axle shop—passenger car8A Wheel and axle shop—Amtrak passenger car9 Roller bearing mounting—freight and Amtrak passenger car9A Removal and reapplication of roller bearing end capsNote: For a railroad or company having only one shop, it is not necessary to use “shop code letters”; however, “Railroad or Company Marks,” as shown above, must be used.The above is provided as information. For current facility approval status, refer to the latest Circular Letter—Listing of Repair Facilities, Status Codes, and Shop Identification Marks.

G-II–104 2/1/04


SEGMENT 4.0RP-6332/1/04

Wheel shop—periodic machinery inspectionRules 1.1.1, 1.1.7, 1.2.2, 1.4.1, 1.5.1, 1.7.1, and 1.7.2

Fig. 4.71

WHEEL SHOP—PERIODIC MACHINERY INSPECTION—PAGE 1 OF 2 101A(SEE RULE 1.7.1)

Boring Mill—Use Test Wheel—Paragraph 2.2.2MachineNumber

Dial Gauge (Full) Reading Bore Condition of Machine and Corrective ActionRadial Error Plane Error OR TA

Before*After**Before*After**Before*After**Before*After**

Axle Lathe—Use Micrometers—Check Work—Rules 1.1.1 and 1.1.7MachineNumber

Seat Seat Centers Condition of Machine and Corrective ActionOR TA OR TA

Before*After**Before*After**Before*After**Before*After**Before*After**Before*After**Before*After**

Mounted Axle Lathe—Use Micrometers—Check Work—Rule 1.2.2MachineNumber Centers Condition of Machine

and Corrective ActionBefore*After**Before*After**

Wheel Lathe—Use Dial Gauge—Check Work—Rule 1.5.1MachineNumber

Eccentricity Centers Condition of Machine and Corrective ActionLeft Side Right Side

Before*After**Before*After**

Wheel Press—Rule 1.4.1MachineNumber

Date Condition of Machine and Corrective ActionRecorder Gauges

* Before any adjustment OR—Out of Round** After adjustment TA—TaperLocation: _______________________________________Distribution: Original to ___________________________

1 copy to Shop File

Signature:_________________________________________________Title: _____________________________________________________Date:_____________________________________________________

2/1/04 G-II–105


SEGMENT 4.0 RP-6332/1/04

Wheel shop—periodic machinery inspectionRules 1.1.8 and 1.8.1.2Fig. 4.71 (Concluded)

WHEEL SHOP—PERIODIC MACHINERY INSPECTION—PAGE 2 OF 2 101B(SEE RULE 1.7.1)

Mandatory Inspection of Magnetic Particle Testing Equipment—Rule 1.7.2MachineNumber

1. Date of preparation of bath solution, bath container cleaned, agitation, and circulation system flushed and filtering screens cleaned ________________________________________________________

2. The amount of suspensoid ____________________ and powder ____________________ used in preparation of bath solution.

3. Concentration and contamination of bath solution, amount of magnetic powder __________ mL, and amount of contamination-dirt, chips, or other foreign matter and magnetic powder __________ mL.

4. Test for ultraviolet light, light meter having a 75-footcandle scale with 10× multiplying disc or equivalent, reading __________ footcandle or direct reading meter __________ mW/cm2.

Inspector: ______________________________________ Operator:_______________________________________

Torque WrenchesS/N _____________ Set at ________________ ft·lb Tested__________________ Date By _________________S/N _____________ Set at ________________ ft·lb Tested__________________ Date By _________________

Gauge for Centering Wheels on AxlesLength of gauge 26 35/64 in. Checked at ______________________________ by ____________________________(Length of gauge 26 5/8 in. for Amtrak passenger cars)

Back-to-Back Mounting Gauge for Freight Car WheelsGauge set for 53 in. – 53 3/32 in. and 53 3/8 in. Show any adjustments________________________ Checked by ___________________________________________________________

Location: _______________________________________

Distribution: Original to ___________________________1 copy to Shop File

Signature: _________________________________________________

Title: _____________________________________________________

Date: _____________________________________________________

G-II–106 2/1/04


SEGMENT 4.0RP-6332/1/04

AAR failed axle reportParagraph 3.1.1

Fig. 4.72
2/1/04 G-II–107


SEGMENT 4.0 RP-6332/1/04


Fig. 4.72 (Continued)

AAR standard axle markingNote 1. Laboratory acceptance stamp—for use by purchaser to marked prior to shipment by producerNote 2. Serial number when specified (required after 1980)Note 3. Mfg. Name or Brand:

BSa/

a/ No longer in production

Bethlehem Steel Corporation, Johnston Plant

SFC or SFa/

Standard Forgings

BF Bumar Fablok S.A. (Poland) SSD Standard Steel Division.CBa/ Cobrasma (Brazil) SMI Sumitomo Metal Industries Ltd. (Japan)CF Valdunes, Dunkerque plant (France)

Previously Creusot-Loire)SPTa/ British Steel, Templeborough & Ickles Works

(England)DDAP Dneproderzhinsk axle (Ukraine) SW SWASAP (South Africa)—DorbylDSS JSC DneproSpetsStal (Ukraine) Ta/ British Steel, Trafford Park Works (England)HM Huta 1 Mosa (Poland) THM Taiyuan Heavy Machinery (PRC)JAW Standard Forged Products, Johnstown TW plusa/ Letter T and a number in a diamond. Hawker

Siddeley Canada Inc., Trenton WorksKWa/ Klockner (W. Germany) UF Ural Forge (Russia)L Lovere (Italy)

(previously Italsider)(previously Terni)

USS-Fa/ United States Steel Corporation Fairfield Works

LCKZ LugCentroKuZ (Ukraine) USS-Ga/ United States Steel Corporation Gary WorksLP Lucchini Poland (Poland) USS-Ha/ United States Steel Corporation, Homestead

WorksMKa/ Makrotek (Mexico) V Valdunes, Valenciennces plant (France)

Previously Creusot-Loire)MRF Standard Forged Products—McKees

Rocks ForgingsWAP Ministry of Railways (India)

MWa/ Mafersa (Brazil) ZB Zebezarny A Dratovny (Czech Republic)SCOT Scot Forge

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G-II–108 2/1/04


SEGMENT 4.0RP-6332/1/04



Note 4. Month and year madeNote 5. Letter “T” stamped adjacent to the heat number or the serial number. Axle has been ultrasonically inspected by

the manufacturer (stamping not required after 1980).Note 6. Grade of axle:

U UntreatedG Quenched and temperedF Double normalized and temperedH Normalized, quenched, and tempered

Note 7. Heat numberNote: Stamping mounting information on axles in these locations was discontinued October 1, 1972. See Rule 1.4.11.Note 8. Conversion date

Note 9. X (wheel shop symbol)Note 10. Converted axles must be stamped with the conversion date (Note 8. location) and the letter “X” followed by the

wheel shop symbol (Note 9. location). Manufacturer’s pertinent information must be reapplied to the end of axle, if available (Note 1. through Note 7.)

Note 11. Axles repaired by Specification M-967 processes must be stamped with the letter “V” followed by one or two sequential numbers identifying the journals repaired and by the AAR-assigned identifying marks (Note 11 location). Sequential odd numbers will be used to identify journal repairs and the end of axle on which markings are applied; sequential even numbers will be used for the other end. For example, “V1BW, V23BRX” means journal at marking end of axle repaired and followed later by both journals being repaired with journal at marking end being repaired a second time.

Note 12. Shops finish machining new axles, excluding wheel seats, will show the letter “Y” followed by wheel shop symbol (Note 12 location). Axle manufacturers finish machining axles will use brand shown in Note 3 above.Shops that finish-machine new axles, excluding wheel seats, will show the letter “Y” followed by the wheel shop symbol (Note 12 location). Axle manufacturers that finish-machine axles will use the brand shown in Note 3 above.

2/1/04 G-II–109


SEGMENT 4.0 RP-6332/1/04

Defective wheels removed, causing derailments or line-of-road setoutsParagraphs 3.1.2, 3.3.4, and 3.3.6

Fig. 4.73

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G-II–110 2/1/04


SEGMENT 4.0RP-6332/1/04

Defective wheels removed, causing derailments or line-of-road setoutsParagraphs 3.1.2, 3.3.4, and 3.3.6


Explanation of wheel manufacturer’s markings (Blocks 35—36)Aa/

a/ Note: No longer in production.

Armco GI Griffin, Kansas City PlantBa/ Bethlehem (BW) GT Griffin, Winnipeg PlantCa/ U.S. Steel Corp—Pittsburgh Plant (Carnegie) (CW) GBa/ Griffin, Bensenville PlantE Edgewater (EW) GS Griffin, Bessemer PlantF Valdunes—Dunkerque Plant (France) (FW)

(previously Creusot-Loire)GK Griffin, Keolcuk Plant

Ga/ U.S. Steel Corp—Gary Plant FMa/ Fundiciones De Hierro V Acero (Mexico)J Sumitomo (Japan) (JW) SJa/ Abex, Johnstown PlantKW Klockner (W. Germany) SOa/ Abex, Calera Plant (ABC Rail after July 1987) L Lovere (Italy) (LW) (previously Italsider) (previously Terni) C ABC Rail, Calera Plant (previously Abex) The letters C, S, or T directly precede the

wheel serial number for wheels manufactured prior to or about April 1978.

MWa/ Mafersa(Brazil) Sa/ Abex, St. Louis PlantP British Steel—Templeborough and Ickles Work (England) Ta/ Abex, Toledo Plant

S Standard Steel Division (SW) CZ Iochpe-Maxion, BrazilTa/ British Steel—Trafford Park Works (England) (TW) PT ABB British WheelsetsV Valdunes—Valenciennes Plant (France) (VW)

(previously Usinor) (see F above.)CF Construcciones y Auxiliar de Ferrocarriles (Spain)

Za/ Canadian Steel Wheel Division (ZW) RW SMA Rolling Stock Assemblies (Romania)GCa/ Griffin, Chicago Plant SC SCAW Metals Ltd (South Africa)GC Griffin, Columbus Plant WI Ministry of Railways (India)GL Griffin, Colton Plant ZD Zelezaroy Aliatovuy (Czech Republic)GYa/ Griffin, St. Hyacinthe Plant

Explanation of Class of Heat Treatment(Blocks 29–30)

Explanation of Brake Shoe Codes(Blocks 57–58)

A AE C—Composition shoe, high frictionB—Rim treated BE—Entire wheel treated P—High phosphorus cast iron shoeC CE—Not used after 1980) S—Standard cast iron shoeL LE U—Type of brake shoe unknownU—Untreated UI—Untreated (cast after 12/31/63 and before 1/1/70 by Southern (ABEX) only)

Instructions for Completing AAR Wheel Failure Form MD-115Box 23–24 Enter steel wheel gauge narrow flange finger readings, “00” through “09,” using “10” if reading greater than “09.”Box 27–28 Be careful to select proper Why Made code. See paragraphs 2.8.1 through 2.8.20.3 or the Field Manual of the AAR Interchange Rules,

Rule 41, Section A, for applicable descriptions.Box 29–30 Put first letter in box 29.Box 31–34 Put first letter in box 31 and first number in box 33.Box 35–36 Wheel manufacturer. Put first letter in box 35. Note that Griffin wheels have risers on front of plate and that (ABEX)* Southern wheels

have raised letters on inside of plate. Standard is the only wrought manufacturer who shows the day of month the wheel was manufactured. Do not confuse brand with class.

Enter Markings in Boxes as Shown BelowClassDesignMfgr.MonthYearSerial No.

Box 29–30Box 31–34Box 35–36Box 37–38Box 39–40Box 41–48

Measure, as shown to the left, with a steel wheel gauge or simplified wheel gauge. Check the appropriate plate type in box on reverse.

*ABC Rail after July 1987.Trademark “Southern®” not used after August 1, 1980.

When wheel plates are marked as above, enter SO “for ABEX” (Southern) under manufacturer.

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2/1/04 G-II–111


SEGMENT 4.0 RP-6332/1/04

Storage track arrangement for wheel and axle assemblies having applied roller bearings with housing end covers that rotate


Differentiation between 7 × 12 and 7 × 14 bearing applicationRule 1.8.2.1

Fig. 4.75

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G-II–112 2/1/04


SEGMENT 4.0RP-6332/1/04

AAR Roller Bearing Hot Box and Shop Inspection ReportParagraphs 2.5.4 and 3.1.3

Fig. 4.76
2/1/04 G-II–113


SEGMENT 4.0 RP-6332/1/04

AAR Roller Bearing Hot Box and Shop Inspection ReportParagraphs 2.5.4 and 3.1.3


Part I—InspectionBox 1–21 Self-explanatoryBox 22–24 Bearing certificate per end cap or, if colored, locking plate

per Table 1Box 25–37 Self-explanatoryBox 38–42 Shop marks found on locking plateBox 43–107 Information taken from bearing having hot boxBox 108 Self-explanatoryPart II—Mate Bearing ReportAll legible dates and information should be retrieved from bearing having hot box, then add mate bearing information.Box 109 Self-explanatoryBox 110–112 Bearing certificate per end cap or, if colored, locking plate

per Table 1Box 113–149 Information taken from mate bearing partsPart III—CausesBox 150–152 Initial causeBox 153–155 Actual cause of heatBox 156 Indicate position if causes are cup, cone, or seal

Table 1Colored Locking Plate Certificate

NumbersTimken 01.1AA Orange

Brenco 05.05A Green

Hyatt 06.06A Blue

Fag 13 Red

Koyo 14 White

NTN 10A.l9 Purple

SKF 23 Yellow

Examples

Helpful Hints for Causes of Hot Boxes Initial Defect Cause of Heat

1. Either a loose cap screw, loose hacking ring, undersize journal, or worn cone face willallow cones to revolve on the journal and possibly cause rollers to break or spall.

2. Heavily spalled or worn cone raceway or spalled or worn rollers will cause heavy dam-age to seal lips. Grease will leak from the bearing and foreign matter will enter.

3. A journal with an upset end will stretch the cone bores, allowing the cone to break or revolve on the journal.

4. Seal loose, cut, ruptured, or worn, or casing dented will allow grease to leak out of the bearing and foreign matter to enter.

5. A bearing overheated externally will show signs of the seal rubber embrittled and the grease hardened or the oil evaporated from the grease leaving the soap behind.

6. A defective adapter will cause an uneven load distribution on the bearing cone assem-blies.

7. A cap screw too long or the cap screw hole defective with rust, partially closed, or hav-ing faulty threads will prevent the end cap from seating properly against the outboard seal wear ring. Therefore, insufficient clamp will be provided and the bearing will be-come loose on the journal while in service.

Explanation of “Initial Defect” and “Cause of Heat”The “Cause of Heat” is the detect that obviously caused the bearing to be reported hot. This obvious defect may be the result of another defect called “Initial Defect.” Always try to determine the “Initial Defect.” If the “Initial Defect” cannot be determined, list the same cause code under both “Cause of Heat” and “Initial Defect.”

Part IV—Probable Factors/Parties Contributing to Bearing FailureThe information used to trace contributing factors/parties can be found on locking plates, internal cup markings, and/or by identifying the RR handling the equipment. One or more categories may apply.

ExampleImproper bench lateral combined with poor clamp/inspection techniques

C A 1 C N 4

C U 2 L U 1

J R 2 C N 4

S E 1 L U 1

B E 2 L U 1

A D 1 C U 2

C A 2 C N 4

R157

E158

6159

B160

M161

4162

Instructions for Completing Form MD-11

G-II–114 2/1/04


SEGMENT 4.0RP-6332/1/04

Locking plate markingsRule 1.8.5.2

Fig. 4.77

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2/1/04 G-II–115


SEGMENT 4.0 RP-6332/1/04

AAR Wheel Procurement ReportParagraph 3.1.4

Fig. 4.78

Reporting Company ____________________ AAR WHEEL PROCUREMENT REPORT 19__

AAR FORM MD-002 REVISED 6/96

Please ll in the blank Manufacturing blocks with approved manufacturers . Other approved Wrought Steel Manufacturers for the time period are: ABB British Wheelsets (England), Canadian Steel Wheel

(Canada), Mafersa (Brazil), Sumitomo (Japan), Lovere (Italy), Valdunes (France), Zelezarny A Dratovny (Czech Republic), Construcciones y Auxiliar de Ferrocarriles (Spain), S.C., SMR, S.A. Rolling Stock Assemblies, (Romania), SCAW Metals

(South Africa). Other approved Cast Steel Manufacturers for the time period are: Fundiciones De Hierro Y Acero (Mexico), Ministry of Rail-

ways (India)

AAR Wrought Steel Wheel Designation

Manufacturer Class A-28 E-28 A-30 J-33 M-33 P-33 H-36 J-36 B-38 E-40 C-42

Standard Steel A

B

C

Edgewater Steel Company A

B

C

A

B

C

A

B

C

A

B

C

AAR Cast Steel Wheel Design

Manufacturer Class CA-28 CE-28 CA-30 CJ-33 CM-33 CP-33 CH-36 CJ-36 CB-38 CE-40 CC-42

Grif n Wheel Company A

B

C

ABC Rail A

B

C

A

B

C

G-II–116 2/1/04


SEGMENT 5.0RP-6342/1/04

5.0 GAUGES—WHEEL AND AXLE SHOP

5.1 “Working drawings” of gauges are included in this chapter if not covered in previous chapters.Also included are illustrations of the use of some gauges when usage is not covered elsewhere inthis manual.

5.2 Applicable limit wear gauges and Master gauges for the gauges shown in this manual arelisted in the AAR Manual of Standards and Recommended Practices, Section G. The exception isthe limit wear gauge shown in Fig. 5.13.

5.3 Listed below are gauges and the location of working drawings.

Gauge See...1. Steel wheel gauge (machined) Fig. 5.12. Steel wheel gauge (stamped) Fig. 5.43. Simplified wheel gauge Fig. 5.54. Back-to-back mounting gauge for all steel wheels Fig. 5.65. Gauges for centering wheels on axles Fig. 5.76. Wheel defect, worn collar, and journal fillet gauge

(machined)Fig. 5.8

7. Wheel defect, worn collar, and journal fillet gauge (stamped)

Fig. 5.10

8. Pin-type gauge for cap screw holes Fig. 5.129. Limit wear gauge for standard wheel gauge, sim-

plified wheel gauge and wheel defect gaugeFig. 5.13

10. Instructions for using limit wear gauge Figs. 5.14, 5.15, 5.16 and 5.1711. Journal fillet gauge and roller bearing seat loca-

tionFig. 5.18

12. Wheel circumference gauge (tape) for steel wheels—27-in. to 38-in. diameters

Fig. 5.20

13. Wheel circumference gauge (tape) for steel wheels—38-in. to 52-in. diameters

Fig. 5.21

14. Diameters and circumferences corresponding to tape sizes

Fig. 5.22

15. Gauge for correct machining of wide flange con-tour

Fig. 5.23

16. Gauge for checking “U” dimension—freight car roller bearing axles

Fig. 5.24

17. Axle centering gauge Fig. 5.2518. Gauge for checking axle journal lengths Fig. 5.2619. Wheel back-to-back service limit gauge (typical) Fig. 5.27

2/1/04 G-II–117


SEGMENT 5.0 RP-6342/1/04

Steel wheel gauge (machined)(Working drawing)

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G-II–118 2/1/04


SEGMENT 5.0RP-6342/1/04



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Finger Radii Centers0.3125 (0.00, 0.00)0.251A (0.00, 0.00)0.251B (–0.755726, –0.685488)1.3125 (0.0536604, –0.999073)0.7656 (–0.29881, 0.573978)1.562 (0.00, 0.00)0.126 (0.00, –1.49899)0.5625 (0.0332779, 20.874367)0.1875 (–1.24331, 0.610423)

2/1/04 G-II–119


SEGMENT 5.0 RP-6342/1/04



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G-II–120 2/1/04


SEGMENT 5.0RP-6342/1/04

Steel wheel gauge (stamped)(Working drawing)


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2/1/04 G-II–121


SEGMENT 5.0 RP-6342/1/04

Simplified wheel gauge(for checking high flange, thin rim, and groved tread)

(Working drawing)Paragraph 5.3

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G-II–122 2/1/04


SEGMENT 5.0RP-6342/1/04

Back-to-back mounting gauge for all steel wheels(Working drawing)

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Bill of Material

Material DescriptionNumber Required

Item Number

Steel

Tubing, 5/8 in. I.D. × 13/16 in. O.D. × 47 5/8 in. long 1 1Guide 1 2Guide bar 1 3Guide bar 1 4Gauge tip 1 5Calibration rod 1 6Guide washer 1 7Thumb screw 1 8Brace 2 9Gauge tip bar, 3/8 in. × 3/8 in. square × 6 in. long 1 10

Bronze Spring, 0.0725-in. diameter wire × 19/32 in. O.D. × 6 3/8 in. long —36 coils 1 11Steel Std. washer, 1/4 in. 1 12

2/1/04 G-II–123


SEGMENT 5.0 RP-6342/1/04

Gauges for centering wheels on axles(Working drawing)


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* This dimension is 26 5/8 in. for Amtrak passenger cars.** Wear limit for this dimension only is 26 33/64 in. Manufacturing tolerance for this dimension is ±0.015 in.Unless otherwise specified, all other manufacturing tolerances are +1/8 in., –1/16 in.

G-II–124 2/1/04


SEGMENT 5.0RP-6342/1/04

Gauge for centering wheels on axles (with brake discs)Amtrak—Passenger cars

(Working drawing)Paragraph 5.3


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2/1/04 G-II–125


SEGMENT 5.0 RP-6342/1/04

Wheel defect, worn collar, and journal fillet gauge (machined)(Working drawing)


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G-II–126 2/1/04


SEGMENT 5.0RP-6342/1/04

Wheel defect, worn collar, and journal fillet gauge (machined)(Working drawing)


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2/1/04 G-II–127


SEGMENT 5.0 RP-6342/1/04

Wheel defect, worn collar, and journal fillet gauge (stamped)(Working drawing)


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G-II–128 2/1/04


SEGMENT 5.0RP-6342/1/04

Wheel defect, worn collar, and journal fillet gauge (stamped)(Working drawing)


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2/1/04 G-II–129


SEGMENT 5.0 RP-6342/1/04

Pin-type gauge for cap screw holes(Working Drawing)

Rule 1.2.6 and Paragraph 5.3Fig. 5.12

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Freight Car AxlesClass Size, in. A B C D E

D 5 1/2 × 10 3.5000 6 3/16 5.195 2 3/8 .740E 6 × 11 3.8750 6 11/16 5.695 2 5/8 .850

Fa/ 6 1/2 × 12 4.2500 7 3/16 6.195 2 7/8 .955G 7 × 12 4.6250 8 7.008 3 1/2 1.080Ka/ 6 1/2 × 9 4.2500 7 3/16 6.195 2 7/8 .955

Amtrak Passenger Car AxlesD 5 1/2 ×10 3.0000 6 1/2 5.507 1 7/8 .636E 6 × 11 3.5000 7 6.007 2 3/8 .749F 6 1/2 × 12 3.8750 7 1/2 6.507 2 5/8 .749

a/ Class F and Class K may use the same gauge.

G-II–130 2/1/04


SEGMENT 5.0RP-6342/1/04

Limit wear gauge for standard wheel gauge, simplified wheel gauge and wheel defect gauge(Working drawing)


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2/1/04 G-II–131


SEGMENT 5.0 RP-6342/1/04

Use of limit wear gauge (Fig. 5.13) for checking simplified wheel gauge, 1 1/2-in.-high flange condemning limitParagraph 5.3

Fig. 5.14

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G-II–132 2/1/04


SEGMENT 5.0RP-6342/1/04

Use of limit wear gauge (Fig. 5.13) for checking wheel defect gauge, 7/8-in. flange condemning limitsParagraph 5.3

Fig. 5.15

Use of limit wear gauge (Fig. 5.13) for checking wheel defect gauge, 15/16-in. flange condemning limitsParagraph 5.3

Fig. 5.16

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2/1/04 G-II–133


SEGMENT 5.0 RP-6342/1/04

Use of limit wear gauge (Fig. 5.13) for checking steel wheel gauge for 1 1/2-in.-high flange limits and finger gauge readings


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G-II–134 2/1/04


SEGMENT 5.0RP-6342/1/04

Journal fillet gauge and roller bearing seat location(Working drawing)

Rules 1.2.4 and 1.2.7.4 and Paragraph 5.3Fig. 5.18

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MATERIAL 1/4-in. STEELNote: When reclaiming journals by plating, plating may extend into the base of the journal radius. Wear tolerance for this dimension only is +0.00 in., –1/64 in.

Manufacturing tolerance for dimensions A, B, C, D, and E are ± 1/32 in. All other dimensions are ± 1/16 in.

Dimensions (in.)Journal A B C D E

Class Size Freight AxlesD 5 1/2 × 10 2 5/8 4 57/64 6 8 21/32 19/32E 6 × 11 2 7/8 5 13/64 6 9/16 9 5/16 43/64F 6 1/2 × 12 2 15/16 5 45/64 7 1/16 10 3/8 43/64G 7 × 12 2 3/8 5 5/16 6 1/2 9 13/16 1/2K 6 1/2 × 9 1 53/64 4 19/32 5 8 5/16 43/64

Amtrak AxlesD 5 1/2 × 10 1 1/2 4 9/16 5 1/8 8 9/16 19/32— 6 × 11 2 5 1/16 5 5/8 9 1/16 5/8— 6 1/2 × 12 2 3/8 5 5/16 6 1/2 9 13/16 45/64

2/1/04 G-II–135


SEGMENT 5.0 RP-6342/1/04

Axle plating areaRule 1.2.7.9

Fig. 5.19

Notes:1. Repairs to be in accordance with the AAR Manual of Standards and Recommended Practices, Specification M-967—latest

revision, except as noted below.2. The length of the repair on the dust guard shall not exceed 0.375 in., except as shown.3. Repaired dust guards shall not be roll burnished.

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G-II–136 2/1/04


SEGMENT 5.0RP-6342/1/04

Wheel circumference gauge (tape) for steel wheels—27-in. to 38-in. diameters(Working drawing)

(See Fig. 5.22 for diameters and circumferences corresponding to tape sizes)Paragraph 5.3

Fig. 5.20

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2/1/04 G-II–137


SEGMENT 5.0 RP-6342/1/04

Wheel circumference gauge (tape) for steel wheels—38-in. to 52-in. diameters(Working drawing)

(See Fig. 5.22 for diameters and circumferences corresponding to tape sizes)Paragraph 5.3

Fig. 5.21

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G-II–138 2/1/04


SEGMENT 5.0RP-6342/1/04

Diameters and circumferences corresponding to tape sizesParagraph 5.3

Fig. 5.22

Tape No.

Diameter Circum.(in.)in. 64ths

0 26 47 841 26 50 84 1/82 26 52 84 1/43 26 55 84 3/84 26 57 84 1/25 26 60 84 5/86 26 63 84 3/4

— 27 0 84 53/647 27 1 84 7/88 27 4 859 27 6 85 1/8

10 27 9 85 1/411 27 11 85 3/812 27 14 85 1/213 27 16 85 5/814 27 19 85 3/415 27 21 85 7/816 27 24 8617 27 27 86 1/818 27 29 86 1/419 27 32 86 3/820 27 34 86 1/221 27 37 86 5/822 27 39 86 3/423 27 42 86 7/824 27 44 8725 27 47 87 1/826 27 49 87 1/427 27 52 87 3/828 27 55 87 1/229 27 57 87 5/830 27 60 87 3/431 27 62 87 7/8— 28 0 87 31/3232 28 1 8833 28 3 88 1/834 28 6 88 1/435 28 8 88 3/836 28 11 88 1/237 28 13 88 5/838 28 16 88 3/439 28 19 88 7/840 28 21 8941 28 24 89 1/842 28 26 89 1/4

43 28 29 89 3/844 28 31 89 1/245 28 34 89 5/846 28 36 89 3/447 28 39 89 7/848 28 41 9049 28 44 90 1/850 28 47 90 1/451 28 49 90 3/852 28 52 90 1/253 28 54 90 5/854 28 57 90 3/455 28 59 90 7/856 28 62 91— 29 0 91 7/6457 29 1 91 1/858 29 3 91 1/459 29 5 91 3/860 29 8 91 1/261 29 11 91 5/862 29 13 91 3/463 29 16 91 7/864 29 18 9265 29 21 92 1/866 29 23 92 1/467 29 26 92 3/868 29 28 92 1/269 29 31 92 5/870 29 33 92 3/471 29 36 92 7/872 29 39 9373 29 41 93 1/874 29 44 93 1/475 29 46 93 3/876 29 49 93 1/277 29 51 93 5/878 29 54 93 3/479 29 56 93 7/880 29 59 9481 29 61 94 1/882 30 0 94 1/483 30 3 94 3/884 30 5 94 1/285 30 8 94 5/886 30 10 94 3/4

Tape No.


87 30 13 94 7/888 30 15 9589 30 18 95 1/890 30 20 95 1/491 30 23 95 3/892 30 26 95 1/293 30 28 95 5/894 30 31 95 3/495 30 33 95 7/896 30 36 9697 30 38 96 1/898 30 41 96 1/499 30 43 96 3/8

100 30 46 96 1/2101 30 48 96 5/8102 30 51 96 3/4103 30 54 96 7/8104 30 56 97105 30 59 97 1/8106 30 61 97 1/4107 30 64 97 3/8

31 0 97 25/64108 31 2 97 1/2109 31 5 97 5/8110 31 7 97 3/4111 31 10 97 7/8112 21 12 98113 31 15 98 1/8114 31 18 98 1/4115 31 20 98 3/8116 31 23 98 1/2117 31 25 98 5/8118 31 28 98 3/4119 31 30 98 7/8120 31 33 99121 31 35 99 1/8122 31 38 99 1/4123 31 40 99 3/8124 31 43 99 1/2125 31 46 99 5/8126 31 48 99 3/4127 31 51 99 7/8128 31 53 100129 31 56 100 1/8130 31 58 100 1/4

Tape No.


131 31 61 100 3/8132 31 63 100 1/2

— 32 0 100 17/32133 32 2 100 5/8134 32 4 100 3/4135 32 7 100 7/8136 32 10 101137 32 12 101 1/8138 32 15 101 1/4139 32 17 101 3/8140 32 20 101 1/2141 32 22 101 5/8142 32 25 101 3/4143 32 27 101 7/8144 32 30 102145 32 32 102 1/8146 32 35 102 1/4147 32 38 102 3/8148 32 40 102 1/2149 32 43 102 5/8150 32 45 102 3/4151 32 48 102 7/8152 32 50 103153 32 53 103 1/8154 32 55 103 1/4155 32 58 103 3/8156 32 60 103 1/2157 32 63 103 5/8

— 33 0 103 43/64158 33 2 103 3/4159 33 4 103 7/8160 33 7 104161 33 9 104 1/8162 33 12 104 1/4163 33 14 104 3/8164 33 17 104 1/2165 33 19 104 5/8166 33 22 104 3/4167 33 24 104 7/8168 33 27 105169 33 30 105 1/8170 33 32 105 114171 33 35 105 3/8172 33 37 105 1/2173 33 40 105 5/8

Tape No.


a/Diameters are expressed to the nearest 1/64 corresponding to the exact circumference stated.

2/1/04 G-II–139


SEGMENT 5.0 RP-6342/1/04



Tape No.


174 33 42 105 3/4175 33 45 105 7/8176 33 47 106177 33 50 106 1/8178 33 53 106 1/4179 33 55 106 3/8180 33 58 106 1/2181 33 60 106 5/8182 33 63 106 3/4

— 34 0 106 13/16183 34 1 106 7/8184 34 4 107185 34 6 107 1/8186 34 9 107 1/4187 34 11 107 3/8188 34 14 107 1/2189 34 17 107 5/8190 34 19 107 3/4191 34 22 107 7/8192 34 24 108193 34 27 108 1/8194 34 29 108 1/4195 34 32 108 3/8196 34 34 108 1/2197 34 37 108 5/8198 34 39 108 3/4199 34 42 108 7/8200 34 45 109201 34 47 109 1/8202 34 50 109 1/4203 34 52 109 3/8204 34 55 109 1/2205 34 57 109 5/8206 34 60 109 3/4207 34 62 109 7/8

— 35 0 109 61/64208 35 1 110209 35 3 110 1/8210 35 6 110 1/4211 35 9 110 3/8212 35 11 110 1/2213 35 14 110 5/8214 35 16 110 3/4215 35 19 110 7/8216 35 21 111

217 35 24 111 1/8218 35 26 111 1/4219 35 29 111 3/8220 35 31 111 1/2221 35 34 111 5/8222 35 37 111 3/4223 35 39 111 7/8224 35 42 112225 35 44 112 1/8226 35 47 112 1/4227 35 49 112 3/8228 35 52 112 1/2229 35 54 112 5/8230 35 57 112 3/4231 35 59 112 7/8232 35 62 113

— 36 0 113 3/32233 36 1 113 1/8234 36 3 113 1/4235 36 6 113 3/8236 36 8 113 1/2237 36 11 113 5/8238 36 13 113 3/4239 36 16 113 7/8240 36 18 114241 36 21 114 1/8242 36 23 114 1/4243 36 26 114 3/8244 36 29 114 1/2245 36 31 114 5/8246 36 34 114 3/4247 36 36 114 7/8248 36 39 115249 36 41 115 1/8250 36 44 115 1/4251 36 46 115 3/8252 36 49 115 1/2253 36 51 115 5/8254 36 54 115 3/4255 36 57 115 7/8256 36 59 116257 36 62 116 1/8

— 37 0 116 15/64258 37 2 116 1/4259 37 3 116 3/8

Tape No.


260 37 5 116 1/2261 37 8 116 5/8262 37 10 116 3/4263 37 13 116 7/8264 37 16 117265 37 18 117 1/8266 37 21 117 1/4267 37 23 117 3/8268 37 26 117 1/2269 37 28 117 5/8270 37 31 117 3/4271 37 33 117 7/8272 37 36 118273 37 38 118 1/8274 37 41 118 1/4275 37 44 118 3/8276 37 46 118 1/2277 37 49 118 5/8278 37 51 118 3/4279 37 54 118 7/8280 37 56 119281 37 59 119 1/8282 37 61 119 1/4283 37 64 119 3/8

— 38 0 119 3/8284 38 2 119 1/2285 38 5 119 5/8286 38 8 119 3/4287 38 10 119 7/8288 38 13 120289 38 15 120 1/8290 38 18 120 1/4291 38 20 120 3/8292 38 23 120 1/2293 38 25 120 5/8294 38 28 120 3/4295 38 30 120 7/8296 38 33 121297 38 36 121 1/8298 38 38 121 1/4299 38 41 121 3/8300 38 43 121 1/2301 38 46 121 5/8302 38 48 121 3/4303 38 51 121 7/8

Tape No.


304 38 53 122305 38 56 122 1/8306 38 58 122 1/4307 38 61 122 3/8308 38 64 122 1/2

— 39 0 122 33/64309 39 2 122 5/8310 39 5 122 3/4311 39 7 122 7/8312 39 10 123313 39 12 123 1/8314 39 15 123 1/4315 39 17 123 3/8316 39 20 123 1/2317 39 22 123 5/8318 39 25 123 3/4319 39 28 123 7/8320 39 30 124321 39 33 124 1/8322 39 35 124 1/4323 39 38 124 3/8324 39 40 124 1/2325 39 43 124 5/8326 39 45 124 3/4327 39 48 124 7/8328 39 50 125329 39 53 125 1/8330 39 56 125 1/4331 39 58 125 3/8332 39 61 125 1/2333 39 63 125 5/8

— 40 0 125 21/32334 40 2 125 3/4335 40 4 125 7/8336 40 7 126337 40 9 126 1/8338 40 12 126 1/4339 40 14 126 3/8340 40 17 126 1/2341 40 20 126 5/8342 40 22 126 3/4343 40 25 126 7/8344 40 27 127345 40 30 127 1/8346 40 32 127 1/4

Tape No.



G-II–140 2/1/04


SEGMENT 5.0RP-6342/1/04


Fig. 5.22 C (Continued)

Tape No.


347 40 35 127 3/8348 40 37 127 1/2349 40 40 127 5/8350 40 43 127 3/4351 40 45 127 7/8352 40 48 128353 40 50 128 1/8354 40 53 128 1/4355 40 55 128 3/8356 40 58 128 1/2357 40 60 128 5/8358 40 63 128 3/4

— 41 0 128 13/16359 41 1 128 7/8360 41 4 129361 41 7 129 1/8362 41 9 129 1/4363 41 12 129 3/8364 41 14 129 112365 41 17 129 5/8366 41 19 129 3/4367 41 22 129 7/8368 41 24 130369 41 27 130 1/8370 41 29 130 1/4371 41 32 130 3/8372 41 35 130 112373 41 37 130 5/8374 41 40 130 3/4375 41 42 130 7/8376 41 45 131377 41 47 131 1/8378 41 50 131 1/4379 41 52 131 3/8380 41 55 131 1/2381 41 57 131 5/8382 41 60 131 3/4383 41 63 131 7/8

— 42 0 131 61/64384 42 1 132385 42 4 132 1/8386 42 6 132 1/4387 42 9 132 3/8388 42 11 132 1/2389 42 14 132 5/8

390 42 16 132 3/4391 42 19 132 7/8392 42 21 133393 42 24 133 1/8394 42 27 133 1/4395 42 29 133 3/8396 42 32 133 1/2397 42 34 133 5/8398 42 37 133 3/4399 42 39 133 7/8400 42 42 134401 42 44 134 1/8402 42 47 134 1/4403 42 49 134 3/8404 42 52 134 1/2405 42 55 134 5/8406 42 57 134 3/4407 42 60 134 7/8408 42 62 135

— 43 0 135 3/32409 43 1 135 1/8410 43 3 135 1/4411 43 6 135 3/8412 43 8 135 1/2413 43 11 135 5/8414 43 13 135 3/4415 43 16 135 7/8416 43 19 136417 43 21 136 1/8418 43 24 136 1/4419 43 26 136 3/8420 43 29 136 1/2421 43 31 136 5/8422 43 34 136 3/4423 43 36 136 7/8424 43 39 137425 43 41 137 1/8426 43 44 137 1/4427 43 47 137 3/8428 43 49 137 1/2429 43 52 137 5/8388 42 54 137 3/8431 43 57 137 7/8432 43 59 138433 43 62 138 1/8

Tape No.


— 44 0 138 15/64434 44 0 138 1/4435 44 3 138 3/8436 44 5 138 1/2437 44 8 138 5/8438 44 11 138 3/4439 44 13 138 7/8440 44 16 139441 44 18 139 1/8442 44 21 139 1/4443 44 23 139 3/8444 44 26 139 1/2445 44 28 139 5/8446 44 31 139 3/4447 44 34 139 7/8448 44 36 140449 44 39 140 1/8450 44 41 140 1/4451 44 44 140 3/8452 44 46 140 1/2453 44 49 140 5/8454 44 51 140 3/4455 44 54 140 7/8456 44 56 141457 44 59 141 1/8458 44 62 141 1/4

... 45 0 141 3/8459 45 0 141 3/8460 45 3 141 1/2461 45 5 141 5/8462 45 8 141 3/4463 45 10 141 7/8464 45 13 142465 45 15 142 1/8466 45 18 142 1/4467 45 20 142 3/8468 45 23 142 1/2469 45 26 142 5/8470 45 28 142 3/4471 45 31 142 7/8472 45 33 143473 45 38 143 1/8474 45 38 143 1/4475 45 41 143 3/8476 45 43 143 1/2

Tape No.


477 45 46 143 5/8478 45 48 143 3/4479 45 51 143 7/8480 45 54 144481 45 56 144 1/8482 45 59 144 1/4483 45 61 144 3/8484 45 64 144 1/2

— 46 0 1443 3/64485 46 2 144 5/8486 46 5 144 3/4487 46 7 144 7/8488 46 10 145489 46 12 145 1/8490 46 15 145 1/4491 46 18 145 3/8492 46 20 145 1/2493 46 23 145 5/8494 46 25 145 3/4495 46 28 145 7/8496 46 30 146497 46 33 146 1/8498 46 35 146 1/4499 46 38 146 3/8500 46 40 146 1/2501 46 43 146 5/8502 46 46 146 3/4503 46 48 146 7/8504 46 51 147505 46 53 147 1/8506 46 56 147 1/4507 46 58 147 3/8508 46 61 147 1/2509 46 63 147 5/8

— 47 0 147 21/32 510 47 2 147 3/4511 47 4 147 7/8512 47 7 148513 47 10 148 1/8514 47 12 148 1/4515 47 15 148 3/8516 47 17 148 1/2517 47 20 148 5/8518 47 22 148 3/4519 47 25 148 7/8

Tape No.



2/1/04 G-II–141


SEGMENT 5.0 RP-6342/1/04



Tape No.


520 47 27 149521 47 30 149 1/8522 47 32 149 1/4523 47 35 149 3/8524 47 38 149 1/2525 47 40 149 5/8526 47 43 149 3/4527 47 45 149 7/8528 47 48 150529 47 50 150 1/8530 47 53 150 1/4531 47 55 150 3/8532 47 58 150 1/2533 47 61 150 5/8534 47 63 150 3/4

— 48 0 150 51/64535 48 2 150 7/8536 48 4 151537 48 7 151 1/8538 48 9 151 1/4539 48 12 151 3/8540 48 14 151 1/2541 48 17 151 5/8542 48 19 151 3/4543 48 22 151 7/8544 48 25 152545 48 27 152 1/8546 48 30 152 1/4547 48 32 152 3/8548 48 35 152 1/2549 48 37 152 5/8550 48 40 152 3/4551 48 42 152 7/8552 48 45 153553 48 47 153 1/8554 48 50 153 1/4555 48 53 153 3/8556 48 55 153 1/2557 48 58 153 5/8558 48 60 153 3/4559 48 63 153 7/8

— 49 0 153 15/16560 49 1 154561 49 4 154 1/8

562 49 6 154 1/4563 49 9 154 3/8564 49 11 154 1/2565 49 14 154 5/8566 49 17 154 3/4567 49 19 154 7/8568 49 22 155569 49 24 155 1/8570 49 27 155 1/4571 49 29 155 3/8572 49 32 155 1/2573 49 34 155 5/8574 49 37 155 3/4575 49 39 155 7/8576 49 42 156577 49 45 156 1/8578 49 47 156 1/4579 49 50 156 3/8580 49 52 156 1/2581 49 55 156 5/8582 49 57 156 3/4583 49 60 156 7/8584 49 62 157

— 50 0 157 5/64585 50 1 157 1/8586 50 3 157 1/4587 50 6 157 3/8588 50 9 157 1/2589 50 11 157 5/8590 50 14 157 3/4591 50 16 157 7/8592 50 19 158593 50 21 158 1/8594 50 24 158 1/4595 50 26 158 3/8596 50 29 158 1/2597 50 31 158 5/8598 50 34 158 3/4599 50 37 158 7/8600 50 39 159601 50 42 159 1/8602 50 44 159 1/4603 50 47 159 3/8604 50 49 159 1/2

Tape No.


605 50 52 159 5/8606 50 54 159 3/4607 50 57 159 7/8608 50 59 160609 50 62 160 1/8

— 51 0 160 7/32610 51 1 160 1/4611 51 3 160 3/8612 51 6 160 1/2613 51 8 160 5/8614 51 11 160 3/4615 51 13 160 7/8616 51 16 161617 51 18 161 1/8618 51 21 161 1/4619 51 24 161 3/8620 51 26 161 1/2621 51 29 161 5/8622 51 31 161 3/4623 51 34 161 7/8624 51 36 162625 51 39 162 1/8626 51 41 162 1/4627 51 44 162 3/8628 51 46 162 1/2629 51 49 162 5/8630 51 52 162 3/4631 51 54 162 7/8632 51 57 163633 51 59 163 1/8634 51 62 163 1/4

— 52 0 163 23/64635 52 0 163 3/8636 52 3 163 1/2637 52 5 163 5/8638 52 8 163 3/4639 52 10 163 7/8640 52 13 164641 52 16 164 1/8642 52 18 164 1/4643 52 21 164 3/8644 52 23 164 1/2645 52 26 164 5/8646 52 28 164 3/4

Tape No.


647 52 31 164 7/8648 52 33 165649 52 36 165 1/8650 52 38 165 1/4651 52 41 165 3/8652 52 44 165 1/2653 52 46 165 5/8654 52 49 165 3/4655 52 51 165 7/8656 52 54 166657 52 56 166 1/8658 52 59 166 1/4659 52 61 166 3/8660 52 64 166 1/2

— 53 0 166 1/2

Tape No.



G-II–142 2/1/04


SEGMENT 5.0RP-6342/1/04

Gauge for correct machining of wide flange contour(see Fig. 4.36)Paragraph 5.3

Fig. 5.23

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Center of Radii Relative to Baselineand Back of Flange

Point X (in.) Y (in.)A –2.5721 –.5235B –.7857 .3750C –.7857 .3132D –1.0128 .5279E –1.9553 .6325F –2.4367 1.4369

Intersection Points Relative to Baselineand Back of Flange

Point X (in.) Y (in.)1 .0000 .00002 –.2274 .65603 –.7857 1.00004 –1.2849 .78605 –1.3750 .62506 –1.4120 .48697 –1.6665 .14988 –2.0064 .00009 –2.3618 –.0612

2/1/04 G-II–143


SEGMENT 5.0 RP-6342/1/04

Gauge for checking “U” dimension—freight car roller bearing axles(Working drawing)

Rule 1.2.4 and Paragraph 5.3Fig. 5.24

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Journal Size (in.)

Dimension A ± .010 (in.)Freight Cars Amtrak Cars

5 1/2 × 10 66.063 67.2506 × 11 66.188 67.2506 1/2 × 12 66.188 67.1257 × 12 67.1836 1/2 × 9 69.356

G-II–144 2/1/04


SEGMENT 5.0RP-6342/1/04

Axle centering gauge(Working Drawing)


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Notes:1. Depth of counterbore in rough axle shall be increased from that shown to compensate for stock allowed to face axle. When

secondhand axles are recentered, diameter and depth may be increased sufficiently to produce accurate 60 degree center.2. All other manufacturing tolerances are ± 1/32 in.

2/1/04 G-II–145


SEGMENT 5.0 RP-6342/1/04

Gauge for checking axle journal lengthsParagraph 5.3

Fig. 5.26

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G-II–146 2/1/04


SEGMENT 5.0RP-6342/1/04

Wheel back-to-back service limit gauge (typical)Rules 1.5.3 and 1.7.9 and Paragraph 5.3

Fig. 5.27

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2/1/04 G-II–147

G-II–148 2/1/04


APPENDIX A

APPENDIX AAPPROVED MATERIALS

1.0 APPROVED RUST PREVENTIVES USED AS SEALING COMPOUNDS(Apply per Rule 1.8.2.6)

• Tectyl 506 EH-WD—Ashland Petroleum Company• Texacoat 1044 Texaco Company• Rust Veto 342.1—E.F. Houghton & Co.• CN-471-Perolin-Bird Archer, Ltd.• Keystone Sealing Compound—Pennwalt, Inc.• Keycote 601—Pennwalt, Inc.• Tectyl 517—Ashland Petroleum Company• RP-103—Diversey Corporation

2.0 AAR-APPROVED WHEEL MOUNTING LUBRICANTS/COMPOUNDS(Apply per Rule 1.4.3)

• RMI LB-0749 Custom Product and Service• WM-10 Wheel Mounting Compound—Muscle Products Corp.

2/1/04


APPENDIX B2/1/04

APPENDIX BREVISED PAGE DATES

Shown below are the current dates applicable to each page of Section G-II of the AAR Manual of Standards and Rec-ommended Practices. The printed page date is shown in either the lower left or lower right-hand corner of the page. Inthe event a new specification, standard, or recommended practice does not include an effective date, the printed pagedate will constitute the effective date.

Page Numbers

Front ReverseCover—2/1/04 Copyright—2/1/04G-II–i—2/1/04 G-II–ii—2/1/04G-II–iii—2/1/04 G-II–iv—2/1/04G-II–v—2/1/04 G-II–vi—2/1/04G-II–vii—2/1/04 G-II–viii—2/1/04G-II–ix—2/1/04 G-II–x—2/1/04G-II–xi—2/1/04 G-II–xii—2/1/04G-II–1—2/1/04 G-II–2—2/1/04G-II–3—2/1/04 G-II–4—2/1/04G-II–5—2/1/04 G-II–6—2/1/04G-II–7—2/1/04 G-II–8—2/1/04G-II–9—2/1/04 G-II–10—2/1/04G-II–11—2/1/04 G-II–12—2/1/04G-II–13—2/1/04 G-II–14—2/1/04G-II–15—2/1/04 G-II–16—2/1/04G-II–17—2/1/04 G-II–18—2/1/04G-II–19—2/1/04 G-II–20—2/1/04G-II–21—2/1/04 G-II–22—2/1/04G-II–23—2/1/04 G-II–24—2/1/04G-II–25—2/1/04 G-II–26—2/1/04G-II–27—2/1/04 G-II–28—2/1/04G-II–29—2/1/04 G-II–30—2/1/04G-II–31—2/1/04 G-II–32—2/1/04G-II–33—2/1/04 G-II–34—2/1/04G-II–35—2/1/04 G-II–36—2/1/04G-II–37—2/1/04 G-II–38—2/1/04G-II–39—2/1/04 G-II–40—2/1/04G-II–41—2/1/04 G-II–42—2/1/04G-II–43—2/1/04 G-II–44—2/1/04G-II–45—2/1/04 G-II–46—2/1/04G-II–47—2/1/04 G-II–48—2/1/04G-II–49—2/1/04 G-II–50—2/1/04G-II–51—2/1/04 G-II–52—2/1/04G-II–53—2/1/04 G-II–54—2/1/04G-II–55—2/1/04 G-II–56—2/1/04G-II–57—2/1/04 G-II–58—2/1/04G-II–59—2/1/04 G-II–60—2/1/04G-II–61—2/1/04 G-II–62—2/1/04G-II–63—2/1/04 G-II–64—2/1/04G-II–65—2/1/04 G-II–66—2/1/04G-II–67—2/1/04 G-II–68—2/1/04G-II–69—2/1/04 G-II–70—2/1/04

G-II–71—2/1/04 G-II–72—2/1/04G-II–73—2/1/04 G-II–74—2/1/04G-II–75—2/1/04 G-II–76—2/1/04G-II–77—2/1/04 G-II–78—2/1/04G-II–79—2/1/04 G-II–80—2/1/04G-II–81—2/1/04 G-II–82—2/1/04G-II–83—2/1/04 G-II–84—2/1/04G-II–85—2/1/04 G-II–86—2/1/04G-II–87—2/1/04 G-II–88—2/1/04G-II–89—2/1/04 G-II–90—2/1/04G-II–91—2/1/04 G-II–92—2/1/04G-II–93—2/1/04 G-II–94—2/1/04G-II–95—2/1/04 G-II–96—2/1/04G-II–97—2/1/04 G-II–98—2/1/04G-II–99—2/1/04 G-II–100—2/1/04G-II–101—2/1/04 G-II–102—2/1/04G-II–103—2/1/04 G-II–104—2/1/04G-II–105—2/1/04 G-II–106—2/1/04G-II–107—2/1/04 G-II–108—2/1/04G-II–109—2/1/04 G-II–110—2/1/04G-II–111—2/1/04 G-II–112—2/1/04G-II–113—2/1/04 G-II–114—2/1/04G-II–115—2/1/04 G-II–116—2/1/04G-II–117—2/1/04 G-II–118—2/1/04G-II–119—2/1/04 G-II–120—2/1/04G-II–121—2/1/04 G-II–122—2/1/04G-II–123—2/1/04 G-II–124—2/1/04G-II–125—2/1/04 G-II–126—2/1/04G-II–127—2/1/04 G-II–128—2/1/04G-II–129—2/1/04 G-II–130—2/1/04G-II–131—2/1/04 G-II–132—2/1/04G-II–133—2/1/04 G-II–134—2/1/04G-II–135—2/1/04 G-II–136—2/1/04G-II–137—2/1/04 G-II–138—2/1/04G-II–139—2/1/04 G-II–140—2/1/04G-II–141—2/1/04 G-II–142—2/1/04G-II–143—2/1/04 G-II–144—2/1/04G-II–145—2/1/04 G-II–146—2/1/04G-II–147—2/1/04 G-II–148—2/1/04G-II–149—2/1/04 G-II–150—2/1/04

Page Numbers

Front Reverse

2/1/04 G-II–149


APPENDIX B2/1/04


G-II–150 2/1/04

Norma AAR Rodas Eixos

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