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EN 13979-1:2003+A2:2011: Railway
applications - Wheelsets and bogies -
Monobloc wheels - Technical approval
procedure - Part 1: Forged and rolled
wheels [Required by Directive 2008/57/EC]
Април 2011
БДС EN 13979-1:2003+A2
ICS: 45.060.01, 45.040
Железопътна техника. Колооси и талиги. Моноблокови колела.

Процедура за техническо одобрение. Част 1: Ковани и
валцовани колела
Railway applications - Wheelsets and bogies - Monobloc wheels - Technical approval

procedure - Part 1: Forged and rolled wheels
Европейският стандарт EN 13979-1:2003+A2:2011 има статут на български

стандарт от 2011-04-19.
Този стандарт е официалното издание на Българския институт за стандартизация на

английски език на европейския стандарт EN 13979-1:2003+A2:2011.
52 стр.
© 2011 Национален № за позоваване:БДС EN
. , , 13979-1:2003+A2:2011
, 1797 ,
. , .“ ” 3
НАЦИОНАЛЕН ПРЕДГОВОР
Този стандарт е подготвен с участието на БИС/TK 70 "Железопътен транспорт".
Следват 50 страници на EN 13979-1:2003+A2:2011.
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- On-line : www.bds-bg.org
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EUROPEAN STANDARD EN 13979-1:2003+A2
NORME EUROPÉENNE
EUROPÄISCHE NORM March 2011
ICS 45.040; 45.060.01 Supersedes EN 13979-1:2003+A1:2009
English Version
Railway applications - Wheelsets and bogies - Monobloc wheels

- Technical approval procedure - Part 1: Forged and rolled
wheels
Applications ferroviaires - Essieux montés et bogies - Bahnanwendungen - Radsätze und Drehgestelle - Vollräder
Roues monobloc - Procédure d'homologation technique - - Technische Zulassungsverfahren - Teil 1: Geschmiedete
Partie 1: Roues forgées et laminées und gewalzte Räder
This European Standard was approved by CEN on 3 November 2003 and includes Amendment 1 approved by CEN on 24 February 2009
and Amendment 2 approved by CEN on 24 January 2011.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European
Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national
standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation
under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same
status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION

COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2011 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 13979-1:2003+A2:2011: E
worldwide for CEN national Members.
EN 13979-1:2003+A2:2011 (E)
Contents Page
1 Scope ......................................................................................................................................................6
2 Normative references ............................................................................................................................6
3 Parameters for the definition of the application covered ..................................................................6
3.1 Parameters for geometrical interchangeability ..................................................................................6
3.1.1 Functional requirements .......................................................................................................................6
3.1.2 Assembly requirements ........................................................................................................................7
3.1.3 Maintenance requirements ...................................................................................................................7
3.2 Parameters for thermomechanical assessment .................................................................................7
3.3 Parameters for mechanical assessment .............................................................................................7
3.4 Parameters for acoustic assessment ..................................................................................................8
4 Description of the wheel to be approved ............................................................................................8
5 Assessment of the geometrical interchangeability ............................................................................8
6 Assessment of the thermomechanical behaviour..............................................................................8
6.1 General procedure .................................................................................................................................8
6.2 First stage – Braking bench test ..........................................................................................................9
6.2.1 Test procedure .......................................................................................................................................9
6.2.2 Decision criteria .....................................................................................................................................9
6.3 Second stage – Wheel fracture bench test ...................................................................................... 10
6.3.1 General ................................................................................................................................................. 10
6.3.2 Test procedure .................................................................................................................................... 10
6.3.3 Decision criterion................................................................................................................................ 10
6.4 Third stage – Field braking test......................................................................................................... 10
6.4.1 General ................................................................................................................................................. 10
6.4.2 Test procedure .................................................................................................................................... 10
6.4.3 Decision criteria .................................................................................................................................. 10
7 Assessment of the mechanical behaviour ....................................................................................... 11
7.1 General procedure .............................................................................................................................. 11
7.2 First stage - Calculation ..................................................................................................................... 11
7.2.1 Applied forces ..................................................................................................................................... 11
7.2.2 Calculation procedure ........................................................................................................................ 12
7.3 Second stage – Bench test ................................................................................................................ 13
7.3.1 General ................................................................................................................................................. 13
7.3.2 Definition of bench loading and of the test procedure ................................................................... 13
8 Assessment of the acoustical behaviour ......................................................................................... 13
8.1 General procedure .............................................................................................................................. 13
8.2 Calculation procedure ........................................................................................................................ 14
8.3 Field measurements ........................................................................................................................... 14
8.4 Decision criteria .................................................................................................................................. 14
9 Technical approval documents ......................................................................................................... 15
Annex A (normative) Assessment of the thermomechanical behaviour .................................................. 17
A.1 Assessment organigram .................................................................................................................... 17
A.2 Braking bench test procedure ........................................................................................................... 18
A.2.1 Principle of the test............................................................................................................................. 18
A.2.2 Definition of braking ........................................................................................................................... 18
A.2.3 Method of measuring the decision criteria ...................................................................................... 18
2
EN 13979-1:2003+A2:2011 (E)
A.2.4 Tests and measurements ................................................................................................................... 20

A.2.5 Anomalies............................................................................................................................................. 21
A.3 Wheel fracture bench test procedure ................................................................................................ 21
A.3.1 Principle of the test ............................................................................................................................. 21
A.3.2 Definition of drag braking ................................................................................................................... 21
A.3.3 Pre-cracking of the rim ....................................................................................................................... 22
A.3.4 Special measurement methods required for this test ..................................................................... 22
A.3.6 Anomalies............................................................................................................................................. 23
A.4 Field braking test procedure .............................................................................................................. 23
A.4.1 Principle of the test ............................................................................................................................. 23
A.4.2 Definition of braking ............................................................................................................................ 23
A.4.3 Method of measurement of the decision criteria ............................................................................. 24
A.4.4 Standard test run ................................................................................................................................. 24
A.4.6 Anomalies............................................................................................................................................. 26
Annex B (normative) Organigram of the mechanical behaviour assessment .......................................... 27
Annex C (informative) Mechanical behaviour – Finite element code assessment ................................... 28
Annex D (informative) Mechanical behaviour – Bench loading and test procedure ................................ 29
D.1 Principle of bench loading and test procedure ................................................................................ 29
D.2 Definition of loading ............................................................................................................................ 29
D.2.1 General ................................................................................................................................................. 29
D.2.2 Measurement of the stresses during field tests ............................................................................... 30
D.3 Fatigue bench test ............................................................................................................................... 30
D.3.1 Method 1 – Random fatigue test ........................................................................................................ 30
D.3.2 Method 2 – Single-stage fatigue test ................................................................................................. 31
Annex E (informative) Assessment of the acoustical behaviour ............................................................... 34
E.1 Assessment organigram..................................................................................................................... 34
E.2 Calculation procedure ......................................................................................................................... 35
E.2.1 Preliminary comment .......................................................................................................................... 35
E.2.2 Calculation of the wheel modal basis ............................................................................................... 35
E.2.3 Selection of the reference track model ............................................................................................. 35
E.2.4 Definition of the calculation parameters ........................................................................................... 35
E.2.5 Power calculation ................................................................................................................................ 35
E.2.6 Insertion................................................................................................................................................ 36
E.2.7 Calculations of the decision criteria for acoustical technical approval of the wheel .................. 37
E.2.8 Optional calculations .......................................................................................................................... 37
E.3 Field measurement procedure ........................................................................................................... 37
E.3.1 Objective and preliminary remark ..................................................................................................... 37
E.3.2 Recommendations for the operating conditions ............................................................................. 38
E.3.3 Measurement procedure ..................................................................................................................... 41
E.3.4 Analysis of results ............................................................................................................................... 43
Annex F (informative) !Drag braking values for interoperability" ...................................................... 46
#Annex ZA (informative) Relationship between this European Standard and the essential
requirements of Directive 2008/57/EC$ .......................................................................................... 47
Bibliography ...................................................................................................................................................... 50
3
EN 13979-1:2003+A2:2011 (E)
Foreword
This document (EN 13979-1:2003+A1:2009) has been prepared by Technical Committee CEN/TC 256
“Railway applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an identical
text or by endorsement, at the latest by 30 September 2011, and conflicting national standards shall be
withdrawn at the latest by 30 September 2011.
This document includes Amendment 1, approved by CEN on 2009-02-24.
This document supersedes EN 13979-1:2003.
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
Annexes A and B are normative.
!Annexes C, D, E and F are informative."
This document contains a bibliography.
This European Standard is part of a series of two EN 13979 standards, Part 2 of which is:
!Part 2: Cast wheels."
#This document has been created under a mandate granted to CEN/CENELEC/ETSI by the European
Commission and the European Free Trade Association and supports the essential requirements of Directive
2008/57/EC.$
#For the relationship with Directive 2008/57/EC, see informative Annex ZA, which is an integral part of this
document.$
4
EN 13979-1:2003+A2:2011 (E)
Introduction
To date, UIC regulations specified that for a wheel to be used in Europe:
its design had to be standardized;
it had to conform to the quality requirements of UIC leaflet 812-3.
In order to be able to adapt to new railway working conditions, on the one hand, and to facilitate the
introduction of new technical solutions, on the other, it has been necessary to replace the concept of
standardization with the definition of specifications that a wheel design shall meet to be accepted on a
European network.
The standard covers these specifications and describes precisely how to assess the wheel design.
To be able to apply these specifications, it is essential to define the use of the wheel; this standard also states
how to define this use.
At least four aspects are described with different purposes:
a geometrical aspect: to allow interchangeability of different solutions for the same application;
a thermomechanical aspect: to manage wheel deformations and to ensure that braking will not cause
wheels to break;
a mechanical aspect: to ensure that no fatigue cracks occur in the web;
an acoustical aspect: to ensure that the solution chosen is as good as the reference wheel, for the use in
question.
For each of these three latter aspects, the rules proposed tend to limit the procedure, the easier the objectives
are to attain by the wheel under study.
This standard does not cover assessment of the hub nor of the static mechanical dimensioning of the wheel.
5
EN 13979-1:2003+A2:2011 (E)
1 Scope
The aim of this European Standard is to define the requirements that a monobloc wheel of a freight of
passenger railway vehicle non-powered axle shall meet in order to be able to be used on a European network.
For wheels of powered axles or wheels with noise dampers, the requirements may be amended or
supplemented.
For light vehicles and tramways, other standards or documents accepted by the customer and supplier may
be used.
This European Standard only applies to wheels of new design.
These requirements are intended to assess the validity of the design choice for the proposed use.
The assessment of these requirements is the technical approval procedure.
This European Standard is applicable to forged and rolled wheels for which the quality requirements are
defined in !EN 13262".
2 Normative references
!The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies."
EN 12668-3, Non-destructive testing – Characterization and verification of ultrasonic examination equipment –

Part 3: Combined equipment
EN 13103, Railway applications – Wheelsets and bogies – Non-powered axles – Design !guide"
!EN 13262", Railway applications – Wheelsets and bogies – Wheels – Product requirements
3 Parameters for the definition of the application covered

The application for which the wheel is to be approved shall be defined by the following parameters.
If the application parameters are changed for an approved wheel, the customer and supplier shall review the
assessments.
3.1 Parameters for geometrical interchangeability
The application shall be defined by geometrical interchangeabliity parameters divided into three categories
according to whether they are linked to functional, assembly or maintenance requirements.
3.1.1 Functional requirements
the nominal tread diameter that influences the buffer height and the loading gauge;
the maximum rim width linked to the points and crossing and the track brakes;
the tread profile outside the conical part of the tread;
6
EN 13979-1:2003+A2:2011 (E)
the position of the rim internal surface relative to the corresponding surface of the hub;
the conicity of the hub bore;
the space required for disc brakes mounted on the wheel;
the space needed on the bogie frame, braking equipment and suspension equipment.
3.1.2 Assembly requirements
the bore diameter;
the hub length to ensure overhanging of the hub on the wheelseat.
3.1.3 Maintenance requirements
the wear limit diameter or the last reprofiling diameter;
the wear groove shape;
the geometry of the area for wheel clamping on reprofiling machines;
the position and shape of the hole and groove for displacement under oil pressure;
the general rim shape to allow ultrasonic measurement of residual stresses in wheels braked by shoes.
3.2 Parameters for thermomechanical assessment
The application shall be defined by:
the maximum braking energy created by the friction of the brake shoes on the rail surface. This energy
may be defined by a power Pa, a time ta and a train speed Va during drag braking. If it is defined by other
parameters (for braking to a stop, for example), these parameters are defined by agreement between the
customer and the supplier;
the type of brake shoes applied to the wheel (nature, dimensions and number).
!NOTE For interoperable freight rolling stock, the thermomechanical behavior does not need to be verified when braking
to a stop, but only drag braking, because of the lower energy in stop braking. "
3.3 Parameters for mechanical assessment
The application shall be defined by:
the maximum vertical static force per wheelset;
the type of service to be provided by the vehicles that will be fitted with the wheels to be approved:
description of the lines: geometric quality of the tracks, curve parameters, maximum speeds ... ;
running times on these lines;
the calculated service life of the wheel, in kilometres.
7
EN 13979-1:2003+A2:2011 (E)
3.4 Parameters for acoustic assessment
The application shall be defined by all the parameters influencing the noise emitted by the wheel and not
directly involved in the design of the wheel to be approved, such as:
the reference track on which the wheel is to run;
the reference wheel to which the design will be compared;
the reference rolling stock and one or more reference speeds;
one or two surface roughness spectra representative of the range of operational values of the wheel
under test.
4 Description of the wheel to be approved

The designer of the wheel to be approved shall supply documentation comprising:
the description of the fabrication process (forging, rolling, heat treatment,…);
the definition of the wheel geometry (drawing);
the following fabrication parameters, if they differ from those defined in !EN 13262":
geometrical tolerances;
surface finishes;
steel grade;
the parameters for defining the application for which the approval is requested.
At the end of this technical approval procedure and before being put into service, a wheel shall be subjected
to the product qualification procedure defined in !EN 13262".
5 Assessment of the geometrical interchangeability

The wheel design shall conform to the requirements of 3.1.
6 Assessment of the thermomechanical behaviour
6.1 General procedure
This assessment may comprise three stages. The transition from one stage to the next depends on the results
obtained.
The flowchart for this assessment is shown in normative Annex A.
For each of the three stages, the test shall be carried out on a new rim (nominal tread diameter) and a worn
rim (wear limit tread diameter).
8
EN 13979-1:2003+A2:2011 (E)
In each case, new rim and worn rim, the web geometry of the tested wheels shall be the least favourable for
thermomechanical behaviour within the geometrical tolerance ranges. The wheel designer shall prove, by
numerical simulation, that the tested wheels give the worst results. If that is not the case, the numerical
simulation shall allow the results that would be obtained on wheels not in the most unfavourable geometrical
conditions to be corrected.
!Required values of Pa for European interoperability are given in informative Annex F."
In order to allow measurement of residual stress, the wheels to be tested shall not have either a wear limit
groove or a bevel.
NOTE For the moment, the calculation codes and thermomechanical parameters are too imprecise and not well
known enough to be used as assessment parameters in a standard. In future, if this situation develops, a
thermomechanical calculation should be made as the first stage of the assessment.
6.2 First stage – Braking bench test
6.2.1 Test procedure
The test method and the measurements to be made are given in normative annex A.
The power to be applied during this test shall be equal to 1,2 Pa (Pa is defined in 3.2). The duration of each
drag braking period and the train speed are those defined in 3.2 (ta and Va).
6.2.2 Decision criteria
Three criteria shall be met simultaneously for the wheel with the new rim and the wheel with the worn rim.
Wheel with new rim:
maximum lateral displacement of the rim during braking :+ 3 / -1 mm;
level of residual stress in the rim after cooling:
rn + r N/mm2 as the average of three measurements;
in + ( r + 50) N/mm2 for each measurement;
maximum lateral displacement of the rim after cooling:+ 1,5 / - 0,5mm.
Wheel with worn rim:
level of residual stress in the rim after cooling:
rw +( r + 75) N/mm2 as the average of three measurements;
iw +( r + 100) N/mm2 for each measurement;
maximum lateral displacement of the rim after cooling:+ 1,5 / - 0,5mm.
The value of r shall be defined according to the criteria of the wheel rim steel grade. For grades ER6 and
ER7 of !EN 13262", r = 200 N/mm2.
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EN 13979-1:2003+A2:2011 (E)
The lateral displacement is positive if the distance between the two inner faces of the wheel of the wheelset
increases.
For domestic traffic, if the track tolerances differ from general tolerances used in Europe, other values of
lateral displacement may be agreed between the parties concerned
6.3 Second stage – Wheel fracture bench test
6.3.1 General
This second stage shall only be proceeded with if the residual stress levels measured during the first stage
exceed the decision criteria.
The test procedure is given in normative annex A.
6.3.3 Decision criterion
The tested wheels shall not fracture.
6.4 Third stage – Field braking test
6.4.1 General
This third stage shall be proceeded with if one of the results of the first stage does not meet the decision
criteria and the wheel is not rejected after the second stage.
The test method and the measurements to be taken are given in normative annex A.
The power to be taken into account for this test is 1,2 Pa (Pa is defined in 3.2). The duration of each drag
braking and the running speed of the train are those defined in 3.2 (ta et Va).
Three criteria shall be met simultaneously for the wheel with the new rim and the wheel with the worn rim.
Wheel with new rim:
level of residual stress in the rim after the tests and after cooling:
rn + ( r - 50) N/mm2 as the average of the three measurements
in + r N/mm2 for each of the measurements
maximum lateral displacement of the rim after cooling: + 1,5 /- 0,5 mm.
Wheel with worn rim:
maximum lateral displacement of the rim during braking :+ 3 /-1 mm;
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EN 13979-1:2003+A2:2011 (E)
level of residual stress in the rim after the tests and after cooling:
rw + r N/mm2 as the average of the three measurements;
iw + ( r + 50) N/mm2 for each of the measurements;
maximum lateral displacement of the rim after cooling: + 1,5 /- 0,5 mm
The value of r shall be defined according to the criteria of the wheel rim steel grade. For grades ER6 and
ER7 of !EN 13262", r = 200 N/mm2.
The lateral displacement is positive if the distance between the two inner faces of the wheel of the wheelset
increases.
For domestic traffic, if the track tolerances differ from the general tolerances used in Europe, other values of
lateral displacement may be agreed between the parties concerned
7 Assessment of the mechanical behaviour
This assessment may comprise two stages. The second stage is carried out depending on the results of the
first stage. The purpose of this assessment is to ensure that there will be no risk of fatigue cracking either in
the wheel web or in its connections with the hub or the rim during the service life of the wheel.
Both for the calculation and the test, the wheel geometry shall the least favourable with regard to the
mechanical behaviour. If that is not the case for the test, the test parameters shall be corrected by the
calculation.
The flowchart for this assessment is shown in normative annex B.
7.2 First stage - Calculation
7.2.1 Applied forces
Conventional forces shall be used. They are calculated on the basis of the value of load P. Load P is defined
in EN 13103. It is half the vertical force per wheelset on the rail.
On the basis of the parameters necessary for the mechanical assessment defined in 3.3, additional forces
shall be used if these parameters generate greater forces (for example,. tilting trains, curve parameters,
frozen track, etc…).
Three load cases shall be considered (see Figure 1):
Case 1: straight track (centred wheelset)
Fz = 1,25 P
Fy1 = 0
Case 2: curve (flange pressed against the rail)
Fz = 1,25 P
11
EN 13979-1:2003+A2:2011 (E)
Fy2 = 0,6 P for non-guiding wheelsets
Fy2 = 0,7 P for guiding wheelsets
Case 3: negotiation of points and crossings (inside surface of flange applied to the rail)
Fz = 1,25 P
Fy3 = 0,6 Fy2 = 0,36 P for non-guiding wheelsets
Fy3 = 0,6 Fy2 = 0,42 P for guiding wheelsets
Figure 1 shows, for the general case, the application points of the different forces.
Dimensions in millimetres
Key
1 Straight track
2 Curve
3 Negotiation of points and crossings
Figure 1 — Application points of the different forces
7.2.2 Calculation procedure
A finite element calculation code shall be used to determine the stresses. The validity of the code shall be
proven and the choice of parameters having a critical influence on the results shall be justified. Informative
annexe C gives one method of demonstrating this.
The stresses shall be analysed as follows:
determination of the principal stresses at all points in the mesh (nodes) for each of the three load cases;
assessment, for each node, of the maximum principal stress for the three load cases ( max) and of the
direction of this principal stress;
12
EN 13979-1:2003+A2:2011 (E)
assessment, for each node, of the minimum stress equal to the lowest normal stress in the direction of
max, for the three load cases ( min);
calculation for each node of:
= max - min
The range of dynamic stress shall be less than the permissible stresses at all points of the web.
The permissible ranges of dynamic stresses, A, are as follows:
for wheels with a machined web: A = 360 N/mm 2 ;
for wheels with a non-machined web: A = 290 N/mm 2.
7.3 Second stage – Bench test
7.3.1 General
This second stage shall be carried out if the results of the first stage go beyond the decision criteria.
7.3.2 Definition of bench loading and of the test procedure
They shall be agreed between the designer of the wheel and the body leading the technical approval.
The loading and the test procedure shall reproduce in the web the stresses representative (direction, level and
number of cycles) of those the wheel is subjected to throughout its entire life.
Informative annex D gives one method of doing this.
Four wheels shall be tested.
No fatigue cracks shall be observed after the test. A fault is considered to be a crack if its length is greater
than or equal to 1 mm.
8 Assessment of the acoustical behaviour
The assessment of the acoustical behaviour of a wheel is widely dependent on several parameters that are
not directly related to the design of the particular wheel to be approved. This is why the result of a new wheel
design shall be compared with that of a rail system/reference wheel for a given state of maintenance of the rail
surface.
A schematic diagram representing the acoustical approval procedure for the wheel is given in informative
annex E. The acoustical technical approval of the wheel may be obtained by a calculation if the type of wheel
to be approved allows reliable results to be obtained and/or from field measurements if requested:
13
EN 13979-1:2003+A2:2011 (E)
case 1 : a procedure based on calculations is considered adequate. This concerns monobloc

axisymmetric wheels of "standard" diameter (greater than or equal to 800 mm) for which the numerical
calculations have already been validated 1);
case 2 : a procedure based on calculations and supplemented by an experimental modal analysis of the
wheel may be selected. This procedure concerns non-axisymmetric monobloc wheels (except for those
with holes) and small diameter (less than 800 mm) monobloc wheels for which retuning of the calculated
modal base is required (e. g. when absorbing devices are mounted on the wheel). This retuning is due to
results of an experimental modal analysis of the wheel;
case 3: a range of measurements is required for the acoustical technical approval of the wheel. This
procedure concerns non-monobloc wheels with holes, non-axisymmetric wheels, wheels with shielding
devices, for which the calculation approach is not yet a sufficiently reliable approval criterion
8.2 Calculation procedure
This shall be applied in case 1 or 2 defined in 8.1. A calculation procedure is given in informative annex E.
8.3 Field measurements
The field measurements shall be carried out in the following cases:
the calculation procedure has not been carried out or is unable to be carried out in a reliable enough
manner (case 3 of 8.1) ;
the calculation procedure has been carried out but has not led to acoustical technical approval of the
wheel.
A field measurement procedure is detailed in informative annex E 2).
8.4 Decision criteria
Rref Tref
If L represents the average acoustic pressure level emitted at a distance of 3 m from the track:
S ref Wref
by a reference wheel Wref;
on a reference track Tref ;
at a reference speed Sref ;
for a reference roughness spectrum Rref ;
1) Numerical calculations using the TWINS model developed at ERRI have been validated.
2) This procedure has been validated by ERRI [2], [3] and the model has been simplified for the specific requirements of
the test for the technical approval.
14
EN 13979-1:2003+A2:2011 (E)
Rref Tref
Wopt represents the new wheel design and L its noise emission level in the same conditions as the
S ref Wopt
Rref Tref
reference wheel, the performance indicator G is given for:
S ref
Rref Tref Rref Tref Rref Tref

G = L - L
S ref S ref Wopt S ref Wref
In the following text, and to simplify the notations, it is assumed that the values of G and L in the above
equation are expressed for the fixed parameters of speed, track and roughness. The above equation may
then be written as:
G = LW - LW
opt ref
This expression may be evaluated both globally and on a 1/3 octave band. With the new notations, this
expression is written as:
Gi i
LW Liref
opt
where
i is the 1/3 octave considered in the frequency range [100, 5000 Hz].
Considering that the new wheel shall be quieter than the reference wheel, the acceptance criteria may be
written as:
G LWopt LWref
Gi i
LW i
LW
opt ref
Thus, the acceptance criterion shall be the total noise radiation gain between the reference wheel and the
optimized wheel, assessed on a reference track, with a reference roughness spectrum. It is expressed in
i
dB(A) for the global value GS,T supplemented by a 1/3 octave band analysis G S,T .
ref ref
In both cases (calculations and field test), the acoustical acceptance criteria are applied to the wheel under
i
test: calculation of the global noise gain thresholds, GS,T , and by 1/3 octave band, G S,T , according to the
ref ref
standards and regulations. These thresholds are based on the reference system noise radiation and their
minimum value is zero.
9 Technical approval documents

A file shall be built up as the technical approval procedure is progressed. It shall comprise the following parts:
a) identification of the wheel: drawing, material,... ;
b) definition of the application covered by the approval;
c) geometrical assessment documents;
d) thermomechanical assessment documents;
15
EN 13979-1:2003+A2:2011 (E)
e) mechanical assessment documents;
f) acoustical assessment documents.
16
EN 13979-1:2003+A2:2011 (E)
Annex A
(normative)
Assessment of the thermomechanical behaviour
A.1 Assessment organigram
Braking bench test
Lateral displacement
YES conforms to 6.2.2 ?
Residual stresses
conform to 6.2.2 ?
NO
YES
Residual stresses
conform to 6.2.2 ?
Wheel
Wheel
rejected
accepted
NO
Wheel fracture bench test
Fracture? YES
NO
Field braking test
YES NO
Lateral displacement
conforms to 6.4.3 ?
Residual stresses
conform to 6.4.3 ?
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EN 13979-1:2003+A2:2011 (E)
A.2 Braking bench test procedure
A.2.1 Principle of the test
The braking bench test consists of making 10 drag brakings on a wheel and measuring their effects on the
development of residual stresses in the rim, on the maximum lateral displacement of the rim during braking
and on the residual lateral displacement of the rim after cooling.
A.2.2 Definition of braking
The parameters of the drag braking cycles are obtained from the parameters defining the application (see
3.2):
nominal braking power Pb = 1,2 Pa ;
duration of braking tb = ta ;
linear speed of the wheel Vb = Va ;
type of brake shoes;
speed of simulated wind: Va/2 measured 700 mm from the axle with the unit at a halt.
During the cycles, variations in these parameters shall remain within the following ranges:
instantaneous power: ± 10% Pb ;
average power: ± 5% Pb ;
duration of braking: ± 2% tb ;
linear speed: ± 2% Vb.
The test shall be driven by the instantaneous braking power that shall be maintained within the range given
above for the duration of the test.
Control is effected:
either on the basis of measuring the braking torque;
or on the basis of measuring the tangential forces between the wheel and brake shoes and measuring the
speed.
Following agreement between the parties involved, the effect of the wind may be taken into account by a
calculation that modifies the parameters used or measured during the test.
A.2.3 Method of measuring the decision criteria
A.2.3.1 Measurement of lateral displacements
The lateral displacements of the rim are measured on the internal lateral face of the rim at the wear limit
diameter level with one face of the hub being used ass a reference.
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EN 13979-1:2003+A2:2011 (E)
The measurement of the displacement during braking shall allow the extremes of displacement occurring
during the ten braking cycles to be obtained.
The residual displacement after cooling is equal to the average of three measurements carried out at 120°
intervals around the rim.
The measurement accuracy shall be at least ± 0,1 mm.
NOTE The maximum value of the displacement may appear some minutes after braking has stopped
A.2.3.2 Measurement of residual stresses
The residual stresses are measured by an ultrasonic method using a procedure and apparatus that shall meet
the following conditions.
A.2.3.2.1 Procedure
The measurements are made with transverse waves over the whole width of the rim.
They shall be effected in three radial sectors each comprising 120° around the rim. Four measurements ( j) at
least shall be made in each sector, the measuring points being located between 15 mm below the rail surface
and the minimum diameter to obtain the correct measurements. The spacing between the measuring points
shall be constant. For worn rims, at least one measurement shall be taken at mid-thickness of the rim in each
sector.
The value of the residual stress to be considered is as follows:
n
stress in a sector: σi 1/n σj
j 1
3
stress in the rim: σr 1/ 3 σi
i 1
A.2.3.2.2 Apparatus
It shall permit the display and processing of the ultrasonic signal for the thickness of the rims to be measured.
It shall meet the verification criteria specified in EN 12668-3, for the polarized transverse wave probes
physical state and external aspect;
overall operating stability;
vertical linearity;
horizontal timebase linearity.
The last two points shall be verified with the probes used for the measurements.
The measuring accuracy shall be within the following ranges:
repeatability: 5 N/mm2 ;
reproducibility : 50 N/mm2 ;
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EN 13979-1:2003+A2:2011 (E)
both for the measurements on the wheels and those on the calibration block.
The ultrasonic equipment shall be calibrated to take into account the influence of the material texture
anisotropy. For this, a calibration block shall be used.
This block shall made from a rim of the same geometry, material quality and surface roughness as all the
wheels to be tested.
Two different types of block may be used to calibrate the ultrasonic apparatus:
type A calibration block: the block shall be totally stress-relieved by means of a suitable heat treatment;
2
type B calibration block: the block shall be made so that its level of residual stresses is 100 N/mm . The
2 2
measured value shall be adjusted to 100 N/mm 20 N/mm .
The measurement parameters shall be verified before and after each series of measurements and each time
the equipment is de-energized.
A.2.4 Tests and measurements
A.2.4.1 Measurements before tests
The parameters of the geometrical definition of the wheel shall be recorded.
Measure the residual stresses in the rim.
The brake shoes shall be worn in with a braking power not exceeding 1,2 Pa /2 until the contact surface
between the wheel and the shoe is equal to at least 80% of the total shoe surface.
A.2.4.2 Braking tests
The ten drag braking cycles are carried out successively.
At the beginning of each cycle, the wheel rim temperature (measured at mid-thickness of the rim on the
external face) shall be less than 50 °C.
Cooling of the wheel may be accelerated by water spraying as soon as the rim temperature is lower than
200 °C.
Before each braking cycle, the position of the brake shoes shall be checked to ensure that there is at least
10 mm between the external face of the brake shoe and the external face of the rim.
During each cycle, the following shall be measured:
the instantaneous power;
the linear speed;
the lateral displacement of the rim;
the temperature of the web-rim fillet (optional);
the duration of the braking cycle;
the parameters of the simulated wind.
The average power is calculated at the end of each cycle.
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EN 13979-1:2003+A2:2011 (E)
The brake shoes shall be changed when they are half-worn or after 5 braking cycles. New shoes shall be
worn in as described in A.2.4.1.
NOTE Measurement of the rim temperature is not mandatory, but may in certain cases explain aberrant residual
stresses. Monitoring of the power level is mandatory and replaces monitoring of the pressure in the brake cylinder
because of the variations in the coefficient of friction between the wheel and the brake shoe.
A.2.4.3 Measurements after the braking cycles
After 10 braking cycles and complete cooling down of the wheel, the following shall be measured:
the residual stresses at the same points as before the braking cycles;
the residual lateral displacement of the rim.
A.2.5 Anomalies
If a power monitoring anomaly occurs during the cycles, the test shall be restarted with a different wheel.
A.3 Wheel fracture bench test procedure
This fracture bench test consists of verifying that a wheel with a pre-cracked rim withstands specified drag
braking without undergoing any radial fracture.
A.3.2 Definition of drag braking
The drag braking cycle parameters shall be obtained from the parameters defining the wheel application (see
3.2):
nominal braking power Pr = 1,2 Pa ;
duration of braking tr = ta ;
linear speed Vr = Va ;
type of brake shoe.
During the braking cycles, these parameters shall remain within the following limits:
instantaneous power: ± 10% Pr ;
average power: ± 5% Pr ;
duration of braking: ± 2% tr,
linear speed: ± 2% Vr.
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EN 13979-1:2003+A2:2011 (E)
speed.
A.3.3 Pre-cracking of the rim
The wheel to be tested shall have a crack on the external edge of the tread. The depth of this crack,
measured on the external lateral face of the rim, shall be 8 ± 1 mm.
This crack may be obtained using the following method:
machining of three mechanical notches on the edge of the tread, 120 ° apart;
application of two drag brakings at a nominal power of 0,66 Pa for a period of ta and at a speed Va;
application of stop brakings to initiate and propagate cracks from the mechanical notches until one of
them attains the required depth (8 ± 1 mm).
A.3.4 Special measurement methods required for this test
During this test, it is necessary to follow the development of residual stresses in the rim. They are measured
by ultrasonic means using a procedure and apparatus that shall meet the following conditions.
A.3.4.1 Procedure
See A.2.3.2.1.
A.3.4.2 Apparatus
See A.2.3.2.2.
A.3.5.1 Pre-cracking of the rim
This is done under the conditions described in A.3.3 or using any other method giving the same result.
When a crack reaches the specified depth, the residual stresses shall be measured in the rim. The
parameters of the geometrical definition of the rim shall be recorded.
A.3.5.2 Fracture of the wheel
The braking cycles described in A.3.2 are applied successively to the wheel until:
either a radial fracture occurs;
or a state similar to a fracture occurs, for example rapid propagation of a crack into the web which is then
stopped by the curvature of the web;
or the residual stresses in the rim stabilize. This is the case if the residual stresses are less than
± 30 N/mm2 during three successive braking cycles.
The cooling of the wheel may be accelerated by water spraying as soon as the rim temperature is less than
200 °C.
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EN 13979-1:2003+A2:2011 (E)
The following measurements shall be carried out during each cycle:
the linear speed;
the duration of the braking cycle.
The average power is calculated after each cycle.
Between each cycle, the residual stresses shall be measured, with the rim temperature (measured at mid-
thickness of the rim, on the external face) having to be less than 50 °C during this measurement.
A.3.6 Anomalies
If, during the cycles, a power monitoring anomaly occurs, the test shall be restarted with a different wheel.
A.4 Field braking test procedure
The field braking test consists of making 10 drag brakings on one wheel and measuring their effects on the
development of residual stresses in the rim, the lateral displacement of the rim and the residual lateral
displacement of the rim after cooling.
A.4.2 Definition of braking
The drag braking cycle parameters shall be obtained from the parameters defining the application of the wheel
(see 3.2):
nominal braking power Pb = 1,2 Pa;
duration of braking tb = t;
linear speed of the wheel Vb = Va;
type of brake shoe.
During the braking cycles, these parameters shall remain within the following limits:
instantaneous power: ± 10% Pb;
average power: ± 5% Pb;
duration of braking: ± 2% tb;
linear speed: ± 2% Vb.
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EN 13979-1:2003+A2:2011 (E)
speed.
A.4.3 Method of measurement of the decision criteria
A.4.3.1 Measurement of lateral displacements
The lateral displacements of the rim shall be measured on the internal lateral face of the rim at the wear limit
diameter level with one face of the hub being used as a reference.
The measurement of the displacement during braking shall be continuous to obtain the minimum and
maximum displacement occurring during all the braking cycles.
The residual displacement after cooling is equal to the average of three measurements carried out at 120°
intervals around the rim.
The measurement accuracy shall be at least ± 0,1 mm.
NOTE The maximum value of the displacement may appear some minutes after braking has stopped.
A.4.3.2 Measurement of residual stresses
The residual stresses are measured by an ultrasonic method using a procedure and apparatus that shall meet
the following conditions.
A.4.3.2.1 Procedure
See A.2.3.2.1.
A.4.3.2.2 Apparatus
See A.2.3.2.2.
A.4.4 Standard test run
A.4.4.1 Vehicle parameters
For this test, a vehicle on which the wheel to be approved will be fitted shall be selected.
Its braking control system shall be disabled to replace it with a braking system allowing monitoring by the
braking power.
The brake shoes shall be positioned so as to have their external faces between 10 mm and 20 mm from the
outer edge of the rim.
The vehicle loading shall be "empty, ready to run".
A.4.4.2 Other parameters
The composition of the test train set is left to the test team.
The wheelsets with the wheels to be approved shall be in a leading position on the vehicle or on the bogie
24
EN 13979-1:2003+A2:2011 (E)
A.4.4.3 Meteorological conditions
They should be as close as possible to the following conditions:
little wind (wind speed less than 20 km/h);
dry weather (no rain);
temperature between 10 °C and 25 °C.
A.4.4.4 Track parameters
The track should be as straight as possible.
A.4.5.1 Measurements before the test
The parameters of the geometrical definition of the wheel shall be recorded.
The distance Ei between the internal faces of the wheelset is measured over three sectors 120 ° apart.
The residual stresses in the rim shall be measured.
The brake shoes shall be worn in with a braking power not exceeding 1,2 Pa /2 until the contact surface
between the wheel and the shoe is equal to at least 80% of the total shoe surface.
A.4.5.2 Braking tests
The ten drag braking cycles shall be carried out successively.
At the beginning of each cycle, the wheel rim temperature (measured at mid-thickness of the rim on the
external face) shall be less than 50 °C.
Cooling of the wheel may be accelerated by water spraying as soon as the rim temperature is lower than
200 °C.
Before each braking cycle, the correct position of the brake shoes shall be checked.
During each cycle, the following shall be measured and recorded:
the linear speed;
the duration of the cycle;
the meteorological conditions: wind speed, atmospheric pressure, temperature…
The average power is calculated at the end of each cycle.
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EN 13979-1:2003+A2:2011 (E)
The brake shoes shall be changed when they are half-worn or after 5 braking cycles. New shoes shall be
worn in as described in A.4.5.1.
NOTE Measurement of the rim temperature is not mandatory, but may in certain cases explain aberrant residual
stresses. Monitoring of the power level is mandatory and replaces monitoring of the pressure in the brake cylinder
because of the variations in the coefficient of friction between the wheel and the brake shoe.
A.4.5.3 Measurements after the braking cycles
After 10 braking cycles and complete cooling down of the wheel, the following shall be measured:
the residual stresses at the same points as before the braking cycles;
the residual lateral displacement of the rim
the position of the brake shoes on the rim;
the distance between the internal faces Ei of the rims on the wheelset.
A.4.6 Anomalies
If a power monitoring anomaly occurs during the cycles, the test shall be restarted with a different wheel.
26
EN 13979-1:2003+A2:2011 (E)
Annex B
(normative)
Organigram of the mechanical behaviour assessment
Stress calculation
YES
<A?
NO Wheel
Wheel rejected
approved Bench test
NO YES
Crack?
Where
is the amplitude of the calculated stress;
A is the permissible limit of dynamic stress.
27
EN 13979-1:2003+A2:2011 (E)
Annex C
(informative)
Mechanical behaviour – Finite element code assessment
The stress calculations are made using a standard finite element code.
The analysis is three-dimensional: mesh with load on one section, or axisymmetrical mesh with non-
axisymmetrical load (harmonic analysis) if the code permits an adequately high number of modes
representative of a load on one section.
The type of element chosen should be assessed (through classical beam theory calculation and/or by tests)
and the deformation of each element of the model in relation to its reference elements should meet the criteria
imposed by the code.
The precision of the mesh should take account of the type of element and the convergence of the results as a
function of the fineness of the mesh.
The presence of holes in the web imposes 3D meshing.
28
EN 13979-1:2003+A2:2011 (E)
Annex D
(informative)
Mechanical behaviour – Bench loading and test procedure
D.1 Principle of bench loading and test procedure

The schedule for assessment by test of the mechanical behaviour is as follows:
Fabrication of the wheels
Determination of the service stresses by

field test
Wheel fatigue test
Method 1 Method 2
Random fatigue test to reproduce the Static tests and single-stage fatigue test
local stresses due to service stresses with unchanging load at a level to
simulate a stress equivalent to the
service stresses
Comparison with the criteria for

acceptance of the design
D.2 Definition of loading
D.2.1 General
The load to be reproduced should be representative of a part of the service life of the vehicle fitted with the
wheels to be approved.
This load is determined using the method specified in the ERRI report B169/RP12.
This method consists of assessing the stresses on the wheel web surface by measurements on the track and
determining the forces to be imposed on the bench to reproduce the same stresses as those measured on the
track.
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EN 13979-1:2003+A2:2011 (E)
D.2.2 Measurement of the stresses during field tests
location of the stress measurements:
the stresses are measured in the crack initiation zone. The finite element calculation, carried out during the
first stage of the assessment, determines this zone (see 7.2).
test route:
the test routes are determined in accordance with ERRI/B169 committee report RP12. The choice of test
routes based on routing of the vehicle provide a representative section of the service life of the vehicle
field tests:
during the field test associated with a test route, the local stresses in the wheel web are measured in real time
according to the MARKOV principle. An elementary matrix corresponds to each test route (see ERRI report
B169/RP12).
global loading matrix:
the global loading matrix is obtained by:
multiplying the elementary matrix elements of each test route by the weighting coefficient that is the
ratio of the number of kilometres travelled during the service life portion and the number of kilometres
travelled during the test;
adding all the weighted elementary matrices;
multiplying this sum in order to obtain a life of approximately 10 000 km.
This global matrix is called G.
D.3 Fatigue bench test
D.3.1 Method 1 – Random fatigue test
D.3.1.1 Loading matrix
This simulates the life of the wheel. The matrix G that simulates 10 000 km is multiplied by a coefficient to
represent the full life.
Then, the MARKOV random sampling method requires symmetrization of the matrix. This is done by forming
the algebraic mean of the sum of the matrix and its transpose.
Finally, to reduce the duration of the fatigue test, transitions that generate cycles with low dynamic stress
ranges and no damage will be eliminated from the matrix. For example, the total number of cycles for the
fatigue test may be fixed conventionally at 2 x 106.
This final load matrix is called H.
D.3.1.2 Monitoring of the bench test
The bench test may be monitored either by the stresses measured on the web in the zone where the crack is
initiated or by the forces applied to the wheel.
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EN 13979-1:2003+A2:2011 (E)
In the case of monitoring by stresses, the matrix H may possibly be modified to a matrix H 1 to take account of
the differences in shape of the wheel used in the field test to determine matrix G (see D.2.2) and the wheel
used for the bench test. An FEM calculation may provide the means for transforming matrix H.
In the case of monitoring by forces, the stresses of matrix H should be transformed into corresponding forces
creating on the bench the same stresses as those in the wheel used in the field test to determine matrix G
(see D.2.2). This matrix is called H2.
D.3.1.3 Random fatigue test
Each transition of matrix H1 or H2 is sampled randomly and then reproduced in the bench fatigue cycle. This
method is described in the ERRI report B169/RP12.
D.3.1.4 End of test criterion
The criterion is as follows:
a fatigue crack. It is considered to be a crack if its length is greater than or equal to 1 mm;
no crack after application of all the matrix cycles.
D.3.1.5 Fatigue test bench
An example of the test bench is given in Figure D.1.
Figure D.1 — Example of fatigue test bench
D.3.2 Method 2 – Single-stage fatigue test
D.3.2.1 Load matrix and spectrum
Matrix G represents a 10 000 km section of service life. The frequency distribution of the maxima and minima
is determined from this matrix G. Then, transition to the full life section should be made by means of a
multiplying coefficient, calculating the sum of maxima and minima frequency distributions and, if necessary,
converting elongations into stresses. Finally, the load spectrum should be symmetrized and converted for a
mean stress of zero.
This load spectrum may possibly be modified to take account of the differences in shape between the wheel
used to determine matrix G and the wheel used for the bench tests. A factor is determined to represent the
stress differences. The load spectrum stresses are multiplied by this factor.
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EN 13979-1:2003+A2:2011 (E)
D.3.2.2 Equivalent stress
The load spectrum obtained as indicated above is divided into 10 similar stress stages. The equivalent stress
is then calculated according to the Serensen-Koslov method. It is based on the elementary Miner law, also
called the Corten/Dolan method.
The details of the calculation of the equivalent stress are given in the ERRI report B169/RP10.
D.3.2.3 Single-stage fatigue test
Before the start of the fatigue test, a static test is carried out to establish the relationship between the stresses
and loads (Fy and Fz). The dynamic test then starts. The test stresses are determined as follows:
first test wheel:

st
1 stage; the test stress is equal to the equivalent stress;
nd
2 stage; the test stress is equal to 1,4 times the equivalent stress;
subsequent wheels; the test starts with a stress equal to 1,4 times the equivalent stress.
The test is carried out for 107 cycles at each loading level. The ERRI report B169/RP10 gives details of the
procedure.
D.3.2.4 Acceptance criterion
The criterion is as follows:
no crack is permitted after 107 cycles with a stress level of at least 1,4 times the equivalent stress;
a crack is considered to exist if its length is greater than or equal to 1 mm.
32
EN 13979-1:2003+A2:2011 (E)
D.3.2.5 Example of bench
Figure D.2 shows an example of a bench.
Key
1 Motor
2 Sleeve with unbalanced oscillator
3 Displacement probe
4 Clamping device
5 Anti-vibration foundation
6 Springs
Figure D.2 - Example of fatigue test bench
33
EN 13979-1:2003+A2:2011 (E)
Annex E
(informative)
Assessment of the acoustical behaviour
E.1 Assessment organigram
Wheel design
Selection of the reference configuration

According to the conditions of use of the wheel (goods or passenger transport):
- choice of one wheel and one reference track
- choice of one or two reference excitation signals
- reference speed
Can a calculation be
Yes made for the acoustic No
technical approval?
FE model
Type of wheel:
- monobloc and No Field test
axisymmetrical ?
Experimental
modal analysis
Yes
Tuning of the
modal basis
TWINS acoustic
analysis
Is the wheel Is an experimental Is the wheel

acceptable ? Yes check required? Yes acceptable?
No No Yes No
The wheel is accepted
The wheel is rejected
34
EN 13979-1:2003+A2:2011 (E)
E.2 Calculation procedure
E.2.1 Preliminary comment
This annex describes the way in which to assess the calculated quantity LW , as defined in 8.4. The notation
opt
used is LW = LW, in the knowledge that it is not possible to confuse this value with the reference value LW .
opt ref
This procedure is based on the TWINS calculation model developed by ERRI 3).
E.2.2 Calculation of the wheel modal basis
Wheel to be assessed:
finite element model to determine the wheel modal basis;
tuning of the wheel modal basis according to an experimental modal analysis if necessary (see 8.1).
Selection of the reference wheel modal basis.
E.2.3 Selection of the reference track model
The reference track model should be selected.
E.2.4 Definition of the calculation parameters
excitation signal options:
the calculations are made using a "unit" roughness (1 m).
wheel and rail vibration options:
the wheel responses are calculated by incorporating the rotational effect. The wheel response is calculated in
three positions of the point of contact of the wheel (nominal position 10 mm). For example, the nominal
position may be chosen 80 mm from the internal face of the tread. The average track response is calculated
over 26 m. The frequency range examined is 100 Hz – 5 000 Hz.
sound radiation option:
the sound radiation of each component (rail, sleeper and wheel) is calculated in the form of sound power from
1/3 octave bands. This power level may be calculated for the three contact point positions. The wheel
radiation is calculated using the separate radiation levels for the modal deformations of the wheel with n = 0,
n = 1 and n = 2 (where n is the number of nodal diameters of the different wheel modes). For the rail, the
sound radiation from vertical and lateral movements may be calculated using the TWINS model. For the
sleepers, the baffle plate model may be used.
E.2.5 Power calculation
Calculation of the overall power radiated (track + wheel) LW for the reference and optimized wheels
u,i
where
3) The conditions for using and acquiring the TWINS software should be agreed with ERRI.
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EN 13979-1:2003+A2:2011 (E)
u is the unit roughness;
i is the 1/3 octave band.
Calculation of the average power for the three contact point positions on the wheel:
1 L1 L2 L3
LWu, c, i 10 lg 10 10 10 10 10 10
3
where
L1, L2, L3 are the power levels (over microphones A, B, C), calculated for the contact positions 70, 80
and 90 mm from the inner surface of the tread.
E.2.6 Insertion
Insertion of:
the reference roughness spectrum;
the filtering effect;
the A-weighting.
The contact filtering is calculated according to the REMINGTON formula:
1/ 2
1
Hi 2 log
20
3
π 2πafi
1
4 V
where
a is the half-length of the contact area in the rolling direction (in m), see reference [6] for calculation of
this parameter;
V is the rolling speed (m/s);
fi is the central frequency of the 1/3 octave band i.
NOTE For the calculation of a:
the static load per wheel should be defined. It depends on the type of rolling stock chosen for the reference
configuration;
the rail transverse radius of curvature should be chosen (for example, 0,3 m for a new rail).
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EN 13979-1:2003+A2:2011 (E)
Each power level (calculated for a unit roughness) over a 1/3 octave band i is weighted according to the
following relationship:
LW = LW + Ci + Ri + Hi
i u,c,i
where
LW is the average power for a unit roughness (1 m), in dB(lin);

u,c,i
Ci is the A-weighting, in dB;
Ri is the roughness level, in dB (ref. 1 m);
Hi is the contact filter, in dB.
E.2.7 Calculations of the decision criteria for acoustical technical approval of the wheel
See 8.4 of this standard.
Gs,T , expressed as a single index;

ref
Gsi ,Tref , expressed as a 1/3 octave band;
GW, expressed as a single index.
E.2.8 Optional calculations
Influence of the tread wear: the calculations are made for a new wheel profile. They may also be made with a
tread wear of 50 % and 100 %. The comparison between the optimized and the reference wheels is then
made for the two types of wheels with 50 % and 100 % tread wear.
E.3 Field measurement procedure
E.3.1 Objective and preliminary remark
An optional objective is to deduce from field measurements the influence of the wheel on the general noise
emitted. It is assumed 4) that the wheel is the predominant noise source between the 1/3 octave bands
1600 Hz to 5 000 Hz. Therefore, the contribution of the wheel to the noise emission may be estimated by the
overall sound power emitted in the 1/3 octave bands 1600 Hz to 5 000 Hz ( LW ).
1600-5000
The main error source comes from emissions from the track in this frequency range. For a standard track, this
error in unacceptable but it may be reduced significantly if a "low-noise" track is used for the wheel
assessment.
Therefore, a supplementary procedure is proposed to define the wheel contribution to the ambient noise.
4) Result of ERRI "OF WHAT" draft.
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EN 13979-1:2003+A2:2011 (E)
E.3.2 Recommendations for the operating conditions
The "operating conditions" should be the same as for the optimized and reference wheels. They should be
carefully selected in order to limit measurement errors. This subclause contains recommendations for:
the test train composition;
the wheel and rail roughness.
the test site selection.
E.3.2.1 Train composition
The wheel to be assessed should be mounted on the same train as the reference wheel (Figure E.1). The
following recommendations should be taken into account:
the optimized and reference wheels are mounted on the test train. If the optimized wheels are likely to be
very quiet, a buffer wagon with optimized wheels shall be used;
the emitted pressure measurements are carried out under the same operating conditions (same speed,
same meteorological conditions and same measuring equipment);
the wagons used for the wheel assessment shall be as long as possible in order to limit the noise
pollution from adjacent wheelsets;
a buffer wagon shall be inserted between the locomotive and the first wheels to be assessed (reference
wheels) in order to limit the noise pollution from the locomotive.
It is recommended that particular care be taken to ensure:
the absence of superstructure noise;
the absence of aerodynamic noise.
38
EN 13979-1:2003+A2:2011 (E)
Key
1 Test 1
2 Test 2
3 Test 3
4 Test 4
5 Buffer wagon
6 Locomotive
7 Buffer wheels
8 Reference wheels
9 Optimized or buffer wheels
10 Optimized wheels
11 Wheels under test
Figure E.1 - Recommendations for the train composition
E.3.2.2 Wheel and rail roughness
The wheel-rail roughness in the measurement section should be the same for the reference wheels and the
optimized wheels in order to allow an immediate comparison between these two types of wheels. One way of
achieving this result (Figure E.2) is to use a wheel of low roughness compared with that of the rail over the
measurement section (with at least 10 dB difference for each octave).
In addition, the roughness spectrum (in the wavelength range) should be as regular as possible (i.e. no
pronounced spectral line that may favour the excitation of a specific wheel mode).
After the wheel roughness has been measured and during the approval measurements, the braking system
should be disconnected if the wheels are tread-braked. Thus, the wheel roughness will not be altered during
the tests.
39
EN 13979-1:2003+A2:2011 (E)
Key
1 "Low" wheel roughness
2 "High" rail roughness
3 "High" rail roughness in the measurement zone
4 Measurement zone (10 m -15 m)
5 Microphones situated 3 m from the nearest rail
6 Wheel to be validated
Figure E.2 – "Ideal" roughnesses for the measurement procedure
The recommendations for the wheel and rail roughness are summarized in Table E.1:
Table E.1
Recommendations Comments
- low wheel roughness. - it has to be ensured that the rail roughness is greater
(at least 10 dB) than the wheel roughness.
- high rail roughness in the measurement zone.
- no pronounced spectral line in the combined wheel/rail
roughness spectrum.
- disconnection of the braking system during the - during the test, the wheel roughness shall remain
measurements (if the wheels are tread-braked). approximately 10 dB less than that of the rail.
E.3.2.3 Selection of the test site
Apart from the rail roughness criterion, the following recommendations have a bearing on the selection of the
test site (Table E. 2):
40
EN 13979-1:2003+A2:2011 (E)
Table E.2
Recommendations Comments
- perfect straight line (no curve close to the - the contact zone between the wheel and the rail shall
measurement zone). remain constant along the measurement zone.
- no obstacles to outdoor acoustical propagation - to avoid acoustic reflections over surfaces other than
(tunnel, bridge, buildings, ...) close to the test site the ground.
(free field condition).
- narrow contact zone on the rail head. - to limit the influence of the rail roughness.
E.3.3 Measurement procedure
E.3.3.1 Roughness measurements
The wheel and rail roughness should be measured in order to check that the wheel roughness is actually less
than that of the rail (a difference greater than 10 dB on each 1/3 octave band is desired over the frequency
range in question). The wheel roughness measurements should be carried out before and after the field tests.
The objective is to obtain the 1/3 octave spectra as a function of the frequency. The 1/3 octave bands
between 100 Hz and 5 000 Hz should be covered. This corresponds approximately to wavelengths from
20 cm to 1 cm (for rolling speeds from 60 km/h to 200 km/h).
The rail roughness measurement should be carried out bearing in mind that:
the measuring zone length is 10 m, centred on the measuring section;
an adequate number of parallel measurement lines is required:
if the contact zone on the rail head is narrow enough (width 1,5 cm), one single line centred on the
contact zone is required;
if the width is greater than 1,5 cm, the measurement shall be on 2 parallel lines;
there should be a gap of 5 mm between the lines.
The wheel roughness measurement should be carried out bearing in mind that:
a measurement length is associated with 3 complete wheel rotations;
at least 4 parallel measurement lines centred on the wheel contact zone are required;
there should be a gap of approximately 5 mm between the lines in order to cover at least the contact
zone 7,5 mm.
E.3.3.2 Trackside measurements
The measuring equipment should be located in the middle of the measurement zone. It comprises:
a vertical accelerometer on the rail, at mid-span (underneath the rail foot, below the rail web);
a lateral accelerometer on the rail head, at mid-span;
three microphones 3 m from the rail axis (A, B, C, see Figure E.3 for the positions of the microphones).
The radiated power is estimated from these microphones.
41
EN 13979-1:2003+A2:2011 (E)
Key
1 Track running zone
2 Track
3 Ground
4 Rail centre line
5 Track centre line
Figure E.3 - Positions des microphones
These vibration and noise data should be analysed to give an average level over a period corresponding to a
train movement of twice the length of half the reference coach so that all the noise/vibration associated with
the central wheelset or bogie is effectively taken into account.
Two lateral accelerometers may optionally be implanted (in the middle of the measurement zone) on the rail
(one on a sleeper, one at mid-span).
E.3.3.3 On-board measurements
The axial and radial vibration levels are important for a precise assessment of the wheel (in particular for
wheels with a very low noise emission for which the track noise emission is the predominant source). However,
this information is not necessary for the final acoustic approval of the wheel that only takes into account the
overall noise emitted by the track and the wheel.
E.3.3.4 Additional measurements
Checking of the reference track:
the conformity of the dynamic behaviour of the track to what was expected should be verified. The main
reasons for non-conformity are as follows:
42
EN 13979-1:2003+A2:2011 (E)
the rail stiffness may vary with time;
the static pre-load applied by the fastening system may be incorrect;
the dynamic stiffness of the rail depends to a large extent on the temperature;
the simplest way in which to verify the reference track is to measure the vertical acceleration of the rail at
mid-span and compare it to a reference vertical acceleration.
Meteorological conditions:
these may influence the acoustic measurements. This is why the meteorological measurement conditions
of ISO 3095 should be applied.
E.3.4 Analysis of results
All the measurements (sound pressure, vibration, roughness) should be analysed by 1/3 octave band (at least
in the 200 Hz - 5 000 Hz 1/3 octave band).
E.3.4.1 Roughness analysis
The wheel and rail roughnesses are analysed separately. The following precautions should be taken when
producing an excitation spectrum:
pitting: the roughness sensor has a much smaller radius of curvature than that of the wheels and is
therefore able to detect small marks on the wheel or rail surface that will not be seen by the wheel-rail
contact. These marks should be eliminated from the analysis by simulating the effect of a roughness
sensor with a radius of curvature equal to that of the wheel;
different windows may be used: uniform window, 10 % cosine window, window with amplitude squared
2 2πt
between 0 and T of 1 1 cos ;
3 T
filtering: a filter is intended to eliminate the long wavelengths (that generate very high amplitudes) and the
short wavelengths (anti-aliasing filter);
conversion to real frequency: the FFT produces a narrow roughness spectrum in the (1/lwavelength) g
range. This spectrum should be converted into the frequency range according to the relationship f = V// ;
where
V is the rolling speed (m/s);
is the wavelength (m).
The wheel and rail roughnesses are then integrated by 1/3 octave band:
if several parallel lines are measured, the average value should be calculated. The parallel lines are
assumed to be non-coherent;
total roughness: the total roughness excitation R corresponds to the sum of the wheel and rail roughness
spectra (SW and SR) added in terms of energy:
R = 10.lg (SW + SR)
43
EN 13979-1:2003+A2:2011 (E)
E.3.4.2 Sound pressure level and track vibration levels
The noise and vibration data are analysed to give an average level over a period corresponding to the
movement of the train over twice the length of half a coach.
The sound pressure levels 3 metres from the track, LPA, LPB, LPC are given per 1/3 octave band, in dB(A). The
resulting sound pressure level LPABC corresponds to a weighted average of these three sound pressure levels,
given by the following relationship:
LPA LPB LPC
LPABC 10 llg ( 0,4 1

1 10 10 0,2 1
10 10 0,4 1
10 10 )
This acoustic spectrum (per 1/3 octave band) is proportional to the sound power.
The track vibration levels are expressed in terms of velocity levels:
~
V2
LV 10 lg
V02
where
~
V 2 is the square velocity;
V0 is 1 m/s.
It is recommended carrying out several measurements of LPABC and LV (at least 4) to produce average values.
The standard deviation should not exceed 1 dB.
E.3.4.3 Calculation of the acceptance criteria
i
The optimized wheel is assessed initially by 1/3 octave bands (acoustic gain G s,T is placed opposite the
ref
reference wheel for each 1/3 octave band):
i i i
Gs,Tref
LPABC referencewheel
LPABC optimized wheel
The single index Gs,T should be calculated for a reference roughness spectrum. Therefore, a correction of
ref
the 1/3 octave levels is required.
Two methods are available:
Method 1:
All the 1/3 octave spectra are first corrected on the basis of the wheel/rail roughness levels measured on site
and according to the reference roughness spectra. For example, for the sound levels, the correction is as
follows:
i
LPABC corrected
LiPABC RMi RRi
where
i
RM is the combined wheel/rail roughness level at the 1/3 octave band i, measured on site;
44
EN 13979-1:2003+A2:2011 (E)
R Ri is the reference roughness spectrum, representative of the rolling stock;
LiPABC is the average pressure level (dBA) measured on site.
i
`The global acoustic levels LG corresponding to the 1/3 octave spectrum LPABC corrected
, are calculated:
LiPABC,corrigé / 10
LG 10 lg 10
i
where
i represents the 1/3 octave bands.
The index Gs,T is obtained by the relationship:

ref
Gs,T = (LG) - (LG)

ref reference wheel optimized wheel
This method may introduce measurement errors associated with the roughness measurement.
Method 2:
i
It is assumed that the noise level LPABC referenceroughness
(per 1/3 octave band) of the reference wheel on the
reference track is known for the reference roughness spectrum. This may be obtained by applying method 1
once and once only.
All the 1/3 octave spectra measured are corrected according to this reference noise spectrum
i i
LPABC referenceroughness
and the measured spectrum LPABC measured
of the reference wheel on the reference
track. To introduce the reference roughness, the correction is as follows:
i i
Ci LPABC referenceroughness
LPABC measured
and the relationship of method 1 giving Gs,T is replaced by:

ref
i
LPABC corrected
LiPABC C i
These last two relationships are then used to determine the index Gs,T ..
ref
45
EN 13979-1:2003+A2:2011 (E)
Annex F
(informative)
!Drag braking values for interoperability
Power input for drag brake simulation is given by the equation:
Pa = m × g × va × α
during a time ta,
where
Symbol Description Unit Value
m vehicle mass on rail per wheel kg

2 2
g acceleration of free fall m/s 9,80665m/s
a
α average slope of the line slope in ‰ 21 ‰
a
ta time (duration of the test) s 45 min
a
va vehicle speed m/s 60 km/h
a
Values based on St Gotthard Slope (the reference slope for interoperability).
"
46
EN 13979-1:2003+A2:2011 (E)
#Annex ZA
(informative)
Relationship between this European Standard and the essential

requirements of Directive 2008/57/EC
This European Standard has been created under a mandate given to CEN/CENELEC/ETSI by the European
Commission in order to provide a way to meet the essential requirements of new approach Directive
2008/57/CE5.
Once this Standard is cited in the Official Journal of the European Union (OJEU) in connection with said
Directive and once it becomes a national Standard in at least one Member State, compliance with the
legislative articles in this Standard given in Table ZA.1 for goods carriages and Table ZA.2 for locomotives
and convenient rail transport equipment, confers within the limits of the application field of the Standard a
presumption of compliance with the essential requirements applicable to said Directive and associated EFTE
regulation. $
5 Directive 2008/57/EC adopted on 17 June 2008 is a reorganisation of previous Directives 96/48/EC on ‘the
interoperability of the trans-European high-speed rail system’ and 2001/16/EC on the ‘interoperability of the trans-
European conventional rail system’ and their updating by Directive 2004/50/EC of 29 April 2004 of the Council of the
European Parliament amending Directive 96/48/EC on the ‘interoperability of the trans-European high-speed rail system’
and Directive 2001/16/EC on the ‘interoperability of the trans-European conventional rail system’.
47
EN 13979-1:2003+A2:2011 (E)
#Table ZA.1 – Correspondence between this European Standard, the TSI RC Goods Coach
Equipment dated July 2006 and published in the Official Journal on 8 December 2006, whose interim
update was published in the Official Journal on 14 February 2009, and Directive 2008/57EC
Articles/paragraphs Chapters/§/points and Annexes of TSI Corresponding text, articles, Comments

of this European §/Annexes of Directive
Standard 2008/57/EC
Clauses 1 to 9 4. Characteristics of sub-system Annex III – Essential

Annexes A to D 4.2 Function and technical specifications Requirements
Annex F at sub-system level
4.2.3 Interaction between vehicle/track 1 General requirements
and gauge 1.1 Safety
§ 4.2.3.4.1 Dynamic behaviour of vehicle . Paragraphs 1.1.1, 1.1.2,
General information 1.1.3
1.4 Environmental Protection
4.2.4 Braking Paragraphs 1.4.4, 1.4.5
§ 4.2.4.1.2.5 Braking performance. 1.5 Technical Compatibility
Function and technical specification. §1
Available energy limits
§ 4.3.8 2 Essential requirements
Functional and technical specifications of specific to each sub-system
interfaces. TSI Conventional Rail ‘Noise’
5 Interoperability constituents 2.3 Requirements specific to
§ 5.3.2.3 List of constituents. Interaction 'control command and
between vehicle / track and gauge. signalling' system
Wheels 2.3.2 Technical Compatibility
§ 5.4.2.3 Interaction between vehicle / §1
track and gauge
Wheels 2.4 Requirements specific to
‘rolling stock’ sub-system
6 Assessment of compliance and/or
suitability for use of constituents and 2.4.2 Reliability and
verification of sub-system Availability
2.4.3 Technical Compatibility
§ 6.1.3.2.3 Interoperability constituents §3
Specifications for assessment of
interoperability constituents. Interaction
between vehicle/track and gauge.
Wheels.
Annex E: Interaction between

vehicle/track and gauge. Dimensions of
wheelsets and tolerances of standard
gauge
Annex L: Interaction between

vehicle/track and gauge. Wheels.
Annex Q: Assessment procedures for

interoperability constituents
Annex Y: Bogies and Rolling Parts

Constituents
Annex I of interim update: Clause 3 and

clause 1.6 of its Annex JJ-2-
48
EN 13979-1:2003+A2:2011 (E)
#Table ZA.2 - Correspondence between this European Standard, the TSI RC Locomotives and
Passenger Equipment (ST05EN05 dated 10.06.2010 accepted by RISC) and Directive 2008/57/EC
Articles/paragraphs of Chapters/§/points and Corresponding text, Comments

this European annexes of TSI articles/ §/annexes of
Standard Directive 2008/57/EC
Clauses 1 to 9 4. Characteristics of rolling- Annex III - Essential Paragraphs 6.2,

stock sub-system Requirements 6.3, 6.4, 7.2 and
Annexes A to D 7.3 of EN 13979-
1 General Requirements
1:2003 are cited in
Annex F 1.1 Safety the TSI and have
4.2 Function and technical Paragraphs 1.1.1, 1.1.2, regulatory
specifications at sub-system 1.1.3 application.
level 1.4 Environmental
Steel grades ER6,
Protection
4.2.3 Interaction between ER7, ER8 and ER9
Paragraphs 1.4.4, 1.4.5
vehicle/track and gauge cited in paragraph
1.5 Technical Compatibility
4.2.3.5.2.2 of the
§1
4.2.3.5.2 Moving parts TSI are defined in
Wheel-sets 2 Essential requirements EN 13262.
specific to each sub-system
§ 4.2.3.5.2.2 Mechanical and 2.3 Command control and
geometric characteristics of signalling
wheels 2.3.2 Technical
4.2.4 Braking Compatibility §1
2.4 Rolling stock
§ 4.2.4.5.4 Braking 2.4.2 Reliability and
performance Calculations Availability
relating to thermal capacities
2.4.3 Technical
5 Interoperability Compatibility §3
constituents
§ 5.3.2 Specification for

inter-operability constituents.
Wheels
6 Assessment of compliance
and/or suitability for use
§ 6.1.2 Interoperability
constituents Compliance
assessment procedures
NOTICE — Other requirements and other EU Directives may be applicable to the products in this Standard's
field of application
49
EN 13979-1:2003+A2:2011 (E)
Bibliography
[1] ERRI report B169 RP3: Thermal limits of wheels and brake shoes. Research of fracture thresholds.
October 1991.
[2] ERRI report B169 RP9: Definition of the technical requirements of wheels. Mechanical design. Fatigue
behaviour. November 1997.
[3] ERRI report B169 RP10: Definition of the technical requirements of wheels. Mechanical design
assessment. January 1999.
[4] ERRI report B169 RP11: Definition of the technical requirements of wheels. Thermomechanical design.
Behaviour to radial fracture. November 1998.
[5] ERRI report B169 RP12: Representative matrix for the assessment by rig test of the fatigue damage of a
railway component. October 1997.
[6] "Determination of procedures to qualify the acoustical design of wheels", VIBRATEC report ref.
072.038.RF.05.C for the account of the C163 ERRI Committee - February 1996.
[7] "Railway rolling noise: assessment of optimized wheels and track components by means of field
measurements - OF WHAT PROJECT", SNCF / MTED2 study RH96005/96 D2-27; VIBRATEC study
ref. 072.032b for the account of the C163 ERRI Committee - 1996.
[8] "Railway rolling noise - Validation of the TWINS model", VIBRATEC study ref. 072.021 TNO-TPD study
ref. 326.019, for the account of the C163 ERRI Committee - November 1993.
[9] "Railway noise reduction - Specification of optimized track components", VIBRATEC study ref. 072.018;
TNO - TPD study ref. 427.021 for the account of C163 ERRI Committee - June 1994.
[10] "Improvement of ballast and sleeper description in TWINS - Step 2: Development and implementation of
theoretical models", TNO report TPD - HAG - RPT - 960108 - October 1996.
[11] "TWINS theoretical manual" version 2.3 - Theoretical manual - January 1996
[12] ISO 3095, !Railway applications – Acoustics – Measurement of noise emitted by railbound vehicles"
50
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Re

ICS: 45.060.01, 45.040

Железопътна техника. Колооси и талиги. Моноблокови колела.

Railway applications - Wheelsets and bogies - Monobloc wheels - Technical approval

Европейският стандарт EN 13979-1:2003+A2:2011 има статут на български

Този стандарт е официалното издание на Българския институт за стандартизация на

Този стандарт е подготвен с участието на БИС/TK 70 "Железопътен транспорт".

Следват 50 страници на EN 13979-1:2003+A2:2011.

ICS 45.040; 45.060.01 Supersedes EN 13979-1:2003+A1:2009

Railway applications - Wheelsets and bogies - Monobloc wheels

EUROPEAN COMMITTEE FOR STANDARDIZATION

Management Centre: Avenue Marnix 17, B-1000 Brussels

A.2.4 Tests and measurements ................................................................................................................... 20

This document includes Amendment 1, approved by CEN on 2009-02-24.

This document supersedes EN 13979-1:2003.

Annexes A and B are normative.

!Annexes C, D, E and F are informative."

This document contains a bibliography.

!Part 2: Cast wheels."

its design had to be standardized;

it had to conform to the quality requirements of UIC leaflet 812-3.

At least four aspects are described with different purposes:

a mechanical aspect: to ensure that no fatigue cracks occur in the web;

This European Standard only applies to wheels of new design.

The assessment of these requirements is the technical approval procedure.

EN 12668-3, Non-destructive testing – Characterization and verification of ultrasonic examination equipment –

3 Parameters for the definition of the application covered

3.1 Parameters for geometrical interchangeability

3.1.1 Functional requirements

the tread profile outside the conical part of the tread;

the conicity of the hub bore;

the space required for disc brakes mounted on the wheel;

3.1.2 Assembly requirements

the bore diameter;

the hub length to ensure overhanging of the hub on the wheelseat.

3.1.3 Maintenance requirements

the wear limit diameter or the last reprofiling diameter;

the wear groove shape;

the geometry of the area for wheel clamping on reprofiling machines;

3.2 Parameters for thermomechanical assessment

The application shall be defined by:

3.3 Parameters for mechanical assessment

The application shall be defined by:

the maximum vertical static force per wheelset;

running times on these lines;

the calculated service life of the wheel, in kilometres.

3.4 Parameters for acoustic assessment

the reference track on which the wheel is to run;

the reference wheel to which the design will be compared;

the reference rolling stock and one or more reference speeds;

4 Description of the wheel to be approved

the description of the fabrication process (forging, rolling, heat treatment,…);

the definition of the wheel geometry (drawing);

5 Assessment of the geometrical interchangeability

6 Assessment of the thermomechanical behaviour

6.1 General procedure

The flowchart for this assessment is shown in normative Annex A.

6.2 First stage – Braking bench test

6.2.1 Test procedure