Northeast Frontier Railway

Head Quarters' Office, Mechanical Branch

Maligaon, Guwahati - 781011, (Assam)

No. Mech/C&W/Maintenance/Pt.IIW-11 23 August 2021

DRM/KIR, APDJ, RNY, LMG& TSK

Sub:-Flat Tyres in Rolling Stock

Ref- Discussion during the Safety Review Meeting on 10.08.2021.
During the Safety Review Meeting held on 10.08.2021, the issue related 1
flat tyres in rolling stock during train operation was discussed and it was directed by
GM/NFR that the instructions regarding this subject may be looked into and may be
reiterated.

It is noted that a joint circular in this respect has been issued by NFR in the
year 2000, which is available at page XXI & XXl in the Working Time Table (WTT) of
NFR. As per this circular, in case of detection of hammering sound due to wheel flat,
the train should clear the section with a restricted speed of 30 kmph up to the next
station, where it was to be stopped and the defective rolling stock to be detached
(Copy enclosed).
However, subsequently in the year 2005, a policy circular was issued by
Board regarding permissible values of wheel flat which is available at page XXI|| of
Working Time Table i.e. 60 mm for freight stock and 50 mm for Coaches and
Locomotives (Copy enclosed).

Accordingly, it is clarified that after stopping of train at the next Station,

following guidelines may be followed:

(i) TXR staff to be called to check and certify whether the wheel flat (s) are within
the pemissible limit of the stock. If it is within the permissible limit, the whole
train to be allowed at normal speed. In case the Flatness is more that the
permissible limit, the defective stock (Coach/wagon) may be detached before
allowing the balance train at normal speed.
(i) If TXR staff is not available at the Station and is likely to take long time to arive
for checking the flatness, the Driver and Guard of the train should jointly
measure and record the wheel flat and take following action:
a) In case the wheel flat (s) are within the permissible limit, the whole train to
be moved at normal speed. In such a case, the affected Stock
(Coach/Wagon) to be checked by TXR staff at next TXR station for final
certification.
b) In case the Flatness is more that the permissible limit, the defective stock
(Coach/wagon) may be detached before moving the balance train at normal
speed.
This has got the approval of PCME.
Encl: As stated above
Sukhlal Bir 202
Birua)
Chief Rolling Stock Engineer (Freight)
Copy to:- 1. Secy. to GM- for kind information of GM
2. PCME, PCOM, PCE, PCCM, PCEE, PCSO
3. Sr.DME/KIR, APDJ, RNY, LMG& TSK
Working Time Table No. 92 Inforce from 1st July 2019
JOINT CIRCULAR NO:1 OF 2000
JOINT CIRCULAR ON INCIDENCE AND DETECTION OF FLAT TYRES (FLAT WHEELS)
No. 537/RFW-6/Pt.Xv Dated: 4.12.2000
SUB DETECTION OF LOCOMOTIVES AND ROLLING STOCKS WITH FLAT
TYRES AND FOLLOW UP ACTION
There have been several instances where flat tyres are reported to have caused damage to
track causing rail fractures and weld failures. To avoid rail fractures/weld failures caused
by flat tyres,
the staff should be counselled to take necessary precautions as mentioned below:-
1. MECHANICAL C &WN STAFF:
At all TXR points roling in & rolling out examination of all carriage and wagon train must be
carried out to detect flat wheels.
As per Railway Board's guidelines, the permissible flat on wheel tread is limited to 60 mm for
goods stock and 50 mm for the coaching stocklocomotives. All C&w train examination staff
should be counselled to adhere to the provisions of para 4.22 "Tyre Defects" of part-lV IRCA
Conference Rules for coaching stock and para4.81.1 of Part lll of IRCA Conference Rules for
Freight stock. The train examination staff should not allow any wagon/coach having length of
flatness more than permitted as above. under any circumstances. Such Wagon/Coaches should
be detached
immdiately after being marked stick. The C&W train examination staff in C&WN
depots/sick lines must check the Flatness of wheel tread with the help of Tyre Defect Gauge.
The flatness of wheel tread should
invariably be checked during intensive examination. Functioning
of DVs and slack Adjusters should be checked at
examination stage.
2. Pilot and Guards of the train &
Shunting Staff
The Pilots should follow "instructions for Pilot to
manage System of locomotive/Train in Different
situations Encountered during train operation" contained in RDSO's
report No. MP Misc-88/89
(Revision 0.01) of January 2000.
The train crew and shunting staff should be trained to release Brakes
whenever DV isolating
cock is operated by them. All empty/loaded position
depending upon the condition of the stock to
avoid skidding of wheels. The pilot and guard should also be vigilant in detection of
blow sound while on run and on detection of the same, train should hammering
observe speed restriction of
30 kmph to clear the section upto next station where they should
stop the train and have the
defective rolling stock detached.
In case of unscheduled halts, pilot must not start the train before
release the brake cylinders.
ensuring minimum time to

In case of change of locomotive of a train, before coupling the brake

pipes of relief and engine,
all the cylinders are to be released land then engine should be
coupled up and create vacuum/
BP, PP pressure. This will eliminate chances of brake binding.
Guard must be provided in all goods train to ensure more safety.
Guards must be vigilant while
the train is in motion. In case there is any leakage observed which can be
detected from vacuum
gauge/air pressure gauge) due to alarm chain pulling or otherwise, he should control the train
immediately and ensure proper examination of the full train and attend/rectify the leakage
with crew. along
In of disconnection of air hose/vacuum hose pipe, after coupling the
case
vacuum hose/air
hose, brake cylinders of the entire train are to be released before starting. Pilot should frequently
observe air flow meter, BP, Vac. Gauge and load meter, to detect any abnormal
fluctuation.
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Working Time Table No. 92 In force from 1st July 2019
3. OPERATING STAFF
The station staff should be trained to detect the
hammering sound of flat tyre on a passing train. i
ney snoud Initimate the approximate position of the wagon/coach to the next station and also
o secton controller to stop the train and get it examined for detecting the locomotive/rlling
stock with possible flatness of the wheel. The train should be inspected by Pilot and olard ana
oerective rolling stock should be detached in consultation with TXR control and power control
stocks. All Tis and
safety counsellors should counsel station stafs.
4.
4. SECTION CONTROLLER:

The section controller should

record the intimation of flat tyre reported by stations and shouid
immediately contact carrage controller and Power Controller for technical advice, and act in
accordance with the advice.
5. ENGINEERING STAFF AND GATEMAN
ne engineering staff, gateman and supervisors at work sites or while doing trolley or foot
inspection should also be counselled to be vigilant towards detection of flat tyre on the passing
train. In case of any such defect noticed on any passing train, the approximate position of the
culprit wagon/coach should immediately be advised to the next station through emergency control
phone or nearest gate phone or by sending man to the next station by fastest available means.
Similarly, the gateman should also be counselled to be alert and vigilant in detection of hammering
sound on any of the passing train and in case of such detection, the gateman should advise the
station master on gate phone to stop the train. He should try to divert the attention of the crew of
the train so that the train may be stopped before causing extensive damage.

Engineering staff should organise a special check, of rails in the rear from the point of detection
of flat tyre to ensure the safety of the track subsequent to
passage of train having the flat tyre.
Traffic in affected portion should be suspended if required and special checks by trolley should
be carried out immediately by PWls . After special checks traffic may be relaxed after USFD
testing of rails & welds is completed in affected portion & remedial action in accordance to
stipulations of USFD Manual is taken.

6. ON BOARD ELECTRICAL AND TICKET CHECKING STAFF

On board staff should also be trained and counselled to detect the

hammering sound of flat tyre
beyond permissible limit on a running train. They must without fail intimate the position of the
coach when found with flat tyre to the next stopping station. On getting information, the train
should be inspected by Loco Pilot and Guard and defective rolling stock should detached.

As soon as "ON BOARD" electrical and Ticket Checking staff observe hammering sound due to
flat tyre, they should control the train to the next station clearing block section.

7. Maintenance of rolling stock and incoming examination at terminals including rolling in examination
should be tightened. Quality of train management by crew particularly in case of brake
binding
enroute to be improved.

8. Measure like display of illustrative posters at various vantage points (e.g. running rooms, crew
booking points. ASMs room, cabins, level crossing gate etc.) and multidisciplinary workshops
on the adverse affects of wheel flat on safe running shall be taken to improve staff awareness
Authority: Joint Circular of CME,COM, CE, CCM, CEE/MLG's letter No. 537/9/RFW-6/
Ptxv. dated 4.12.2000o

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Working Time Table No. 92 In force from 1st July 2019
(Railway Board's Policy Circular No. 83/M(N) 960/1 Vol.I Pt. Dated. August 24,2005)
Sub: Wheel Flats
Vide Railway Board's order No. ERB-1-2001/23/2 dt. 29.1.01, a Multi-Disciplinary committee
on Wheel Flats was nominated. It consisted of Sr.EDS(W)/RDsO, EDS(MPyRDSO,EDS(Track
RDSO&ED(Safety)/RB. The Committee was directed to examine the following aspects.
Extent of rejectable flat tyres.
Use of technology for detection of flat tyres.
Detachment of wagons/coaches/locomotives.
2. Based on the report of the above mentioned Committee, Board(MM,ME &MT ) have approved
the following:
. The wheel flat limits 50mm for locos and coaches and 60mm for wagons may be continued
as the permissible limits on Indian
Railways.
i. Rolling stock ( wagon, coaches and locomotives) detected with wheel flats below
permissible limits { as in (i) above }during service should be allowed to move at its
normal speed. If the flat size exceeds the permissible limit, the defective vehicle(s) should
be detached and moved to the nearest depot/shed/sick line at a speed of 20 kmph.
ii. Based on the wheel flat detction system trials, RDSO should:
Advised the utlity of the system for large-scale application.
Lay down the acceptance Parameters on the pattern similar to what is in vogue on British
Rail Network.
Suggest a system for monitoring, detaching and reparing the defective vehicles with least
disturbance to the operation and infrastructure to be created for the same.
iv. Commercial staff and guards should be made responsible for ensuring correct condition
of hand brake and positioning of empty/load device at the time of loading/unloading of
wagons.
v. Rolling in examination should be conducted by train examination staff both for passenger
and freight trains at nominated stations/ yards.
vi. The skills of following categories of staff should be enhanced for detection of wheel flats
by counseling them during their periodical training
Carriage & wagon staff doing roling in examination.
Guard and driver of the train.
Station staff.
Staff at level crossing gates.
Please acknowledge and confirm compliance.
Director, Mech.Engg.(Frt.)

PILOTS
Have learnt the road thoroughly and know the section well.
Machinery may fail but Railway person should not fail.
Danger lurks behind the red light and beyond the horizontal arm.
A breach of rule is a breach of trust.
It is better to be careful than to be sory.
Test your brake power at the first opportunity after leaving the
starting Station.

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