Report No.: ER/R/1/0224 Issue: 1 Date of Issue: 15/06/09
1 INTRODUCTION
1.1 Purpose
1.1.1 The purpose of this document is to provide comprehensive procedures, including ‘best practice’, for the installation and setting-up of the IAD Rail Systems’ High Performance Switch System (HPSS). This comprises both the High Performance Switch Actuator (also known as the HPSA) and the PowerLink Backdrive.
1.2 Scope of Document
1.2.1 This document describes how to install the current build standards of UIC54 and RT60 HPSS systems, for all approved switch sizes. There are a number of steps that are common to all switch types and sizes; however where there are specific variations relating to a particular switch type / size these are highlighted within the procedures.
1.2.2 Maintenance of the HPSS shall be carried out in accordance Network Rail procedures, and the appropriate SMS documentation.
1.3 Scope of Equipment
1.3.1 Specific variants of the HPSS which are covered in this manual are:
• HPSA fitted on UIC54B switches.
• HPSA fitted on RT60 switches.
• PowerLink Backdrive fitted on UIC54 and RT60 switches.
1.4 Network Rail Approval
1.4.1 Network Rail approval of the HPSA Point Machine is detailed in Certificate of Acceptance PA05/00579 (Ref: 18.1).
1.4.2 Network Rail approval of the PowerLink Backdrive is detailed in Certificate of Acceptance PA05/02456 (Ref: 18.2).
1.4.3 Both of the certificates listed above detail the scope of equipment approved, specific conditions of use, and related Certificates of Acceptance.
1.5 Competence
1.5.1 Installation work involving the HPSA and the PowerLink Backdrive shall only be carried out by competent staff, who have successfully completed a Network Rail approved training course.
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1.6 Installation Stages
1.6.1 There are three 3 installation stages:
• Stage 1: Yard Integration – System Integration at S&C Supplier Site
• Stage 2: Site Integration – System Integration at Site Build-Up Area
• Stage 3: Final Installation – Final Integration in-situ (in-track) at site
Note 1: Stages 1 and 2, Yard Integration and Site Integration, may be combined.
Note 2: For switches which are to be installed on curved or canted track, simulation of the ‘on track’ conditions shall be considered during pre-build to enable any possible problems to be corrected prior to the ‘Final Installation’ in track.
1.6.2 Stages 1 and 2 both require a degree of disassembly for transport. The degree of disassembly depends on whether the ‘panel’ is being:
• Shipped as components: ‘Strip to Ship’, or;
• Shipped as a complete panel minus the HPSA: ‘Ship as Panel’
1.6.3 The procedures in this document assume that the HPSS is to be installed trackside at the site build-up area, prior to being moved to its final position ‘in-track’.
1.6.4 The levels of assembly / disassembly for each stage defined above, are contained in IAD Rail Systems’ document ‘Procedure For Packaging, Shipment and Integration of HPSS Equipment’ (Ref: 18.3).
1.7 Safety
1.7.1 The HPSA has been designed to minimise the risk of injury to staff whilst engaged in installation, testing, and manual operation. This relies, however, on competent staff following the procedures detailed in this document.
1.7.2 Unless otherwise stated, power to the HPSA shall not be connected to, or isolated, before any installation activity is undertaken.
1.7.3 Any component that is found to be damaged or in an apparently unsafe state shall immediately be replaced, or the necessary preventative action carried out.
1.7.4 The only lubricant used during installation is copper based anti-seize compound. COSHH sheets are available from IAD Rail Systems if required.
1.7.5 Specific HPSS safety information is contained in Section 4.
1.8 Faulty Equipment
1.8.1 If an item of HPSS equipment is believed to be faulty it shall be returned to IAD Rail Systems for investigation. To enable a thorough investigation to be carried out the equipment being returned shall be accompanied with a completed Product Return Form (see Appendix A), securely attached to the returned equipment.
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2 INSTALLATION BEST PRACTICE
2.1 Introduction
2.1.1 This section has been included to provide details of ‘best practice’ in the assembly and installation of HPSS Points Operating Equipment.
2.2 Pre-Assembly
2.2.1 Pre-assembling HPSS operated points in S&C manufacturer’s premises can lead to damage of various components of the HPSS system. This includes cables, plug couplers as well as mechanical components such as self-locking nuts and bolts. It is also likely that the kit of parts issued from IAD Rail Systems for a particular set of points is not reliably retained intact when the points are delivered to the stillage on site with components from various point ends being swapped.
2.2.2 For this reason, and to reinforce the requirement for single use of self-locking (prevailing torque) components, it is required that if pre-assembly is carried out it shall involve the use of set up HPSS components and fasteners that never get sent to site.
2.3 Lifting of S&C Panel
2.3.1 There have been occasions when damage to the HPSS has occurred, due to lifting the S&C panel into place using slings from single point lifting positions. This can have the effect of squeezing the rails tight to gauge and damaging the gauge blocks and HPSS fittings. It is essential, therefore, that all lifting operations involve the use of spreader beams with vertical lifting slings. A typical example of a suitable lifting beams and slings is shown in . Whatever beam arrangement is used it is important that the slings lift vertically and are all set to hold the panel horizontally to minimise twisting.
Figure 1: Switch Panel Lifting Beam
2.4 Installation of Torque Tube
2.4.1 The torque tube shall be positioned, by adjustment of the Bearing Blocks, parallel to the straight stock rail or least curved rail, which is usually on the main through route. It is important to complete the installation with the torque tube straight and as close to being perpendicular to the front bearer as possible (see Section 14).
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2.5 Switch Rail Toe Travel
2.5.1 There are varying practices in setting the Switch Rail Toe travel dimension (sometimes confusingly referred to as the toe opening). Until an appropriate tool is developed the recommended best method of measuring the toe dimension is with a steel rule placed flat across the top of the switch rail with the end of the rule touching the stock rail at the position where the switch rail touches the stock rail when the switch is closed. The rule shall then be parallel to the baseplate and therefore measuring the gap up to the part of the stock rail where the top of the switch rail makes contact when the switch rail is closed.
2.5.2 The required toe travel for HPSS based points is 113mm +/- 1mm.
Figure 2: Measurement of Switch Rail Toe Travel
2.6 Free Wheel Clearance
2.6.1 Free Wheel Clearance (FWC) is the minimum gap between the stock and switch rail which will allow the flange of a train wheel to pass through. This shall be measured with a track gauge (Bance or Guismar), which measures 14mm down from the stock rail head, with the gauge placed parallel to the slide chair. FWC on HPSS based points shall be 60 to 66mm for RT60 rail, and 50 to 56 mm for UIC54 rail.
2.7 Tamping
2.7.1 There is potential for damage to occur to the PowerLink Backdrive system during tamping operations if the intended movement of the S&C is substantial (greater than 30mm). It is therefore recommended that the first tamp after installation is undertaken with the PowerLink Backdrive Bearing Block top caps loosened by removing the M12 through bolts and self-locking Binx nuts.
Note: The M12 Binx nuts shall be replaced once the top caps retaining bolts are refitted following tamping.
2.8 Megger Testing
2.8.1 Under no circumstances shall the ECU or any Rail Position Sensor (Toe or Supplementary) be Megger tested, as this may seriously damage electronic (safety critical) circuitry.
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2.9 Schwihag Rollers
Correct setting of Schwihag rollers is important to the reliable operation and detection of the points. Schwihag document (P8397) for use with HPSS points is attached as Appendix B.
2.9.1 The setting of the rollers is a specialised activity and P-Way Material Management (PWMM) based in Chesterfield (Tel: 01246 567219) are willing to provide a setting service. This can be achieved either by PWMM staff attending the site during commissioning or they can train one of the installation team to carry out that task.
2.10 Plug Couplers
2.10.1 Plug couplers require a firm twist until the lock engages to ensure reliable operation. The plug couplers provide an audible click and ‘feel’ feedback to confirm that they are correctly locked. Also, gently turning them in the opposite direction will provide confirmation that they are securely locked. If a plug coupler is not fully made up i.e. it is loose, this can result in intermittent contact of the pins and may lead to the points not driving and/or intermittent detection.
2.10.2 Care shall be taken to ensure a coupler is not attempted to be connected to the wrong socket. Although each plug coupler and socket are ‘unique’ and cannot be mis-connected, trying to force the wrong plug and socket together can lead to damage to the plug or socket.
2.10.3 All HPSS plug connectors have been chosen to be resilient to wet conditions but are at their most vulnerable when disconnected and therefore shall be protected from the ingress of moisture when uncoupled. Clearly if couplers are submerged in water there is the possibility of water getting inside the cable. When plug couplers are made up correctly this connection is protected against normal rain and humidity. If however any cable ends have been thoroughly soaked (i.e. submerged), they shall be returned to IAD Rail Systems. Internal connectors within the bearers are physically protected by the covers and unlikely to be submerged during transit, storage or installation. Therefore it is important to only remove the covers for a limited time only to protect the internal wiring.
2.11 Cables
2.11.1 Some of the HPSS cables are manufactured to a set length, e.g. the Rail Position Sensors (LVDTs). It is important that these cables are not placed in a position that will make them vulnerable to damage. It is also important to keep these cables away from the heaters in the bearers to avoid heat damage to the outer sheath. If there is evidence that a plug coupler has become damaged or water-logged, then the cable is not to be installed and shall be replaced.
2.11.2 External HPSS cables (Tail Cables and Supplementary Cables) are supplied with special end caps that ensure protection against water and contamination. These caps shall not be removed until the cables are to be connected to the HPSS, and shall never be removed and the cables left exposed. The protective caps shall remain with the cables until commissioning and handback to Maintenance is complete (to allow them to be quickly protected whenever disconnected from their mating halves).
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2.12 Rail Clips
2.12.1 HPSS hollow bearers (HPSA and Supplementary Bearers) require the use of a specific Fastclip puller designed to ensure the clips are fully driven home. The puller is Pandrol's BBREL RT60 Installer (see Section 3.2), and can be identified by its distinctive purple colour. The standard Fastclip tools are unable to drive the clip fully home. If the Fastclips are not installed correctly they may become loose which can lead to operational problems.
2.13.1 During build up of the S&C panel, Gauge should be achievable throughout using the White (8mm) Fastclip Side Post Insulator on the HPSA and Supplementary Bearers as shown in Figure 6. If Gauge cannot be achieved, due to the build up of machining tolerances etc, then different thicknesses of Fastclip Insulator may be used, as follows:
• Blue (16mm)
• Black (10mm)
• White (8mm)
• Green (6mm)
2.14 Rail Position Sensors (LVDTs)
2.14.1 If the S&C panel is to be built up at trackside, the Rail Position Sensors (LVDTs) and all cables shall be protected from damage when the panel is moved into track. There is a risk that the switch rails can move relative to the stock rails thus placing excessive loads onto the sensor assemblies, or that the weight of the cables can cause damage to the plug connectors.
2.14.2 The Toe Sensors shall be removed from the stock rails, whilst the Supplementary Sensors shall be protected by removing the Sensor Drive Brackets (‘Hockey Sticks’). Tail cables and supplementary cables shall also be disconnected and removed prior to the panel being moved.
2.15 Tools
2.15.1 The tooling required to install an HPSS based points system (HPSA and PowerLink Backdrive) safely and efficiently is contained in Section 3.1 (Standard Tools) and Section 3.2 (Special Tools).
2.15.2 Each Section of this installation procedure contains a ‘Special Tooling’ section that lists the special tools that shall be used in addition to the standard ‘toolkit’ items listed in 3.1. Failure to use the special tooling may result in an incorrectly installed system.
2.15.3 The HPSA Handset (TDS Recon) is an essential tool used for the installation and set-up of the HPSS system. The HPSA Handset Operating Procedure (Ref: 18.4) provides details of the HPSA Handset functions and use (including Datum Reset).
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2.16 Cables / Looms
2.16.1 All Cables and Looms within the HPSS hollow bearers (HPSA and PowerLink Backdrive) shall be carefully positioned away from moving components (e.g. Gearbox Shaft, Drive Shaft, Carriage, or Stretcher Bars); nor shall they touch the HPSA or Supplementary Heaters, as they may suffer excessive heat damage.
2.16.2 Any damaged cable or loom shall be replaced immediately, and under no circumstances shall any repair be attempted.
2.16.3 The tail cables of all Rail Position Sensors (LVDTs) are designed to be a specific length and are calibrated items that form part of the detection system. Any attempt to shorten or repair these cables could affect the accuracy of the detection system and shall therefore never be attempted.
2.17 Fasteners
2.17.1 Self-locking fasteners used on the HPSS are Binx and Philidas nuts and Durlok bolts, as shown in Figure 3.
Philidas Turret Nuts Binx Nut Durlok Bolt
Figure 3: Self-Locking Fasteners (HPSS)
2.17.2 SNEP DAH Class 8 double slotted self-locking nuts (Figure 4) have been given Network Rail approval as an alternative to Philidas Turret nuts.
Figure 4: SNEP Self-Locking Nuts
2.17.3 The manufacturers of these components only guarantee security of connection if they are tightened up once to the correct torque using a torque wrench.
2.17.4 Where these procedures state ‘Torque tighten….’, the torque values for all HPSS ‘critical’ fasteners are shown in Appendix E of this document. Torque values for critical components are also shown in NR/SMS/Part/Z02, contained within Network Rail Technical Instruction ‘New HPSS SMS Documentation’ (Ref: 18.5).
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2.17.5 If any HPSS components require removal for shipment or require adjustment at the Final Installation stage, then plain nuts / components shall be used (identified in this document by the term ‘Yard Bolt / Yard Nut’). These components are to be replaced with the supplied locking component at Final Installation, at which point they then can be set to their specified torque setting..
2.17.6 At the final commissioning stage the self-locking (prevailing torque) components shall be removed from their protective packaging and immediately installed using a torque wrench. It is permissible for the torque setting to be then checked again with a torque wrench providing this activity does not turn the component in the loosening direction and is done within 6 hours of the initial tightening action.
2.17.7 Once a locking component has been installed and set to its specified torque value it shall be permanently marked (a ‘tell-tale’ witness mark) using a ‘paint pen’ or similar.
Note: This practice will identify any rotation in relation to other components thus indicating loosening. SMS PC51 (Ref: 18.5) states that maintenance teams shall not use torque wrenches to check torque settings of these components; they must use the witness marks or a short spanner to check that the self-locking feature is still functional. Any self-locking (prevailing torque) component(s) that have become loose shall immediately be replaced.
2.17.8 Any self-locking (Prevailing Torque) fastener (Durlok bolt, Binx nut, Philidas nut) that is moved, adjusted or removed after Final Installation shall be replaced with a new item and permanently marked as stated in paragraph 2.17.7.
2.17.9 If a Durlok bolt has to be removed, the preferred way is to apply a further tightening torque (no more than one quarter of a turn clockwise) in order to release the self-locking, then it can be easily removed.
2.17.10 If the Shoulder Bolt has to be removed, initially attempt to ‘ease it’ by manually cranking the HPSA back and forth (repeatedly operating the crank handle half a turn each way) whilst trying to remove the Shoulder Bolt with a ratchet and the 10mm Hex Bit. If this is not possible the Shoulder Bolt Extractor shall be used.
2.17.11 Where stated, Anti-Seize compound shall be copper based.
2.17.12 Split Pins shall be fitted as shown in Figure 5.
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2.18 Rubber Gaiters
2.18.1 The rubber gaiters that are fitted between the Centre Cover and the foot of each stock rail prevent the ingress of ballast and other contaminant to the HPSA Bearer and in particular the Toe Sensors. It is essential that they are fitted prior to operational use of the points (i.e. at the Final Installation stage), as detailed in Section 17.3.
2.18.2 There are currently 2 methods for retention of the Gaiters, as follows:
a) Retention Plates/Capscrews (Foot of stock rail, and to Centre Cover)
b) Retention Plate/Capscrews (Foot of stock rail) and Hook/Eyelet (Centre Cover)
2.19 Debris / Contamination
2.19.1 Always check that all debris and contaminant is removed from inside the HPSA and Hollow Bearers, especially where it may impact on the safe and reliable operation of the points.
2.19.2 Replace all Lids and Covers, and apply ‘good housekeeping’ procedures at all times.
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3.3 Standard Track Tools
3.4 Lubricants
3.4.1 No lubricants shall be used on any part of the HPSS system (including the PowerLink Backdrive), other than the use of copper based Anti-Seize compound (e.g. Copaslip etc) where specified in this document.
Description Part No. PADS No. Picture (Not to Scale) Fastclip Installation Tool (Standard)
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4 SAFETY
4.1 General Safety Information
4.1.1 Before any work is carried out installing or setting up the HPSS, power to the HPSA point machine shall be isolated, as detailed in IAD Rail Systems’ document ‘Operating Procedure: Power Isolation & Manual Cranking’, Section 3.1.2 (Ref: 18.6).
4.1.2 Items to be installed shall be placed in a safe location to prevent them being a tripping hazard. No item of equipment or tooling shall be placed near an adjacent working line, where it could be in danger of being struck or swept away by passing trains.
4.1.3 The HPSS contains a number of moving parts that are operated during points operation (powered or manual cranking). Extreme care shall be taken when the points are operational e.g. during set-up of the backdrive, to ensure that personnel are clear of both the moving rails and the moving elements of the HPSA or backdrive.
4.2 Handling of HPSS Sub-Assemblies
4.2.1 Due to the weight of key HPSS sub-assemblies, care shall be taken and the appropriate handling techniques used when installing them. The HPSA and the Backdrive Supplementary Bearers shall be handled using approved lifting apparatus.
4.2.2 The weight of all key sub-assemblies is as follows:
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5 PRE-INSTALLATION PROCEDURE
5.1 Objective
5.1.1 This section provides details of the preparatory work to be carried out prior to installing HPSS into either an RT60 or UIC54B switch panel.
5.1.2 This procedure assumes that the following have been completed:
• The panel is set up to replicate cant and curve appropriate to the final installation;
• The stock rail has been secured to the bearers (except hollow bearers);
• The HPSA and hollow bearers are in position under the stock rails (specific bearer locations within the switch are contained in Sections 5.4 & 5.5).
5.2 Delivery
5.2.1 Check delivery notes / packing lists to confirm all components have been delivered and that they are in good condition.
5.2.2 The HPSS is delivered as 4 main items:
• HPSA (In-Bearer)
• Backdrive Components (Stretcher Bars etc)
• Rail Interface Kit
• Hollow Backdrive Bearers & Torque Tube
5.3 Pre-Inspection
5.3.1 Before commencing with the physical installation, check that the following examinations are carried out, and appropriate remedial action undertaken where required:
a) Examine the switch rails to check that they are;
• Aligned to their respective stock rails,
• Easy to move against their respective stock rails,
• Fit up to their respective stock rails (e.g. check for hogged or dipped switches),
• Undamaged,
• Sit evenly on all slide Baseplates,
• Not twisted,
• Of the correct length.
Note: If the examination of the switch rails highlights a problem, this shall be reported to the Track Engineers prior to proceeding further with the installation.
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b) Check holes drilled in the S&C are in accordance with the relevant Network
Rail RE-PW drawings.
c) Examine all slide Baseplates to check that they are;
• Clean and undamaged,
• Secure, with all clips and white insulators correctly fitted, and that no gap exists between the stock rails and the insulators as shown in Figure 6 below.
Figure 6: Fastclip Block Insulation
d) Refer to the signalling scheme plan, or P-Way general assembly drawing as appropriate, checking that the HPSA Main Assembly is positioned under the S&C panel with the Motor/Gearbox end to the correct side of the S&C.
e) Check that all hollow Backdrive bearers are in the correct position and orientated, with reference to Identification (Datum) Plates located in end of Hollow Bearers (see Figure 7) and also on the Lids.
Note: Identification Plates are always orientated with the straight stock rail, however where the switches are ‘curved’ then the ‘ID’ plates will normally be aligned to the straighter stock rail. If unsure refer to ‘P-Way’ layout diagram.
f) Examine all components with serrations and replace if any serrations are found to be badly damaged.
5.3.2 Refer to Sections 5.4 & 5.5 for the correct location of each hollow bearer (and Supplementary Sensor positions) in UIC54 and RT60 switch layouts. Bearer spacing is as shown below (Note: HPSA is always Bearer 1):
Bearer Spacing (Centre to Centre)
Switch Type Bearer 1 to 2 Bearer 2 to 3 Bearer 3 to 4 All Other Bearers
Note: 125460/E13L indicates that hollow bearer is for:
• An E Switch,
• It is the 13th bearer,
• The E switch is a Left Hand Turnout.
5.3.3 Check that the necessary manufacturer’s Quality Assurance certification has been provided for the HPSA, PowerLink Backdrive, Backdrive hollow bearers, and the associated fixings being installed.
HOLLOW STEEL BEARER NUNEATON SOUTH 507B
Sales Order No. 007045 BALFOUR BEATY RAIL TRACK SYSTEMS LIMITED, DARLINGTON, DL1 1LB TEL : + 44 (0) 1325 353858 FAX : + 44 (0) 1325 380887 http://www.BBRAIL.com
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6 INSTALLATION OF RT60 HOLLOW BEARERS
General Note: Applicable to all variants of the RT60 HPSS.
Safety Note: Each Hollow Bearer assembly weighs approximately 550kg, therefore suitable lifting equipment shall be used.
Special Tools: Pandrol Fastclip Installation Tool (LP15818A).
Schwihag SSb2 Spring Clip Installation Tool.
6.1 Installation Procedure
6.1.1 If the Fastclip blocks and baseplates are supplied loose, position and secure the outer Fastclips (A, D, E & H, refer to Appendix D) only to the hollow bearer. Place the bottom insulator around the Fastclip block.
6.1.2 If the Fastclip blocks and baseplates are supplied attached to the hollow bearers, remove the inner Fastclip blocks (B, C, F & G, refer to Appendix D). Place the baseplates inside the hollow bearer for protection.
Figure 8: Installation of Supplementary Bearer Baseplates (RT60)
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6.1.3 Lower the stock rail onto the hollow bearers, locating it into the baseplates on the concrete bearers.
6.1.4 Place the Baseplate Pads onto the top face of the hollow bearer, then locate the Resilient Pad over the Baseplate Pad, as shown in Figure 8. Slide the Baseplate under the stock rail and check that the ‘tongue’ of the Baseplate is inserted into the white Bottom Fastclip Insulator.
Note: If required lift stock rail to allow clearance for baseplate installation.
6.1.5 Lift the hollow bearer if necessary and position the inner Fastclip blocks (B, C, F & G), with white Bottom Insulators fitted, over the opposite end of the Baseplates and against the welded Gauge Stops.
6.1.6 Torque tighten all the M20 socket cap screws that secure the Fastclip Blocks to the hollow bearers.
6.1.7 Loosely assemble the Anchor Plates (with Insulators) to check that they fit between the Fastclip blocks. Temporarily install Anchor Plate using Thin Head M20x145mm bolt with washer and an M20 Plain ‘Yard Nut’.
Note: The Offset Anchor Plate is retained with only one nut/bolt/washer, fitted to the hole nearest the switch toe.
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7 INSTALLATION OF RT60 HPSA
General Note: Applicable to all variants of the RT60 HPSS.
Safety Note 1: The HPSA assembly weighs approximately 800kg, therefore suitable lifting equipment shall be used.
Safety Note 2: Check no power cables are connected to the HPSA before installation commences.
Special Tools: Pandrol Fastclip Installation Tool (LP15818A).
Schwihag SSb2 Spring Clip Installation Tool.
7.1 Installation Procedure
7.1.1 Install RT60 HPSA assembly (Figure 12) under the switch, using the components provided in the ‘RT60 Interface Kit’ (Figure 13).
Figure 12: HPSA (RT60)
7.1.2 Hang the Baseplates (2 x Slide Baseplates and 2 x Schwihag Roller Baseplates, each pair diagonally mounted) on the foot of the rail. Check that the 3 pads are fitted as shown in Figure 13, and are correctly positioned over the HPSA.
7.1.3 Using suitable lifting equipment lift the main HPSA assembly to the baseplates to allow the Fastclip blocks to be fitted to the HPSA assembly.
7.1.4 Where the stock rail has been drilled with a 26mm diameter hole, install a hole reducing bush for HPSA Anchor Plate from ‘four foot’ side of rail (Bush flange shall be between switch and stock rails).
7.1.5 Secure using Thin Head M20x75 bolt, washer and M20 Yard nut.
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8 INSTALLATION OF UIC54 HOLLOW BEARERS
General Note: Applicable to all variants of the UIC54 HPSS.
Safety Note: Each Hollow Bearer assembly weighs approximately 550kg, therefore suitable lifting equipment shall be used.
Special Tools: E-Clip Installation Tool (Pan Puller).
8.1 Installation Procedure
8.1.1 Position and secure the Baseplates onto the Hollow Bearers as shown in Figure 16.
Figure 16: UIC54 Installation of PowerLink Hollow Bearer Baseplates
8.1.2 Remove the phosphor bronze slide inserts from each Baseplate before installing.
8.1.3 Assemble Baseplates, checking that the Baseplate Pad is present under each Baseplate, and the Rail Pad is fitted under the stock rail.
8.1.4 Lower the stock rail down on to the Baseplates. Lateral adjustment is provided by adding or removing shims between the white packer and the Gauge Stop bolted to the Hollow Bearer. This allows the Baseplate to sit in the correct position under the stock rail and thus maintain track gauge.
8.1.5 Fit the offset Hexagonal inserts into each Baseplate and secure to the main bearer using 2 off M24x100 bolts. Torque tighten.
Note: There are no Tabbed washers for the PowerLink Hollow Bearers.
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8.1.6 Refit the phosphor bronze slide inserts.
8.1.7 Loosely assembly the Anchor Plates to check that they fit between the Baseplates as shown in Figure 17. Temporarily secure Anchor Plates using an M20 x 75mm bolt with washer and 30mm Plain ‘Yard Nut’.
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9 INSTALLATION OF UIC54 HPSA
General Note: Applicable to all variants of the UIC54 HPSS.
Safety Note 1: Each HPSA assembly weighs approximately 800kg, therefore suitable lifting equipment shall be used.
Safety Note 2: Check no power cables are connected to the HPSA before installation commences.
Special Tools: E-Clip Installation Tool (Pan Puller)
9.1 Installation Procedure
9.1.1 Install the UIC54 HPSA assembly (Figure 18) under the S&C, using the components in the UIC54 Interface Kit (Figure 19).
Figure 18: UIC54 HPSA
9.1.2 Remove the phosphor bronze slide inserts from each Baseplate before installing.
9.1.3 The 2 off ‘Toe’ Baseplates (these can be identified by the top surface having been machined where the insert would be, to prevent the switch toe digging in) shall be positioned nearest the toes of the switch, and the 2 off normal Slide Baseplates are fitted on the opposite side, as shown in Figure 20.
9.1.4 Assemble Baseplates, checking that the Baseplate Pad is present under each Baseplate, and the Rail Pad is fitted under the stock rail, as shown in Figure 19.
9.1.5 Fit Hexagonal inserts, shown in Figure 19, into each Baseplate and secure to the Load Support Castings in the Bearer using Special Washers, Tabbed Washers and M24x100 bolts.
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9.1.6 Torque tighten M24x100 bolts and secure in place with the tabbed washers.
9.1.7 Lift main HPSA assembly using suitable lifting equipment.
9.1.8 Where the stock rail has been drilled with a 26mm diameter hole, install a hole reducing bush for HPSA Anchor Plate from ‘four foot’ side of rail (Bush flange shall be between switch and stock rails).
9.1.9 Check HPSA is aligned such that the offset Anchor Plate will fit between the P-way Baseplates. Secure Anchor Plates using an M20 x 75mm bolt with washer and ‘Philidas’ lock nuts. Torque tighten.
9.1.10 Fit Pandrol clips and PVT Clips.
9.1.11 Re-install phosphor bronze inserts onto Baseplates, noting that it maybe necessary to manoeuvre the switch rail to achieve this.
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10 INSTALLATION OF BACKDRIVE STRETCHER BARS (STAGE 1)
General Note: Procedure applicable to all variants of the RT60 and UIC54 HPSS, except where stated.
Safety Note 1: Stretcher Bar assemblies are extremely heavy, and the serrations are very sharp.
Safety Note 2: When handling Front, Mid or Rear Drive assemblies note that there are heavy sliding and/or swinging components that can trap fingers etc.
Special Tools: None required.
10.1 Installation Procedure
10.1.1 Identify Front, Mid, Rear and Plain Stretcher Bar assemblies (as required) and place into the hollow bearers in accordance with the table in Sections 5.4 (UIC54) and 5.5 (RT60), and as shown in Figure 22, Figure 23, and Figure 24.
10.1.2 The orientation of the assemblies as follows:
Take Off Stretcher: The pivot point of the Link Arms shall be fitted on the left side of the switch when looking into the switch (from the toe).
Mid & Rear Drive Assemblies: The pivot point for the link arm shall be fitted on the left hand side of the switch when looking from the toe.
Note 1: When installed correctly the stencilled words ‘Top’ and ‘Mid’, or ‘Top and ‘Rear’ will be seen at the top of the Drive Thimble Baskets, for the Mid and Rear drives respectively.
Note 2: All Stretcher Bar assemblies are the same for RT60 and UIC54 installations, except for the Dropper Brackets, as shown in Figure 21 below.
Figure 21: Dropper Brackets (RT60 & UIC54)
10.1.3 Check that all Hollow Bearers are correctly aligned such that their Anchor Plates fit correctly.
Note: RT60 Bearer 2 is fitted with ‘Offset’ Anchor Plates, as shown in Figure 22.
Report No.: ER/R/1/0224 Issue: 1 Date of Issue: 15/06/09
Figure 23: Rear & Mid Drive Stretcher Bar Assembly
Note: Bearing Block shown for reference purposes only. (Not installed at this stage).
Switch Toe
Note: The installation layout of Mid Drive(s) and Rear Drive Bearers is the same. The Mid Drive and Rear Drive Stretcher Bars are however different and shall not be interchanged.
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10.2 Install Web Drive / Dropper Bracket Assemblies
10.2.1 Install the correct Web Drive Bracket / Dropper Bracket assemblies to suit the layout being built (as detailed in Sections 5.4 and 5.5), as follows:
Bearer 2 (RT60): Offset Drive Bracket (Offset towards heel of points)
Dropper Brackets: Serrations shall face towards the toe of the points)
Figure 25: Offset Drive Brackets (Left Hand & Right Hand)
Bearer 2 (UIC 54): Standard Drive Bracket (No offset)
Dropper Brackets: Serrations shall face towards the toe of the points)
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11 INSTALLATION OF HPSA SWITCH RAIL DRIVE BRACKETS
General Note 1: Procedure applicable to all variants of the RT60 and UIC54 HPSS, except where stated.
General Note 2: There are 2 design variants of the Sensor Drive Bracket; one for the Insulated Toe Sensors and the other for the Non-Insulated Sensors. Check that the correct Bracket is fitted (Insulated Sensor Drive Bracket has a bronze plate fitted for ease of identification).
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11.1.1 Open one switch rail sufficiently wide to enable the insertion of the M20x150 rail switch bolts.
11.1.2 Assemble Drive Bracket assembly as shown in Figure 28, checking that the Switch Rail Drive Bracket (‘T’ Bracket) clevis ‘offset’ faces down.
Note: Initially 2 off Packing Plates (Shims) shall be installed between the Sensor Drive Bracket and the Insulating Plate. During switch set-up the number of Packing Plates can change, as detailed in Section 16.
11.1.3 Secure the rail switch bolts using M20 temporary plain ‘Yard Nuts and plain washers. The completed assembly is shown above in Figure 28.
Note: Over-tightening can damage the insulator and cause track circuit failures.
11.1.4 Connect the HPSA Drive Arms to the Switch Rail Drive Brackets as follows:
a) Manually operate the HPSA so that the Drive Arm spherical bearing slides into the Switch Rail Drive Bracket.
b) Align the through holes of the Drive Arm and Drive Bracket and secure using the M16-20x60 Shoulder Bolt (smeared with Anti-Seize Compound, as supplied), M16 ‘Binx’ nut and washer, checking that the head of the Shoulder Bolt is on top of the interface drive bracket. This bolt is a very close fit with the mating components.
Figure 29: Shoulder Bolt
c) Tighten ‘Binx’ nut securely.
d) Repeat steps a) to c) for the opposite Drive Bracket.
11.1.5 IMPORTANT: Check for correct gap between the gearbox and the anti-rotation bush as follows. Manually operate HPSA to the fully retracted position check that there is no gap between switch and stock rail and check for a minimum gap of 3.5mm is present between the gearbox and the white plastic bush (See Figure 30).
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11.1.6 If a 3.5mm minimum gap is not present insert additional 2mm Packing Plates as required to the ‘Retract’ switch side.
11.1.7 Check switch opening is 113mm +/- 1mm, using a steel rule.
Note: The recommended method of measuring the toe dimension is with a steel rule placed flat across the top of the switch rail, as shown in Figure 31, with the end of the rule touching the stock rail in line with the Toe Rail Position sensors. The rule shall then be parallel to the Baseplate and therefore measuring the gap up to the part of the stock rail where the top of the switch rail makes contact when the switch rail is closed.
Figure 31: Measurement of Switch Toe Opening
11.1.8 If openings are not correct adjust by adding / removing 2mm Packing Plates on the ‘Extend’ switch side ONLY to correct openings.
11.1.9 With the HPSA in its fully ‘Retracted’ position, recheck 2mm minimum clearance between the Gearbox and the white plastic bush
11.1.10 Recheck the switch toe opening (113mm +/- 1mm) with the HPSA at both ‘Extend’ and ‘Retract’.
11.1.11 Replace ‘Yard Nuts’ with M20 "Binx" nuts and torque tighten.
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12 INSTALLATION OF TOE SENSORS
General Note: Procedure applicable to all variants of the RT60 and UIC54 HPSA Toe Sensors (Insulated and Non-Insulated), except where stated.
Safety Note 1: Rail Position Sensors are safety critical items, of which the LVDT (the linear position sensor) is the key component. The tail cable of the LVDT forms part of the calibrated detection circuitry and SHALL NOT be shortened or adapted in any way as this could affect the safety integrity of the points.
Safety Note 2: Do not mix Insulated and Non-Insulated Rail Position Sensors on the same switch. Do not install Non-Insulated Sensors with Insulated Sensor Drive Brackets.
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12.1.1 Move the switch rails towards either the Retract or Extend position so that the inside foot of the stock rail is visible.
12.1.2 RT60 ONLY: If fitted remove HPSA Anchor Plates.
12.1.3 Clean the underside of stock rail foot.
12.1.4 Check, with reference to the cable identity and its position in relation to the ECU, that the correct Toe Sensor (Extend/Retract) is being fitted.
Note: The ‘Extend’ Toe Sensor has a 4m long tail cable; the ‘Retract’ Toe Sensor has a 1.8m tail cable, and both types are clearly marked ‘Extend’ or ‘Retract’.
12.1.5 Check that the Toe Sensors can be extended and retracted without any ‘tight spots’, and that the Anti-Rotation Pin is intact.
Note: To confirm that the Anti-Rotation Pin is intact hold the main rectangular body of the sensor and gently try to rotate the Drive Peg at the end of the shaft. If the Pin is intact the Drive Peg will not rotate more than a few degrees either way, whereas if the Pin is broken the Drive Peg will easily rotate up to 90 degrees.
12.1.6 Install rail position sensors as shown in Figure 32, ensuring it is central within the hollow bearer, and the Sensor Drive Peg is correctly located in the Sensor Drive Bracket channel.
Note 1: UIC54 ONLY: It may be necessary to slacken off the ‘Retract’ M20x150 bolts (2 off) to allow the Drive Peg to locate in the Sensor Drive Bracket, due to the limited space in the Bearer.
Note 2: RT60 ONLY: Check that the Toe Sensor Packers are installed on the rail position sensor assembly, as shown in Figure 33.
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21 mm
Sensor Drive Bracket (Insulated Type)
Figure 34: Insulated and Non-Insulated Toe Sensors
12.1.7 Check that the Sensor Clamping Brackets locate squarely over rail foot and torque tighten.
12.1.8 Run the cable from each Rail Position Sensor to the ECU, ensuring that:
• The path the cable takes is free from any sharp edges, and is positioned well away from the HPSA strip heater;
• The Extend Sensor (furthest from the ECU) cable is run through the centre of the support castings but care is taken to avoid the central Drive Shaft;
• Cable is run to the ECU through the trunking on the ECU Bracket.
• Check that cables are lying freely and not tight or badly kinked.
Note: Carefully routed cables will prevent detection failures due to cable damage.
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J8 J9 J10 J11
J7J6
J1J5
J3
J4 J2
TOE SENSOR (EXTEND)
TOE SENSOR (RETRACT)
SUPPLEMENTARY LOOM (EXTEND)
SUPPLEMENTARY LOOM (RETRACT)
P8 P9 P10 P11
MO
TOR
(PO
WER
)
MO
TOR
SE
NS
OR
S VIA
C
UT-O
F SWITC
H
COMMAND AND DETECTION LOOM
BRAKE (POWER AND SENSOR)
HANDSET (WHEN REQUIRED)
P5 P3 & P4 P1 & P2
P6P7
WARNINGDO NOT MEGGER TEST WITH ECU
CONNECTED A Claverham division
DRWG No. 10061 Issue 2
12.1.9 Using the diagram located on top of the ECU, as shown in Figure 35, insert the Sensor's plug connector into the appropriate ECU socket.
Note: Check plug and socket are free from contamination and moisture and that the pins are not damaged.
Figure 35: ECU Plug & Socket Layout (Label on Top Lid)
12.1.10 Repeat the above procedure for the other Toe Sensor.
12.1.11 Refit HPSA Anchor Plates, secure with ‘Philidas’ Nut and plain washer and torque tighten. Check that 2 off Anchor Plate Insulators are fitted (RT60 only).
Note: Missing or incorrectly installed insulators can cause track circuit failures.
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13 INSTALLATION OF BEARING BLOCKS & TAKE-OFF ASSEMBLY
General Note: Procedure applicable to all variants of RT60 and UIC54 HPSS.
Safety Note: The Take-Off assembly is extremely heavy, and the serrations are very sharp. When handling the Take-Off assembly note that the Link Arm is a heavy swinging component that can trap fingers etc.
Special Tools: 28mm (UIC54) / 33mm (RT60) Spacer (2 off)
13.1 Setting Switch Rails to Mid Position
13.1.1 Check that power to the HPSA is isolated prior to commencing installation work.
13.1.2 Set switch to mid position at toes, as shown in Figure 36 below.
Figure 36: Mid Position of Switch Toes
13.1.3 Open back of switch up using P-Way Bar and insert 33mm Spacers RT60 (28mm for UIC 54B) between switch and stock rail at the headcut on both sides, as shown in Figure 37.
Note 1: The Headcut is the point at the heel end of the switch rail, where the rail head planing finishes.
Note 2: For curved switches check that the switch rails are set in their mid positions at all drive and detection positions (additional Spacers may be required).
Figure 37: Switch Rails Mid-Position at Headcut / Spacers
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13.2 Take-Off (Stretcher Bar) Assembly
13.2.1 Remove transportation cable-tie holding Link Arm in place.
13.2.2 Loosely assemble the Take-Off Stretcher Bar to the Dropper Brackets as shown in Figure 38 below, secure with M20x90 bolts and M20 plain ‘Yard nuts’.
13.2.3 Position the serrations on the Take-Off Assembly with the serrations on each Dropper Bracket, checking that the innermost edge of the Dropper Bracket is positioned 25mm +/- one serration from the insulator on the Take-Off Assembly, as shown in Figure 38. Tighten M20x90 bolts and nuts.
Note: It is possible that the 25mm dimension cannot be achieved, in this instance position the inside edge of the Dropper Bracket on the serration closest to the Insulator.
Figure 38: Installation of Take-Off Assembly
13.3 Installation of Bearing Blocks
13.3.1 Position Front and Rear Bearing Block Assemblies onto the Serrated Plates, check that the narrow ‘leg’ of the mounting flange is positioned towards the inside of the Hollow Bearer as shown in Figure 39. Loosely install M20x90 bolts, washers and M20 plain ‘Yard nuts’.
Note: The mounting position (Bearer number) of the Bearing Blocks for each switch size is detailed in Sections 5.4 & 5.5.
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Figure 39: Installation of Bearing Blocks
13.3.2 Remove one off M12x95 bolt as shown in Figure 39 above, and loosen the second bolt to allow the clamping top of the Bearing Block to be opened.
Note: Check that the correct bolt is removed, as shown in Figure 39, as once the Torque Tube is installed the bolt can only be inserted from one direction.
13.3.3 Position the Front Bearing block so that the centreline of the block (and therefore the Torque Tube) is vertically in line with the centreline of the spherical bearing of the Take-Off Link Arm when the link arm lifted to a horizontal position (see Figure 40). Tighten M20x90 bolts, Serrated Plates, nuts and washers.
Figure 40: Location of Bearing Block / Take-Off Link Arm
Narrow ‘Leg’ of Bearing Block Mounting Flange (Mounted towards inside edge of Hollow Bearer)
Serrated Plate
M12x95 Bolt To Be Removed
Torque Tube shown for reference purposes only (installed later)
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13.3.4 Measure the position of the Bearing Block relative to the foot of the straight(er) stock rail, as shown in Figure 41.
Note: The measurement to be taken is from the inside of the straight stock rail foot to the centre-line of one of the roller bearing retention bolts in the Bearing Block. If the switch is curved, measure from the straighter of the two stock rails.
Figure 41: Stock Rail to Bearing Block Measurement
13.3.5 Position the Rear Bearing Block using the same measurement as the Front Bearing Block. Tighten down the M20x90 bolts, Serrated Plates, ‘Yard nuts’ and washers.
Note 1: Check that the measured distance is made to the same bearing retention bolt as was measured on the front Bearing Block, thus ensuring that the Torque Tube will be mounted parallel to the straight stock rail. For curved switches, measure from the same stock rail used to take the measurement to the Front Bearing Block.
Note 2: On some switch layouts it will not be possible to achieve the same mounting dimension for the rear Bearing Block. The Bearing Block shall therefore be positioned as close to the ‘ideal’ position as possible i.e. the edge of the Bearing block mounting flange shall be no further than the last serration on the Serrated Plate.
13.3.6 Where required (“E”, “F” and “SG” switches), position the Mid Bearing Block(s) in line with the Front and Rear Bearing Blocks, by using a length of string attached between the two blocks.
13.3.7 Once the Mid Bearing Blocks are correctly aligned secure them to the Hollow Bearers by tightening down the M20x90 bolts, Serrated Plates, ‘Yard nuts’ and washers.
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14 INSTALLATION OF STRETCHER BARS (STAGE 2) & TORQUE TUBE
General Note: Procedure applicable to all variants of RT60 and UIC54 HPSS, except where stated.
Safety Note 1: Mid Drive and Rear Drive and Torque Tube assemblies are extremely heavy, and Stretcher Bar serrations are very sharp.
Safety Note 2: When handling the Mid Drive and Rear Drive assemblies note that there are heavy sliding and/or swinging components that can trap fingers etc.
Special Tools: 28mm (UIC54) / 33mm (RT60) Spacer (2 off)
14.1.1 Check that the switch rails are still set in their mid position at the toes and the 33mm Spacers (RT60) or 28mm Spacers (UIC54) are installed between stock and switch rails at the headcut.
14.1.2 Loosely assemble the Rear / Mid Drive and Fixed Stretcher assemblies onto their Dropper Brackets. The Stretcher Bars shall be free to move from left to right within the slots to allow Backdrive set-up to be carried out.
14.1.3 Check that a gap of 25mm +/- 5mm is present between the “D” Plate and the Lost Motion Basket on the Rear Drive assembly, as shown in Figure 42.
Figure 42: Adjustment of Rear / Mid Drives
14.1.4 Remove Drive Pins from the Take Off , Mid and Rear Drive Assemblies and retain.
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14.2 Installation Procedure: Torque Tube
14.2.1 Fit the Shear Pin Module (SPM) to the Torque Tube as shown in Figure 43. Torque tighten M16x35 Durlok bolts [NR/SMS/Part/Z02].
Note 1: The procedure for installing the Shear Pin Module is the same for RT60 and UIC54. It is important to note however that the RT60 Shear Pin Modules are switch size specific (and are clearly marked RT60C, RT60D etc), whereas the UIC54 Shear Pin Module is a standard design and can be used on any size of UIC54 switch.
Note 2: Following installation of the Shear Pin Module confirm that the Shear Pin is intact, i.e. that the Alignment Grooves on the mating halves are aligned. If the grooves are found to be out of alignment the Shear Pin Module shall be replaced as this indicates that the Shear Pin has failed.
Figure 43: Installation of Shear Pin Module (RT60C shown)
RT60 C, D and E / UIC54 B, C, D and E
14.2.2 Initially install the Torque Tube / Shear Pin Module Assembly into the Bearing Blocks; do not bolt down clamp tops at this stage.
RT60 F and SG / UIC54 F and SG
14.2.3 Install both halves of the Torque Tube separately into the Bearing Blocks and make up the flange joint using 4 off M16x60 bolts, lock nuts and washers as shown in Figure 44 and torque tighten.
Note: Check serrations fit together properly during assembly and that all lugs are orientated correctly with respect to the Take-Off, Mid and Rear Drive Assemblies.
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Figure 44: Torque Tube Flange Joint (“F” & “SG”)
14.2.4 Close the hinged tops of the Bearing Blocks over the Torque Tube and check it sits evenly within the roller bearings and does not rub the edges of the cast block bodies.
Note: If the Torque Tube does foul, carry out the following procedure:
• Recheck the setting dimension of the Bearing Block (See Section 13.3).
• Check that the Torque Tube is physically straight.
• Check the settings of the other Bearing Blocks
• Check that all Bearing Blocks are correctly located on the Serrated Plate and that serrations have engaged correctly.
14.2.5 Once it is established that the Torque Tube is correctly installed, secure the hinged Top Cap using the M12x95 Bolt, Washer and Lock Nut as shown in Figure 39.
14.2.6 Tighten both M12x95 Bolts, Nuts & Washer; Torque tighten.
Note: In order that the clamp top bearings locate accurately onto the Torque Tube, stand on the Clamp Top when tightening the M12x95 bolts.
14.2.7 Check the switches are set in the mid position and the lug on the Shear Pin Module is pointing vertically downward.
14.2.8 Fit the Short Drive Pin through the Take-Off Arm and Spherical Bearing in the Shear Pin Module as shown in Figure 45, secure with split pin and splay out.
14.2.9 Re-check the Shear Pin Module lug is vertical, It may be necessary to move the Bearing Block laterally to achieve this.
14.2.10 Fit Drive Pins connecting the Torque Tube to the Rear and any Mid Drive link arms; this may require the loosely fitted Stretcher Bars to be moved laterally in relation to the Dropper Brackets.
14.2.11 Fit Split Pins to retain the Long Pins, and splay out.
Note 1: The RT60 Long Drive Pin is identified by having a pair of parallel flats machined on its head, these flats locate inside a pair of lugs welded onto the Torque Tube drive lug, as shown in Figure 46 and Figure 47.
14.3.1 Check that a 25mm +/- 5mm gap on the left hand side of the ‘D’ Plate is present, as detailed in paragraph 14.1.3, and Figure 42. If necessary back off the Lost Motion Thimbles to achieve the correct gap.
14.3.2 Tighten the loosely fitted Rear Drive Stretcher Bar, Mid Drive Stretcher Bar(s), and the Fixed Stretcher Bar(s) to the Dropper Brackets.
14.3.3 Using a P-Way bar, ease each switch rail away from the adjacent stock rail and remove each of the 33mm Spacers RT60 (28mm UIC 54B) from rear of switch.
14.3.4 Secure the Mid Bearing Block(s) (where fitted) by tightening the M20x90 bolts, Serrated Plates, nuts and washers. Torque tighten.
14.3.5 Attach HPSA Drive Unit to the ECU.
14.4 Setting Gap at Rear Stretcher Bar (Headcut)
14.4.1 Carry out powered operations of the switch to Extend and Retract, and adjust the Lost Motion Drive Thimbles to achieve a gap of 2.5mm to 3mm at the Headcut on each side of the switch.
Note: Adjustment of the rear of the switch is achieved by adjusting the ‘lost motion’ thimbles. It should be noted that because of the swinging link design, each thimble adjusts the Stretcher Bars (and therefore the switch rail position) on the ‘opposite’ side. For example, to adjust the closed switch rail gap, the thimble closest to the open rail shall be adjusted.
14.4.2 Measure and check that there is 60mm to 66mm (RT60) or 50mm to 56mm (UIC54) of Free Wheel Clearance at the Head Cut using a Track Gauge. Details of how to set-up the PowerLink Backdrive are found in Section 16.
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14.5 Setting Gap at Mid Drive Stretcher Bar (Where Used)
14.5.1 Carry out powered operations of the switch to Extend and Retract, and adjust the Lost Motion Thimbles on the Mid Drive Stretcher Bar to create a gap of 0mm (Zero) to 2.0mm through the switch panel.
Note: Check that the switch toes fit tightly up to the stock rails in the closed position at Normal and Reverse (i.e. there is always a 0mm [Zero] gap), and the switch rails are not ‘standing off’ due to over adjustment of the Mid Drive(s).
14.5.2 Once optimum switch performance has been achieved mark the position of each stretcher where it joins with dropper bracket and bearing block where it joins with the serrated plate using a paint pen or equivalent, as shown in Figure 49.
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15 INSTALLATION OF SUPPLEMENTARY RAIL POSITION SENSORS
General Note 1: Procedure applies to all variants of the RT60 and UIC54 HPSS Supplementary (Rail Position) Sensors (Insulated and Non-Insulated).
General Note 2: The terms ‘left hand’ and ‘right hand’ relate to the position of the Rail Sensors when fitted to the ‘front’ inside face of the Hollow Bearer, as viewed from the toe of the switch. Pictorial views of both assemblies are shown in Figure 50 below.
General Note 3: The quantity and location of Supplementary Sensors to be installed is determined by switch size, as detailed in Appendices A (RT60) and B (UIC54).
Safety Note 1: Rail Position Sensors are safety critical items, of which the LVDT (the linear position sensor) is the key component. The tail cable of the LVDT forms part of the calibrated detection circuitry and SHALL NOT be shortened or adapted in any way as this could affect the safety integrity of the points
Safety Note 2: Do not mix Insulated and Non-Insulated Rail Position Sensors on the same switch. Do not install Non-Insulated Sensors with Insulated Sensor Drive Brackets.
Special Tools: Long Extension Drive (½” Drive)
19mm A/F 12 point deep socket
Cable Plug Spanner, 48mm A/F
Tommy Bar
Figure 50: Location of Supplementary Sensors in Hollow Bearer
15.1.1 Check that the power to the HPSA is isolated.
15.1.2 Assemble the Supplementary Sensors to the mounting brackets using 2 off M12x80 bolts (for non-insulated Sensors) or M12x90 (insulated Sensors), as shown in Figure 51 and Figure 52.
Note: When installing an Insulated Supplementary Sensor, ensure that the Insulating Plate is fitted between the Sensor assembly and the mounting bracket.
Figure 52: Left Hand Supplementary Sensor (Non-Insulated shown)
15.1.3 Fit both Supplementary Sensor Assemblies inside the correct Hollow Bearer(s), as shown in Figure 51, and as detailed in Sections 5.4 and 5.5. Check that the cables and connectors do not become trapped or damaged when fitting the Supplementary Detector Assemblies into the Hollow Bearer.
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15.1.4 Secure each Supplementary Sensor assembly to the Hollow Bearer. The bolts are fitted from outside of the Hollow Bearer and secured to the Bracket, as shown in Figure 52 above.
Note: There are 2 pairs of holes drilled through the side of the hollow bearer as shown above, only the TOP pair shall be used to secure the Supplementary Sensor Mounting Bracket, as shown in Figure 53.
15.1.5 Torque tighten screws.
Figure 53: Bolt Locations for Supplementary Sensor Mounting Bracket
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15.1.6 Fit the Supplementary Sensor Drive Brackets (‘Hockey Sticks’) to the Supplementary Sensor Web Brackets and secure with M8 screws as shown in Figure 55 below.. Torque tighten.
Note 1: Apply Anti-Seize Compound to the M8 screws prior to fitting.
Note 2: UIC54 Sensor Drive brackets are ‘handed’ as shown in Figure 56.
Figure 55: Installation of Supplementary Sensor Drive Brackets (RT60)
Figure 56: Installation of Supplementary Sensor Drive Brackets (UIC54)
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15.2.4 Fit the second Supplementary Heater at the opposite end of the Bearer to the Cable Management / Heater Bracket, as shown in Figure 59. Secure using 2 off M12x35 bolts.
Figure 59: Supplementary Heater
15.2.5 Fit Supplementary Rail Position Sensor (LVDT) tail cables to the Supplementary Cable Management Bracket as shown in Figure 60, tighten using the 48mm A/F Plug Spanner and Tommy Bar.
Note: Route both Sensor tail cables inside the hollow bearer, and check that neither cable is touching the Supplementary Heaters. Check that the Extend Supplementary Sensor cable is routed well away from the moving Stretcher Bar.
Figure 60: Securing Supplementary Sensor Cables to Management Bracket
15.2.6 Fit the yellow “Extend” and “Retract” labels on the Supplementary Sensor cables in accordance with the switch layout.
Note: The “Retract” Supplementary Rail Position Sensor is the Sensor mounted on the same side as the Gearbox in the HPSA (and the “Extend” Sensor is on the opposite side, i.e. furthest away from the ECU/Gearbox).
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15.2.7 Fit the ‘External’ Supplementary Sensor Cables between each pair of Supplementary Sensors and the HPSA, as shown in Figure 61 overleaf.
Note 1: The Cables are colour coded; only connect the matching colours together (see Appendix E).
Note 2: Do not force the plug couplings, check colour coding. Installing the cables the wrong way round can lead to the pins being damaged. If this is suspected visually examine plug couplers for signs of damage e.g. yellow plastic pins pushed into coupler, and replace if necessary.
Note 3: Check that the correct cables are fitted to the Extend and Retract sides, otherwise detection will not be obtained (note that the plug couplings at the Supplementary Sensor end of the cables are identical: check they are each connected to the correct sensor).
Note 4: Check that the tail cables are not too tight, and that excess ballast does not restrict cable entry into the hollow bearer.
15.2.8 This completes the installation of the Supplementary Detectors and Heaters. A Datum Reset of the ECU shall now be carried out to check that the correct number of Supplementary Detectors is commissioned within the HPSA detection system and that they function correctly.
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16 HPSS SYSTEM SET-UP & ADJUSTMENT
General Note: Procedure applicable to all variants of RT60 and UIC54 HPSS.
Safety Note: The set-up and adjustment of the HPSS can require repeated operations of the points under power. Extreme care shall be taken to keep fingers etc away from all moving parts.
Special Tools: 36mm Open Ended Spanner (2 off)
HPSA Drive Unit (Control Box)
HPSA Handset / Cable
16.1 Initial Switch Set-Up Checks
16.1.1 Prior to proceeding with set up and adjustment of the HPSS check that the following have been completed and checked:
• Switch Rail Toe Travel is correct at ‘Extend’ and ‘Retract’, as follows:
• The correct gap (3.5mm minimum) is present between Gearbox and the white Anti-Rotation Bush.
• Nuts and bolts tightened / correctly torqued where required.
• Torque Tube is parallel to the straight(er) stock rail.
• All lost motion thimbles are backed off.
• Schwihag Rollers are set correctly for both switch rails in their closed positions (refer to Schwihag setting instructions, see Appendix B).
Note: The Shear Pin Module is a self-contained assembly and once installed does not require adjustment or set-up.
16.1.2 Connect the HPSA Drive Unit to the HPSA.
16.2 HPSS Set-Up Procedure
16.2.1 Prior to HPSS set-up (and possible adjustment), check the track gauge along the length of the switch, in accordance with Network Rail requirements.
Note: If incorrect gauge or track alignment is identified the Track Engineer shall be informed and no further work carried out until the relevant corrective action has been completed (if required).
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16.2.2 The closed gap at the headcut shall be between 2.5mm and 3.0mm. To achieve this slowly adjust the Lost Motion Thimble of the opposite side to which the switch is to be adjusted, using a shim or feeler gauge to check the decreasing gap.
Note 1: During set-up of the rear of the switch check that the mid drives are not ‘driving’ by backing off the Lost Motion Thimbles.
Note 2: During this adjustment process the HPSA shall be driven between Normal and Reverse to check that the switch rail moves freely and is not prevented from taking up its natural position (e.g. it is not catching on baseplates etc.).
16.2.3 Check that the Free Wheel Clearance (FWC) at the Headcut is maintained at 60mm to 66mm (RT60) and 50mm to 56mm (UIC54), using a Track Gauge.
Note: If necessary the Free Wheel Clearance can be adjusted by loosening the Stretcher Bar / Dropper Bracket bolts and moving the required number of serrations (one serration is approx 3mm). Re-tighten the loosened bolts once the Free Wheel Clearance is correct. Check the Lost Motion Thimbles are still backed off and repeat paragraph 16.2.1.
16.2.4 Check that the switch toes are not held off during adjustment.
16.2.5 At this stage it may be necessary to coarsely adjust the Mid Drive(s) (if fitted) to assist with the smooth movement of the switch. Adjust the Mid Drive, via the Lost Motion Thimbles, to obtain a gap (ideally 0mm to 2mm) along the remainder of the switch rail from the backdrive take-off position (Bearer 2) back to the headcut.
Note 1: Some switches will naturally close up against the stock rail, therefore a gap may not be obtainable, this is acceptable. If Mid-Drives are fitted, back off the Mid-Drive Thimble(s) by approximately 1mm to allow for small changes in track geometry.
16.2.6 Repeat the adjustment for the opposite side of the switch.
16.2.7 Re-check that the Free Wheel Clearances are still within tolerance (see paragraph 16.2.3 above).
16.2.8 Check that the gap between the stock and switch rails at the Supplementary Sensor positions is between 0mm (Zero) and 2mm maximum. Gaps greater than 2mm could affect detection performance.
16.2.9 Tighten all lock nuts on the Lost Motion Thimbles, mark with a permanent marker.
16.2.10 If the switch toes are failing to close up fully (i.e. if the toe opening is not zero), check that they are not being held off by the backdrive. If this is the case carry out the following procedure:
• If too much force is being applied at the Mid / Rear drive points, slacken off all Lost Motion Thimbles (to increase the Mid Drive(s) closed rail gap to a maximum of 2.0mm, and the Rear Drive to a maximum of 3.0mm).
• Check Anti-Kick Plates on the Take-Off Assembly are not rubbing against the underside of the stock rail at Bearer 2.
• Check slide baseplates are free from all grease, grit etc; if necessary degrease
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17 FINAL INSTALLATION PROCEDURE / TESTS
General Note: Procedure applicable to all variants of RT60 and UIC54 HPSS.
Safety Note 1: The Datum Reset and FPL Tests of the HPSS can require repeated operations of the points under power. Extreme care shall be taken to keep fingers etc away from all moving parts.
Safety Note 2: Care shall be taken when removing ‘Yard’ fasteners (to be replaced with self-locking fasteners), as some heavy components may swing free or drop and cause injury.
Special Tools: HPSA Drive Unit (Control Box)
HPSA Handset / Cable
Torque Wrenches (8-60Nm, 60-330 Nm, 110-550Nm)
17.1 Datum Reset / Detection Tests
17.1.1 Check that the alignment grooves in the mating parts of the Shear Pin Module are still in alignment following set-up and testing of the PowerLink Backdrive. This will confirm that the Shear Pin has not been damaged or has failed. If the grooves are out of alignment the Shear Pin Module shall be replaced.
17.1.2 Drive points both ways and check that the Toe and Supplementary Sensor values are seen to be changing during switch rail movement, via the display on the HPSA Handset.
17.1.3 Carry out a Datum Reset of the ECU, as detailed in Appendix F.
17.1.4 Carry out FPL and Supplementary Detection checks as detailed in Appendix G.
17.2 Installation of Self Locking Fasteners
17.2.1 Isolate power to the HPSA.
17.2.2 Replace all ‘Yard Nuts’ with ‘Philidas’ Nuts and torque tighten Stretcher Bars to Dropper Brackets, and Bearing Blocks to Hollow Bearers.
17.2.3 Check that the locknuts are tight on Lost Motion Thimbles, using a pair of 36mm A/F spanners.
17.2.4 All torqued fasteners shall be permanently marked with a paint pen or equivalent to highlight any movement (and therefore subsequent replacement).
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17.3 Installation of Covers / Gaiters
17.3.1 Install all remaining covers on both HPSA and Hollow Bearers, secure with M12x25 bolts and washers.
Note: Prior to fitting lids and covers check that all ballast has been removed from the hollow bearers, and that any cables are positioned well away from moving components and strip heaters. Once lids and covers are fitted check that no ballast is trapped between the underside of the Torque Tube and any of the hollow or concrete bearers.
17.3.2 Install rubber gaiters between the Toe Sensor bracket and HPSA Centre Cover as shown in Figure 62 (RT60) and Figure 63 (UIC54). UIC54 HPSAs also have Gaiters fitted outside the stock rails.
Note 1: To allow the Gaiter to be fitted to the foot of the stock rail, install on the open switch rail side, as shown in Figure 64. Power or Wind the HPSA to the opposite side to fit the second Gaiter.
Note 2: Check that the Socket Head Cap screw does not bottom out on the Foot of the stock rail, and that the Clamp secures the Gaiter.
Figure 62: Installation of Rubber Gaiters (RT60)
Figure 63: Installation of Rubber Gaiters (UIC54)
Hook / Eye End Retention Gaiter Plate / Screw Retention
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Figure 64: Securing Gaiter on Foot of Stock Rail
17.3.3 Installation and set-up of the HPSS system is now complete. Testing and commissioning of the switch may now be carried out in accordance with Network Rail procedures.
Note 1: If required install the Command (10 core) and Detection (4 core) Tail Cables.
Note 2: If the points are not to be used they shall be secured out of use in accordance with Network Rail procedures.
Note 3: If any HPSS performance issues are encountered during installation and/or testing, it is recommended that the HPSS Checklist (Appendix H) is used. This list provides a comprehensive set of checks to be undertaken, in order to identify the necessary corrective action.
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APPENDIX E COLOUR CODING OF CABLES
Cable Type Part No.
Marker (P) Mating HPSA Loom Marker (J) Colour of Bands (See Note 1)
Command (10 Core) 10183 (20m) 10190 (40m)
P15 10358 (RT60) or 10499 (UIC54B)
J15 Red & Red
Detection (4 Core) 10184 (20m) 10191 (40m)
P16 10358 (RT60) or 10499 (UIC54)
J16 Green & Green
Supp Sensor Cable (12m) Supp 1 Retract 10185B
P19 10357A (Supp 1) 10391A (Supp 1 & 2)
J19 Blue
Supp Sensor Cable (12m) Supp 1 Extend 10185A
P20 10357B (Supp 1) 10391B (Supp 1 & 2)
J20 Green
Supp Sensor Cable (12m) Supp 2 Retract 10186B
P21 10391A (Supp 1 & 2)
J21 Red
Supp Sensor Cable (12m) Supp 2 Extend 10186A
P22 10391B (Supp 1 & 2)
J22 Yellow
Notes:
1: External Cables and their mating internal HPSA Looms have the same colour coded bands, thus ensuring ease of installation. The example shown below shows the Command (10 Core) and Detection (4 Core) Cables installed on the HPSA (mating with Loom.
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APPENDIX F DATUM RESET PROCEDURE (NR/SMS/PC51) If any components are changed, or any adjustments made to the HPSA point machine or the PowerLink supplementary drive, or tamping has taken place through the points, a full Datum Reset procedure shall be carried out followed by a facing point lock and detection test which shall be successfully completed prior to a return to service. The HPSA Handset is used to carry out the HPSS Datum Reset procedure. This updates the fully open and fully closed ‘reference positions’ of all rail position sensors (LVDTs) that are stored within the ECU (but does not change detection limits.) The Datum Reset procedure is as follows (Differences in procedure between the 2 types of Handset are shown in the left and right columns in the table below, all other steps are common to both Handsets): i. Connect HPSA Handset to ECU and switch it on. ii. Check HPSA is in fully retracted position. iii. Follow the relevant procedure depending upon which Handset is being used, the earlier Psion
Workabout (grey) or the later TDS/Windows unit (yellow). Note: The Psion Handset requires the use of 2 passwords, the TDS Handset does not require
passwords. Information shown on the screen is shown in Bold in the table #1: Psion Mk2 Handset (Using cursor/ Enter key) #2: TDS Handset (Touch Sensitive Screen)
Step Actions 01 #1: Select
Engineering Menu then Commission HPSA
#2: Select Main Menu, then Set HPSS Datums.
02 Do you wish to proceed ? Enter YES 03 Are you able to complete the entire
process? Enter YES
04 Select Master HPSS 05 Select number of sensors 06 Confirm number of sensors
Enter YES 07 Following erasure of existing data in ECU,
Handset prompts Position Rail For Good Extend
08 Operate HPSA to move to Extend position. Wait for Brakes to re-engage.
09 Press Done when switch rail is in the fully extended position and is hard up to stock rail (i.e. zero gap exists)
10 Extend data screen appears then prompts: Position Rail For Good Retract
11 Operate HPSA to move to Retract position. Wait for Brakes to re-engage.
12 Press Done when switch rail is in the fully retracted position and is hard up to stock rail (i.e. zero gap exists)
13 Retract data screen appears followed by: Handset Process Complete
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iv. Ask the signaller to operate the points to both Normal and Reverse and confirm that detection is given in both positions. The HPSA Handset may be used to view the positions of all open and closed Toe and Supplementary Sensors using the ‘Status’ screen.
WARNING Each switch rail shall close tightly against its stock rail in line with the first stock rail bolt before and during the Datum Reset procedure. Failure to do so may result in the points being set up with a gap between the stock and switch rails. Hogging or dipping of the switch rail must not hold it out from its correct position. If a fault prevents the correct set up of the points, they must be secured out of use and the defect reported via the local ICC to Local Track Engineer for rectification. A facing point lock and detection test shall be successfully completed prior to a return to service. END of NR/SMS/PC51
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APPENDIX G FPL TEST PROCEDURE (NR/SMS/TEST/004) Safety First Ask signaller to operate points, to check the correct points are being tested and thus eliminate confusion or doubt. You shall come to an understanding with the signaller to apply a safe system whilst undertaking the FPL test. This FPL test is carried out with the machine under power, controlled by the signaller. Confirm you have a safe method of communicating with the signaller. It is strongly recommended that the 3.5mm Hands-Free FPL Gauge (PADS No. 094/007001) is used, to avoid injury. IMPORTANT Detection is confirmed by referring to the meter connected to the KR lines at the location/dis’ box. The HPSA Handset is not used to confirm detection as it is powered from a port on the ECU separate to the outgoing detection circuitry. It is essential to confirm that detection is made and broken by referring to the meter only. The secondary (supplementary) sensor integrity and detection tests confirm the Rail Position Sensors shall not give detection when an obstruction is placed between the stock and switch rail, even though the rail bends around the obstruction. This test requires a
• Voltmeter, HPSA Handset (and passwords for old variants of Psion Handset) • Two 3.5mm point checking gauges. (Hands-free FPL Gauge recommended)
Before carrying out the test, connect the HPSA Handset and Check that each closed switch position is showing 0mm. If the value is outside the limits -0.1mm to +0.5mm (primary / toe sensors) and/or –1mm to +2mm (secondary / supplementary sensors), this could indicate that the system is not securely fixed and it could impact performance. Before and after values shall be recorded onto the NR/SMS FPL record card so that any movement between maintenance visits will be recorded. If any excess movement is recorded, it shall be investigated and be reported as a WAIF. 1. Test 1.1 Connect the meter to the outgoing KR lines at the location/dis-box. 1.2 Perform a Datum Reset as detailed in NR/SMS/PC51 Appendix A. 1.3 Check the correct voltage is present on the outgoing KR circuit for the points being tested. 1.4 Place the 3.5mm gauge between the open switch and stock rails at a point in line with the centre-
line of the switch rail drive bracket (Hands-Free FPL Gauge recommended). The gauge must be adequately inserted to prevent the switch rail from bending under the gauge and making detection.
1.5 Ask the signaller to operate the points and ask what detection, if any, is given. 1.6 Check that no voltage is present on the outgoing KR circuit, by referring to the meter. 1.7 Place another 3.5mm gauge between the open switch and stock rails at a point in line with the
centre-line of the switch rail drive bracket (Hands-Free FPL Gauge recommended). 1.8 Ask the signaller to operate the points and ask what detection, if any, is given. 1.9 Check that no voltage is present on the outgoing KR circuit, by referring to the meter. 1.10 Remove both gauges (operation of points is required). 1.11 Observe correct operation of the points to the normal and reverse position. The time taken should be nominally 4 seconds. If the time taken is greater than 5 seconds, make arrangements to carry out further investigation. 1.12 Record all sensor readings (open and closed positions) from the HPSA Handset, and any
adjustments that have been carried out, on the NR/SMS FPL record card. END of NR/SMS/TEST/004
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APPENDIX I HPSS TESTING & COMMISSIONING The following section has been transferred from the original HPSS Handbook (NR/GN/SIG/11400 Issue 3), and updated in terms of current (equipment) applicability, company names, correct terminology etc. No test requirements have been changed or amended, other than to bring this document into line with currently approved practice for HPSS. Once the HPSS Signalling Works Testing document is formally issued this Appendix will be removed.
1 INTRODUCTION
1.1 Purpose
This Code of Practice Appendix describes the process to be followed in the testing and commissioning of a High Performance Switch System (HPSS).
1.2 Scope
This Code of Practice Appendix shall apply to the testing and commissioning of all HPSS installations with configurations, as detailed below.
Inclusions
The scope of this Code of Practice Appendix includes HPSS in the following configuration:
• RT60 & 54B Plain Lead Switches
• B, C, D, E, F and SG switches
• PowerLink Backdrive
1.3 Competence
In addition to assessment of testing competence in accordance with RT/E/S/14003, all personnel engaged on HPSS testing work shall have received appropriate training, including the use of the HPSA Handset to allow them to fulfil their duties in a competent and safe manner.
2 TOOLS AND EQUIPMENT
The following specialist tools and equipment will be required in addition to those normally used for testing a set of points:
• HPSA Handset (IAD Part No. 11065), running the current version of the software from the supplier.
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3 TESTING BY OTHER DISCIPLINES
3.1 Permanent Way Installation Checks
It is essential that the Permanent Way is installed correctly if the HPSS is to operate reliability.
The following inspections should be completed prior to the commencement of signalling testing. Where necessary arrange for corrective action to be undertaken.
• Check that bearer and other fastenings are secure and not damaged.
• Check that the anti-kick plate is present and not fouling the installation.
• Check that distance blocks are not worn or damaged.
• Check that thin head bolts have been used to secure the anchor plates to the stock rails.
• Check that the switch rails are not twisted or hogged and that the switch toes is clear of the pad during switch movement.
• Check that the slide pads are correctly installed, if fitted.
• Check roller lift and clearances, if fitted.
• Check that hollow bearers are clear of ballast and other debris, the drainage holes are clear and that the ballast level is not above the hollow bearer.
• Check that hollow bearers are ‘square’ with a clearance of 10mm for rail creep.
3.2 Plant Installation Checks
Confirm that the point heater elements are fitted to the HPSA bearer and all hollow bearers containing supplementary rail position sensors, and that the point heaters are operative. Where necessary arrange for corrective action to be undertaken.
Operating the HPSS when frozen can result in damage to the supplementary rail position sensors and linkages.
3.3 Operations
The Project Manager must supply the Tester in Charge with evidence that a derailment risk assessment has been accepted by Network Rail prior to bringing an HPSS into service. This risk assessment is required as the HPSS may not release the switchblades in the event of a run through.
The Test Plan must reflect any testing required as a result of control measures defined in the derailment risk assessment.
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6 SIGNALLING TESTING
6.1 Objectives Of The Test
The objective is to verify that the installation and operation meet the requirements of the design and construction specifications.
6.2 Determining Requirements (may not be exhaustive)
GI/RT7004 Requirements for the Design, Operation and Maintenance of Points.
RT/E/SRS/2001 Requirements for Power Point Operating Equipment.
RT/E/S/11303 Requirements for Signalling Installation Handbook
RT/E/C/11720 Signalling Installation Handbook.
RT/E/C/11210 Signalling Installation
RT/E/C/11600 Signalling and Operational Telecommunications Design: Technical Guidance.
RT/E/C/11724 Signalling Works Test Specifications and Historical Test Value Data (Section A6/1).
BR-SW67 Standard Free-wire circuits
ER/R/1/0003 HPSS Hazard Log
Specific Engineering Details.
6.3 Initial and Final Conditions
Initial and final conditions are defined in sections 6.5.4 Motor timer, 6.6.2 Detection breaks, 6.6.3 Point end correspondence and 6.6.4 Interlocking correspondence appropriate to the tests defined.
6.4 Technical Verification
6.4.1 Correct Equipment
Ensure that:
• The HPSS equipment is of the correct type as specified in the plans and wiring diagrams.
• Stretcher bars, additional drive(s) and supplementary rail position sensor(s) are correctly installed in the sleepers.
• The HPSA is fitted with the correct type of ECU (see note 1).
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• The HPSA has sufficient connections for the required number of supplementary rail position sensors.
• The HPSA is fitted to the correct side of the track, as shown on the signalling scheme plan, and is in a safe position for manual operation.
• The location and security of the HPSA Crank Handle (HW type) is as shown on the signalling scheme plan.
• The HPSA and the PowerLink backdrive are correctly installed, secure and not damaged, and of the correct switch-blade opening in accordance with Table 1. Confirm that all installation checks and tests have been complete: refer to this Installation Manual.
Type of Point
Layout Minimum Maximum Track Gauge at Tips
Turnout (RT60) 112mm 114mm See RT/CE/S/102 Appendix B for 1435mm track
Table 1 Point Switch Opening
• A clearance of 10mm exists between the hollow bearers and the stretcher
bar and drive fittings to allow for rail creep.
• The switches, PowerLink backdrive, stretcher bars and HPSA drive system have not been damaged by a run-through.
NOTE:
1 There are two variants of the ECU, labelled “UIC54B”, “RT60” 2 Note withdrawn 3 The approved version of the HPSA is defined by the drawings
listed in Certificate of Acceptance PA05/579.
6.4.2 Mechanical Setting
Check that:
• The travel at the additional drives provides an opening along the switch rail planing as shown in Table 2.
Type of Rail/Switch Free Wheel Clearance
RT60 60 to 66mm 54B 50 to 56mm
Table 2 Minimum Switch Rail Opening
• The PowerLink backdrive is adjusted in accordance with Section 16.2 of the
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6.4.3 Insulations Correct
Check that the following insulations are correctly placed:
• Between the drive bracket and the switch rail, including the ‘T’ shaped sliding insulator within the drive bracket.
• Between the rail supports and the hollow bearer (HPSA and stretcher bearers)
• Between the web drive bracket and the stretcher bracket.
• In stretcher bars at the Torsion Drive brackets.
6.4.4 Number plate fitted
Check that:
• The identification number is as per scheme plan.
• The identification number is correctly installed as shown in the Signalling Installation Handbook RT/E/C/11210 Section 2S05.
6.4.5 Tail cables secure
Check that:
• All tail cables and HPSA internal cables are of the correct type, are correctly installed, labelled, secured clear of moving parts and not damaged. See notes 4 and 5 below, and refer to the HPSS Installation Manual.
• The feed tail cables are limited to 100m for a battery supply, or 200m for a transformer-rectifier supply.
NOTE: 4 Tail cables and supplementary rail position sensor cables are
supported by the plug coupler mounting bracket within the hollow bearer, and enter the hollow bearer through a vertical slot in the end plate. HPSA tail cables are clamped within the unit, whereas Supplementary tail cables are not clamped. Cables should be clear of moving parts and points heating elements within the hollow bearer.
5 The supplementary rail position sensor tail cables are an integral part of the detection position measuring. They should not be cut or jointed; excess length should remain in situ. Insulation testing should not be carried out on the rail position sensor cables, as this will damage the sensor.
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6.4.6 Adjusting & gauging
Check that:
• Points are easy to operate manually
• Points are tested under power with gauges in accordance with table 3.
Gauge Position Gives Detection Does Not Give Detection
Centre of the HPSA bearer N/A 3.5mm Supplementary Sensors (RT60) N/A 10mm Supplementary Sensors (54B) N/A 8mm
Table 3 Facing Point Lock & Detection
6.4.7 Section 6.4.7 is not used in order to align the paragraph numbers in section 6
Signalling Testing with those used for points testing in RT/E/C/11724.
6.4.8 Section 6.4.8 is not used in order to align the paragraph numbers in section 6 Signalling Testing with those used for points testing in RT/E/C/11724.
6.4.9 Q.A. Certificate
Confirm point machine internal wiring has valid QA certificate.
6.4.10 Wire count
Carry out a wire count on all external terminals and all terminations between outgoing links and point mechanisms.
6.4.11 Core termination
Check that:
• All tail cables are tested in accordance with RT/E/C/11724 Signalling Works Test Specifications and Historical Test Value Data section A3/1.
• The cables are correctly terminated and secured throughout.
• Plug couplers are fitted with the correct coding in accordance with the manufacturer’s wiring details.
• The cables are correctly run to and between the point equipment in accordance with the HPSS Installation Manual. This should be carried out by continuity testing or hand tracing when the cables are terminated.
6.5 Functional Test
6.5.1 E.L.D. Test
Connect earth leakage detectors with an audible alarm on to the point operating and detection power supplies. They must remain connected for the duration of the tests.
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Earth leakage detectors should be observed to confirm earth free point circuits during one full cycle of operation of the points. This can be done in conjunction with the tests below or as a discrete test
6.5.2 Power Isolation Test
Check that the power isolating microswitch operates correctly and disconnects the point drive such that the crank handle cannot be inserted without the point drive being isolated.
6.5.3 Local Correspondence
Check that each local fuse, link, point control and detection relay operates with its corresponding point end(s). (Where repeat relays exist between the points and the interlocking, these should be tested as part of the through testing).
6.5.4 Motor Time
If a cut-off timer is provided , ensure that it operates as specified in the design.
CUT-OFF TEST
With all ends lying normal, place a chock in the open switch at the A end and move the points to the reverse position by operation of the signaller’s switch. Check that;
• the obstructed end has not completed its travel,
• all other ends have moved to the reverse position,
• the point motor cut out after the prescribed period following loss of normal detection (generally 7 seconds),
• out of correspondence is obtained on the signaller’s display system,
• no voltage is observed on either normal or reverse detection circuit.
Using the signaller’s switch, return the points to normal, remove the chock, move the points to the reverse position and verify reverse detection is obtained on the signaller’s display system.
Place the chock in the open switch at the A end and move the points to the normal position by operation of the signaller’s switch. Check that;
• the obstructed end has not completed its travel
• the other ends have moved to the normal position
• the point motor cut out after the prescribed period following loss of reverse detection,
• out of correspondence is obtained on the signaller’s display system
• no voltage is observed on either normal or reverse detection circuit.
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Using the signaller’s switch, return the points to reverse, remove the chock, move the points to the normal position and verify normal detection is obtained on the signaller’s display system.
Repeat the above cut out tests for the B end and any further point ends.
Check that it is possible to drive the points back to their original position if they fail to move fully to the called position (mid-stroke reversal).
6.5.5 Machine Heaters
Machine heaters are fed from the point heater supply; see the checks in section 3.2.
6.5.6 Machine Heater and Other Equipment Insulation
Test the resistance of the insulation between the steel sleeper and heater, and any other equipment using an appropriate method (e.g. Megger) and using pass/fail criteria defined in the respective standard for the installed equipment.
6.5.7 Brake Operation
Disconnect the (duplex) brake power by removing the power plug coupler from the ECU. Confirm that the HPSA does not move when operated under power, for each brake module, by operating the 2 brake handles in turn. Reconnect the power plug coupler and confirm correct operation of the HPSA under power.
6.6 Integration Tests
6.6.1 Control/Indication Correspondence
NOTE: When describing the position of points, the term left (or right) hand switch closed when facing the point must always be used. The points should be operated by the signaller’s switch, and the indications confirmed at the signallers display.
Screen display systems do not necessarily define a ‘Normal’ lie; points may be described in the interlocking as set LEFT or RIGHT.
Operate the points to reverse and normal, confirming detection locally and to relay room and signal box. Check that the signaller’s switch, the indications, all control and detection relays and the point switch blades are in correspondence and that detection circuit voltage (dcv) and OV are measured on the respective incoming detection circuits.
6.6.2 Detection Breaks
NOTE: Where a four-wire detection circuit is involved, a meter must be connected to the terminals of the opposite pair of wires of the incoming tail cable to those under test in order to observe any irregular voltage which may appear during the following tests. (Not to be done on SSI Installations). In practice, it is easier to use two meters, connecting one to each to each of the incoming normal and reverse detection circuit for the duration of the points test.
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Detection ‘contacts’ must be broken three times in succession to ensure that the correct detection relay de-energises for both normal and reverse positions. Proceed as follows:
• With all ends lying normal, disconnect each rail position sensor in turn twice and verify loss of normal detection. After each disconnection, release and apply the brakes to reinstate detection.
• Repeat for a third time but do not operate the brake handle to reinstate detection until more than ten seconds have elapsed to ensure the detection break is not masked by the contactor back-proving circuits.
• With all ends lying reverse, disconnect each rail position sensor in turn twice and verify loss of reverse detection. After each disconnection, release and apply the brakes to reinstate detection.
• Repeat for a third time but do not operate the brake handle to reinstate detection until more than ten seconds have elapsed to ensure the detection break is not masked by the contactor back-proving circuits.
Brake detection ‘contacts’ must be broken three times in succession to ensure that the correct detection relay de-energises for both normal and reverse positions. Proceed as follows:
• With all ends lying normal, operate on brake handle twice and verify loss of normal detection.
• Repeat for a third time but retain in the disconnected position for longer than ten seconds to ensure the detection break is not masked by the contactor back-proving circuits.
• Report the test for the other brake handle.
• With all ends lying reverse, operate one brake handle twice and verify loss of reverse detection.
• Repeat for a third time but retain in the disconnected position for longer than ten seconds to ensure the detection break is not masked by the contactor back-proving circuits.
• Repeat the test for the other brake handle.
6.6.3 Point and Correspondence
These tests can be directed from either the ground or the operating panel.
NOTE:
6
It is not necessary to disconnect supplementary rail position sensors as they are summated into a single detection output for each point end within the ECU. The ECU is informed about the number of supplementary rail position sensors by site specific programming and therefore it is necessary to prove that it is checking all supplementary rail position sensors. This is achieved by the detection breaks test in section 6.6.2. The requirement in section 7.5 of RT/E/S/11721 to treat supplementary rail position sensors are separate point ends is not required for HPSS and is removed by the issue of this Code of Practice.
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On multiple ended points on which each of the end(s), and supplementary rail position sensor(s), are provided with individual detection circuits summated into the control detection circuit (summated detection), the point end correspondence test may be simplified: if so this shall be identified in the Testing Plan. This simplification is appropriate in the case of HPSS.
NOTE:
7
Releasing the brakes to operate the points manually will mask any spurious detection. It is necessary to reapply the brakes at frequent intervals during the manual operation to ensure that any spurious detection output is revealed.
With all ends normal, isolate the A end (i.e. place in manual operation).
Move the points to reverse using the signallers switch. Check that;
• the A end has not moved,
• all other ends have moved to the reverse position,
• out of correspondence is obtained on the signaller’s display system,
• no voltage is displayed on either normal or reverse detection circuit.
After 10 seconds briefly place the isolated point end to power and ensure that the points do not move (unless otherwise identified in the testing plan).
• Manually operate the isolated point end to reverse, releasing and applying the brake at frequent intervals (see note 7).
Check that when the end is fully reverse with the brakes applied;
• reverse detection is obtained on the signaller’s display system,
• detection circuit voltage is obtained on the normal detection circuit, not voltage on the reverse detection circuit.
With the A end still isolated, move the points to normal using the signaller’s switch. Check that;
• the A end has not moved,
• all other ends have moved to the normal position,
• out of correspondence is obtained on the signaller’s display system,
• no voltage is displayed on either normal or reverse detection circuit.
After 10 seconds briefly place the isolated point end to power and ensure that the points do not move (unless otherwise identified in the testing plan).
• Manually operate the isolated point end to normal, releasing and applying the brake at frequent intervals (see note 7).
Report No.: ER/R/1/0224 Issue: 1 Date of Issue: 15/06/09
Check that when the end is fully normal with the brakes applied;
• normal detection is obtained on the signaller’s display system,
• detection circuit voltage is obtained on the normal detection circuit, not voltage on the reverse detection circuit.
Restore the A end to power operation.
Repeat the above for the B end and all other point ends for all possible permutations.
As an example of the format of a permutation chart is given in RT/E/C/11724 section A6/1 table A6.5. Such permutation charts may be expanded to incorporate detection and cut out tests and developed to cover multi-ended layouts.
6.6.4 Interlocking Correspondence
On single and multiple ended points, interlocking correspondence must be proved as follows:
• With all ends NORMAL, isolate all ends.
• Operate the point interlocking to REVERSE and ensure it is out of correspondence, wait for at least ten seconds.
• Repeat the test with all ends isolated REVERSE.
Where supplementary rail position sensors are provided, the mechanical disconnection of these sensors is not required during these tests.
On completion of this interlocking correspondence test, verify that all point ends are restored to power operation by performing one cycle of power operation of the points.
6.6.5 Sign/Secure Out Of Use
Check that all lids, covers and gaiters are in position and secure.
On completion of the commissioning tests, either sign the points into operational use, or ensure that the points have been secured in the required position by the operator or civil engineer.
6.6.6 F.P.L. Test/Record Card
Undertake a final facing point lock test (NR/SMS/Test 04: HPSS Facing Point Lock and Detection Test) before bring the points into use. The HPSS should be operated under power by liaison with the signaller, or other person at the control centre.
Check that the HPSA Handset has been removed from the ECU.
Operate the system four times under power from the signal box and confirm the detection is correctly obtained.
Complete the Network Rail approved facing point lock maintenance test record card.
