Acc Con Locks

Withdrawn Document Uncontrolled When Printed
Code of Practice
GK/RC
0774
Issue One Date August 1995
Rail Clamp Point Locks
Synopsis This Code of Practice gives details of best practice in respect of Rail Clamp Point Locks. Signatures removed from electronic version
This document is the property of Railtrack PLC. It shall not be reproduced in whole or in part without the written permission of the Controller, Safety Standards.
Published by Safety & Standards Directorate Railtrack Floor 2, Fitzroy House 355 Euston Road London NW1 3AG Copyright 1995 Railtrack PLC
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Code of Practice
GK/RC0774
Issue One Date August 1995 Page A 1 of 2
Part A
Issue record
This Code of Practice will be updated when necessary by distribution of a replacement Part A and such other parts as are amended. Amended or additional parts of revised pages will be marked by a vertical black line in the adjacent margin. Issue Date Comments Part A August 1995 Original document. Part B August 1995 Original document. Part C August 1995 Original document. Part D August 1995 Original document. Part E August 1995 Original document. Part F August 1995 Original document. Part G August 1995 Original document. Part H August 1995 Original document. Part I Not used. Part J August 1995 Original document. Part K August 1995 Original document. Part L August 1995 Original document. Part M August 1995 Original document. _______________________________________________________________
Distribution
Controlled copies of this Code of Practice should be made available to all personnel who are responsible for the design, installation, testing, maintenance and faulting of Rail Clamp Point Locks. _______________________________________________________________
Health and Safety Responsibilities

In issuing this Code of Practice Railtrack PLC makes no warranties, express or implied, that compliance with all or any of Railway Group Standards or Code of Practice is sufficient on its own to ensure safe systems of work or operation. Each user is reminded of its own responsibilities to ensure health and safety at work and its individual duties under health and safety legislation. _______________________________________________________________
Supply
Controlled and uncontrolled copies of this standard must be obtained from The Catalogue Secretary, Railtrack Safety & Standards Directorate, Floor 2, Fitzroy House, 355 Euston Road, London, NW1 3AG. Telephone: Facsimile: 00 35903 or 0171 830 5903 (BT) 00 35776 or 0171 830 5776 (BT)
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Code of Practice
GK/RC0774
Issue One
Rail Clamp Point Locks Part B

1 Purpose
Date August 1995 Page B 1 of 36
This code of practice gives details of best practice in respect of rail clamp point locks.
2 Scope
The contents of this code of practice apply to all rail clamp point locks emanating from the former BR design.
3 Concept
The design of the clamp lock mechanism is based on the principle of providing a means of individually locking and detecting a pair of coupled point switch rails. It is designed to ensure that the closed switch rail is always placed, lock and electrically detected relative to its associated stock rail. This ensures positive locking of the switch rail to its associated stock rail. The clamp lock has the advantages:
eliminates extended sleepers.
eliminates vulnerable rodding connections (especially when used in conjunction with hydraulic supplementary drives). is tolerant of the effects of track gauge spread and switch creep. has its own power unit mounted in a safer working environment. is compact and easier to handle than conventional electrical point machines.
The mechanisms are not left or right handed so that the same units are suitable for either side of the track (except switch diamond layouts, where the switch rail brackets are handed). The clamp lock was originally designed by British Rail in the late 1960s and remained largely unchanged until 1987; this version is known as the Mk 1 and used a body assembly fabricated from steel plates. In 1987, a design review resulted in a series of interim modifications; these became popularly known as the A6 modifications and were derived from the Mk 1 machines. In 1988, the Mk 2 machine was produced in response to the Design Review Committees findings. The Mk 2 is immediately distinguishable from the Mk 1 due to the body assembly being a one piece cast component; it is sometimes referred to as the Cast Body design. The Mk 1 clamp lock was designed to be used on rail sections of 109lb, 110lb and 113lb flat bottom inclined (FBI). It could also be used on 113A flat bottom vertical (FBV) rail or 95lb bull head inclined (BH1) rail, and could be fitted to any point layout. The Mk 2 clamp lock is designed to be used on a rail section of 113A flat bottom vertical (FBV) rail. It can also be fitted to rail sections of 109lb, 110lb and 113lb flat bottom inclined (FBI), 95lb bull head inclined (BH1) and 113A/UIC 54B. Standard fittings are available for most point layouts, although the Mk 2 cannot be fitted to a switch diamond with inclined rail and, in the case of UIC rail, is only available for the plain lead layout. Further UIC layouts will become available as the permanent way details are finalised, and reference should be made to the latest issue of drawing BRS SM 52200 for availability. Further detail of the assembly is shown in Part D: Installation. The standard clamp lock is not trailable.
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4 General Description
Figure B1 shows the standard layout. Each clamp lock machine is in two parts: one part attached to the stock rail and the other attached to the switch rail. The part which is attached to the stock rail is known as the lock and detector mechanism assembly. It consists of a lock body unit, which incorporates a drive lock slide and electrical detection components, with adaptor blocks fitted between the body and the stock rail. The part attached to the switch rail is called the switch bracket assembly. This carries a lock arm, detector blade and some packing for adjustment of the lock. The switch bracket assembly is designed so that the thrust comes midway up the switch rail to prevent twisting. The lock arm and point detector blade fit together with the drive lock slide to move in and out of the body. To operate one point end the following components are required: Two clamp locks. One centre thrust bracket assembly. One tie bar (joining the two machines). Two single acting hydraulic actuators. One hydraulic power pack. Associated hose connections.
The two clamp locks are designated LH (left hand) and RH (right hand) when looking towards the points in a facing direction. Movement of the point switches is achieved by the operation of two hydraulic actuators, which are centrally mounted back to back on the centre thrust bracket. The actuators are connected by small-bore hoses to the hydraulic control unit, which is independently mounted adjacent to the track. For each clamp lock, electrical detection of its switch rail position is effected by double-pole sealed limit switches. These limit switches are operated by two cam followers, which rest on two linear cams : an adjustable cam on the detector blade and a fixed cam on the drive lock slide. Points closed and locked contacts make in the limit switch when both cams are in the correct position, whilst points open contacts make when the detector has moved to a position corresponding to the minimum point opening. In addition, the opposite switch rail is held open and detected at a safe flangeway clearance opening (108mm for plain leads or 85mm for switch diamonds measured at the tip, equating to 105mm and 82mm respectively when measured at the lock arm).
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Lock &Detector Mechanism Assembly (Cast Body) Hydraulic Actuators
Adaptor Block Assembly
Cable to Detector
SECTION ON AA
Hose connections to Actuators from Electro-Hydraulic Power Pack at the side of the track
Tie Bar
Position of Jaw Block Cartridge Heater
Electro-Hydraulic Power Pack to be located, as convenient at the side of the track, on a Point Rod Roller Base
Switch Rail Bracket Assembly Taper Packing Centre Thrust Bracket Assembly
Hose Connections
Sleeve Nut Drive Lug
Point Identification number on plate to BRS-SM 2463
Connecting Rod for mechanical drives may be fitted on either side
Figure B1
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5 Moving the Points
Figure B2, Figure B3, Figure B4, Figure B5 and Figure B6 show the sequence of operation of a set of switches from the left hand switch rail closed and locked through to the right hand switch rail closed and locked. In Figure B2, the left hand switch rail is closed and locked against its stock rail. The left hand actuator is fully extended, having pushed the drive lock slide through the left hand lock and detector mechanism. The drive lock slide is supporting the left hand lock arm in the fully raised and, therefore, locked position, holding the switch rail against the stock rail. Figure B2
Figure B3 shows a plan view of the drive lock slides and illustrates the slots in which the lock arms operate. These slots, the shape of the lock arm and the way in which the two interact, allow the two switch rails to move independently of each other; this is why the Permanent Way Engineers stretcher bar is important in the operation of the clamp lock.
Figure B3
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When the points are thrown by the operator, hydraulic oil is pumped from the power pack to the retracted actuator (which, in this example, is the right hand actuator) via a solenoid operated valve within the power pack. Standing pressure in the extended actuator is released by a pilot operated check valve (see 14.5), which allows the hydraulic oil within the extended actuator to escape back to the reservoir tank. On being pressurised, the right hand actuator will start to extend, pushing the right hand drive lock slide into the right hand body, and simultaneously, by virtue of the tie bar, pull the left hand drive slide out of its body, causing the extended actuator to retract. After the actuator and drive lock slides have moved approx 40mm, the central bar of the left hand drive lock slide will pass from under the left hand lock arm allowing it to drop, either by gravity or as a consequence of the Force-down feature, thus unlocking the left hand clamp lock. The closed switch rail is now free to move as shown in Figure B4. Note that the central bar of the right hand drive lock slide is now lodged against the right hand lock arm causing it to lift, such that it runs along the underside of the stock rail while the points travel.
Figure B4
Slide
Lock Arm Profile
The actuator will continue to extend and will push the right hand drive lock slide, which in turn will push the lock arm to the right. As a consequence the lock arm, in effect being pivoted from the switch rail, will force the open switch rail to close (as shown in Figure B5) until it lies against the right hand stock rail.
Figure B5
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As the permanent way stretcher bar couples the two switch rails, the closure of the open switch will simultaneously pull open the closed switch. Note that the tie bar does not pull the closed switch rail open. The situation is now as shown in Figure B6.
Figure B6 The right hand lock arm can no longer travel towards the right, but, because the actuator is still extending, the lock arm is forced to pivot upwards into its locked position until the drive lock slide is able to pass underneath it. The actuator and drive lock slide are now able to complete their travel. The central bar of the right hand drive lock slide will come to rest directly below the lock arm and will prevent the lock arm from dropping, locking the lock arm and, therefore, the switch rail in position. This final part of the movement locks the right hand machine, but has little effect on the left hand machine. The latter does, however, ensure that the minimum point opening is maintained. Figure B7 shows that the right hand drive lock slide has passed under the right hand lock arm and the right hand switch rail is closed and locked. The right hand actuator is now fully extended to its internal stop and its movement must not have exceeded 210mm.
Figure B7
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5.1 Actuator Travel The operation of the actuator is made up as follows :Operation Unlocking Moving Switches Locking 60mm (approx) Actuator Movement 40mm (approx) 105mm (minimum)
6 Drive Lock Slide Position

On Mk1 equipment, the points can only be described as closed and fully locked when the end of the drive lock slide (ignoring the tab) is flush (+ 5mm) with the end of the lock body, as shown in Figure B8.
Figure B8 On Mk2 equipment, the top of the drive lock slide protrudes from the body by approx 25mm when the points are fully closed and locked, as shown in Figure B9.
25mm
Figure B9 The hole in the drive lock slide tab is for a padlock to provide an additional locking-out facility for use prior to commissioning only. It does not replace clipping and scotching or integral baseplate locking fixtures.
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the Lock 7 Operation of
The sequence of operation previously described has shown that the lock arm is forced up or allowed to drop by the movement of the drive lock slide. As the lock arm is raised, its locking face passes behind a replaceable bronze locking piece, which is screwed to the body of the lock and detector mechanism (refer to Figure B10).
Locking Piece
Figure B10 The lock arm must present its locking face square to the locking piece and to achieve this, the switch rail bracket must be parallel to stock rail. Generally, due to the planing of the switch rail, the web of the switch rail is at an angle to the stock rail. This angle must be compensated for by means of taper packing plates or, in the case of switch diamond layouts, alignment blocks. These must be inserted next to the web of the switch rail, between the web and the switch rail bracket (Figure B11). Full details of this procedure may be found in Part D.
Figure B11
Switch Rail Bracket
Taper Packing
Switch Rail Web
Coarse Packing
Long Arm Pivot Pin
Point Toe
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There are different types of lock arm, each type being identified by a letter. The most common is type A, which is used for most plain lead layouts; it is also used in all diagrams in this Code of Practice, unless otherwise stated. For further information on the sizes and types of lock arm refer to Part C. In 1986, the London Midland Region (LMR) introduced a modification called Force-down. The original design relied upon the lock arm dropping by gravity, but failure analysis revealed many failures where the lock arm failed to drop thereby jamming the mechanism. Force-down is achieved by modifying the lock arm hook profile and providing an angled face on the drive lock slide, which combine to pull the lock arm down should it not already have dropped under gravity (Figure B12).
Force-down
Figure B12
The 1987 Design Review adopted the Force-down feature as standard, but went on to make further changes to the lock arm profile. Included in these modifications was the abandonment of the resilient rubber bushes in favour of a common bronze bush carrying both lock arm and detector blade lug, the pivot pin diameter being increased from 22mm to 25mm. The modified equipment was identified by being stamped with A6 or SCC (Service Centre Conversion). Conversion to this style of Force-down involved replacing the drive lock slide, lock arm, detector blade and switch rail bracket in what become commonly known at the A6 modification. The LMR did not generally adopt the A6 modification, but continued with their own version of Force-down, since this alteration was less extensive and therefore easier to introduce; the 22mm pivot pin was reduced very slightly in diameter to aid lubrication. This version of equipment was identified by being stamped with the letter L (highlighted in yellow paint). Conversion to this style of Force-down involved replacing the drive lock slide, lock arm and pivot pin.
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Detection
The electrical detection associated with the clamp lock proves the position of both switch rails, ie. closed switch closed and open switch open, as well as the condition of the lock. The detection circuit is only complete when both switch rails are correctly positioned and the lock arm has risen completely behind its locking piece. To eliminate vulnerable rodding connections, these conditions are ascertained by plungertype, double-pole, snap-action limit switches operated by linear cams via cam followers. Each clamp lock contains: Two plunger type limit switches. Two spring loaded cam followers with adjustable tappet screws. One adjustable linear cam (attached to the detector blade). One fixed linear cam (attached to the drive lock slide).
8.1 Limit Switches Each lock and detector mechanism contains two limit switches, which are designated left hand and right hand as viewed from outside the track. Each limit switch contains two changeover contacts. These contacts are snap-action, which is achieved by small magnets, which hold the contact assembly such that full contact pressure is maintained up to the break at changeover. The back contacts, which are used to prove detection, are made when the plunger is Out, ie. the limit switch is relaxed (Figure B13). As the plunger is slowly depressed, these contacts remain made until the changeover point is reached, whereupon the two contact arms (2 and 5) snap across to make the front contacts; the limit switch is now In (Figure B14). The limit switches have a plunger differential of 0.5mm maximum between the make and break positions of the contacts and full contact pressure is maintained up to the point of break.
Plunger OUT
Plunger IN
1 2
5 6
5 6
Figure B13
Figure B14
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The limit switches are supplied wired with flying leads and are weather sealed. These switches are mounted in pairs between brackets with their leads taken to terminal blocks (Figure B15 and Figure B16).
Figure B15 Mk 1 Assembly
Figure B16 Mk 2 Assembly
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Issue One Date August 1995 Page B 12 of 36 The brackets are fastened to a limit switch mounting plate. Each limit switch mounting plate contains two compression type cable glands, which should firmly grip the exterior sheath of the cable to prevent strain to the core (Figure B17).
K 1A 2B 3E 4F
L 1C 2D 3G 4H
Figure B17 8.2 Cam Followers Each limit switch is operated by its own cam follower, both followers being pivoted on a common spindle (Figure B18 and Figure B19). Like the limit switches, the cam followers are designated left hand and right hand as viewed from outside the track. The cam followers are spring loaded against two linear cams of equal height. One of the cams is mounted on the drive lock slide and is known as the fixed cam. The other cam, which is adjustable, is part of the detector blade assembly, which moves with the switch rail and is known as the adjustable cam.
B18 Left Hand Cam Follower
B19 Right Hand Cam Follower
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8.2.1. Left Hand Cam Follower This cam follower has a broad foot and is driven by both the fixed cam on the drive lock slide and the adjustable cam on the point detector blade. It is used to prove that the closed switch rail is correctly positioned and that the drive lock slide has completed its travel, which in turn will cause the lock arm to rise completely behind the locking piece. It is known as the closed and locked cam follower. a) Normal operation (closed switch): With the points closed and fully locked, both the fixed cam and the adjustable cam have passed far enough underneath the left hand cam follower to allow the cam follower to drop onto the notch cut out of its foot. This allows the left hand limit switch plunger to move to the out position and the back contacts to make the closed and locked detection as shown in Figure B20.
Figure B20
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Issue One Date August 1995 Page B 14 of 36 b) Switch closed but not locked: With the lock failed, the drive lock slide is unable to complete its travel. The drive lock slide fixed cam now rests under the foot of the cam follower, preventing it from dropping down, and hence the back contacts of the limit switch remain broken, preventing detection (Figure B21).
Figure B21
c) Lock entered but switch detection incorrect: The fixed cam is in the correct position, but the position of the switch rail is incorrect, causing the adjustable cam to remain under the foot of the left hand cam follower, again preventing the back contacts from making. The plunger remains in and there is no detection (Figure B22).
Figure B22
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d) Switch open: The left hand cam follower is only held up by the opposite end of the adjustable cam because the drive lock slide fixed cam has travelled clear (maximum travel 210mm), as shown in Figure B23.
Figure B23
F igure B23
8.8.2 Right Hand Cam Follower This is driven only by the adjustable cam, which passes under both the left hand and right hand cam followers. a) Normal operation (switch open): Provided the closed switch detection is correctly set and there is a minimum switch opening of 95mm (76mm for switch diamonds), the right hand cam follower starts to drop down the trailing edge of the adjustable cam. When the switch rail is fully open, ie. 105mm, the right hand cam follower foot will sit clear of the adjustable cam. This allows the right hand limit switch plunger to move to the out position, and hence the back contacts to make the open switch detection (see Figure B24).
Figure B24
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Issue One Date August 1995 Page B 16 of 36 b) Switch opening less than 95mm (76mm for switch diamonds): The right hand cam follower is lifted by the adjustable cam, which in turn operates the right hand limit switch, whose back contacts break the open switch detection (Figure B25).
Figure B25
c) Switch rail closed: With the points closed and fully locked, the right hand cam follower is still lifted by the adjustable cam (Figure B26).
Figure B26
8.3 Limit Switch Operation Position The position of the limit switches for normal operation is: Switch Closed and locked Fully open Mid-stroke Left Hand Plunger Out In In Right Hand Plunger In Out In
Figure B27
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8.4 Lock and Detector Setting Gauges The gauges shown below are all required in order to set the lock correctly and to provide detection on the clamp lock mechanism.
Position of Gauge and Result The ends shown should be used.

4mm
Between Point Detector Blade and Lug. Point detection broken.

Figure B28
Between Switch & Stock Rail at a point in line with the lock arm.
2.5mm
Lock should fail to enter.
Between Point Detector Blade and Lug. Point detection made.
Figure B29
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Position of Gauge and Result

1.5 mm
a) Between Switch and Stock Rail at a point in line with the lock arm.
Lock should enter.
b) Between LH Tappet Screw and Limit Switch. Point detection made.

Figure B30
2 mm
Between LH Tappet Screw and Limit Switch. Point detection broken.

Figure B31
Between Switch and Stock Rail at a point in line with the first permanent way slide chair bolt.
3.5
Lock MUST fail to enter.
Figure B32 FPL Gauge
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9 Lock Adjustment
9.1 General The clamp lock was designed using the principle of a loose lock, and to this end, a clearance is needed between the locking piece and the lock arms locking face. This clearance may be adjusted in two ways: coarse adjustment and fine adjustment. 9.2 Coarse Adjustment This is set during the installation procedure and must not be altered thereafter without regard to the switch opening. It is effected by inserting packing plates (Figure B33) between the switch rail bracket and the switch rail (Figure B35). The amount of packing will vary with the type and planing of the points. Packing plates of 1.6mm and 3mm thicknesses are available for this purpose (1.6mm, 6mm and 12mm are available for switch diamonds). Until recently, packing plates were only provided with holes; but to make coarse adjustment easier, packing pates now have slots.
Figure B33
9.3 Fine Adjustment This is effected by inserting shim plates (Figure B34), available in 0.6mm and 1.6mm thickness, behind the detachable locking piece in the lock body (Figure B35). The total amount of this find packing must not exceed a thickness of 4mm.
Figure B34
Coarse Adjustment ~ 3mm and 1.6mm packing plates placed between switch rail bracket and switch rail web as required
Fine Adjustment ~ Shims, 1.6mm and 0.6mm placed behind locking piece (final adjustment made after fitting coupling bar and actuators)
Locking Piece
Switch Rail Bracket
Switch Rail Web
F igure B35
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10 Hydraulic System
The hydraulic equipment is self-contained for each point location. It consists of a power pack, located at the side of the track adjacent to the points, and two hydraulic actuators, mounted back to back in the centre of the track, to operate in line with the drive lock slides. The actuators are connected to the power pack with small bore flexible hoses fitted with BSP cone unions. During routine maintenance and installation or in the event of a point failure, it will be necessary to operate the clamp lock manually using the hand pump. Each power pack incorporates a hand pumping mechanism, directional control lever and a power/manual selection switch. To operate a set of points from Normal to Reverse manually, turn the power/manual switch to manual and operate the directional control lever to Reverse. Operate the hand pump until the points complete the travel. Repeat the procedure for Reverse to Normal, but operate the directional control lever to Normal. Power packs should be stored and transported in an upright position. Failure to do so may cause the hydraulic fluid (inserted during manufacturers testing) to drain away, preventing the pump from operating under load conditions. If this occurs, the power pack should be briefly run with the actuators disconnected, taking precautions against hydraulic fluid spillage. This allows the oil pump to be re-primed. WARNING Hydraulic fluid is inflammable and may be under pressure. Special care must be taken in the event of a track fire. If possible, put the Power Pack to manual to prevent points operating whilst dealing with the fire.
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10.1 Power Pack (Two Port) The power pack is available as a standard 110V dc (ac immune) version or, for use in special applications only, as a 50V dc version. It has been manufactured by either Smiths Industries (FigureB36) or Vickers (Figure B37) and is housed in a metal case arranged for base mounting which comprises: a) A tank forming an oil reservoir with a top plate for mounting other units, including a capped oil filler point with a filter cup. The system is designed to use Lorco Hydraulic Fluid, Ref. No. R7116. The tank is filled through the filter cup. The level of the oil should be maintained within 6mm from the top of the filler point. b) An oil pump driven by an electric motor. The motor is flange mounted and stands vertically on the top plate whilst the pump is on the underside, submerged in the oil. c) A manifold valve block, incorporating an oil filter, non-return valves and oil pressure relief valves. The oil filter does not require field maintenance. d) A twin solenoid operated directional control valve of a self-centring spool type arranged for sub-plate mounting on the valve block. It can be operated manually for emergency operation. e) BSP male cone union nipples for making the oil line hose connections to the actuators. f) A cut-out switch for isolating the electrical control when operating the equipment manually. g) A terminal panel for the connection of external cables. h) A compression type cable entry gland.
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Rotary Control Switch Directional Control Lever
Pump Handle
Neutral Position
Figure B36 Smiths Industries Type
Directional Control Lever
Rotary Control Switch
Pump Handle Socket
Neutral Position
Figure B37 Vickers Type

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10.2 Power Pack (Four Port) Up until mid 1991, power packs had only been provided with two hydraulic connections, labelled N for normal and R for reverse. Such packs have been used to operate hydraulic supplementary drives by means of T pieces external to the pack. To allow for safer operation of hydraulic supplementary drives, the standard is the four port pack. This has two outlets for the front cylinders and two outlets for the supplementary drive cylinders. The two circuits are separate so that oil cannot leak back from the supplementary drive to the front cylinders. A reducing orifice has been fitted in the supplementary drive circuit to delay the movement of the heel of the switch. The first batch of four port power packs have been provided by converting Vickers packs to provide separate connections for the supplementary drives. The converted Vickers packs have four hydraulic connections, two in the usual position for connection to the toe actuators and a further two (above and to the side of the respective N and R outlets) to supply the supplementary drive actuators. The positions of the connections are shown in Figure B38. As the converted pack has had to be fitted with an extra manifold block, it stands about 80 mm higher than an unconverted pack. It is also fitted with a steel cover, which is not interchangeable. Current supplies of packs from Smiths Industries incorporate the latest modifications. The Smiths pack has four outlets on a common manifold block, labelled MN Main Normal, MR Main Reverse, BN Supplementary (Back) drive Normal and BR Supplementary (Back) drive Reverse, as shown in Figure B39. It should be noted that connections should be made to all four outlets before the pack is operated, otherwise oil will be expelled from the unconnected outlets. Unused outlets must be blanked off with standard metal sealing plugs. The electrical connections, manual operation and reservoir access cap remain unchanged; hence, the dual outlet unit will be a direct replacement for the previous standard. It should be noted that when hand pumping points fitted with hydraulic supplementary drives, more strokes of the hand pump are necessary. Care must be taken, as it is possible for the toe to fit up and lock whilst other parts of the switch have not completed their travel. It is necessary to continue pumping until the whole of the switch is correctly fitting to the stock rail. The latest Smiths Industries (SI) power packs contain a safe oil device (snorkel valve) to prevent pumping air into the actuators in the event of the oil level falling below the pump inlet. Such packs are identified by a blue patch on the tank.
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Extra Manifold Block
Figure B38 Vickers Conversion to Four Ports
MN
MR
BN
BR
Figure B39 Smiths Four Port Power Pack

10.2 Actuators and Hoses Figure B40 shows a hydraulic actuator which is a single acting thrust device. It is arranged for spigot location at each end. The operating force is taken on the ends of the spigots, which are equipped with synthetic rubber O rings to reduce fretting. A single hose connection is made to each actuator using union nuts of BSP female, which are drilled for wire locking. The actuators are loosely retained in position at each end, using 6.3 mm x 50 mm split pins.
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Two types of actuators are available, each of which has a maximum stroke of 213mm. The standard actuator has an effective cross sectional area of 450mm. The second type is a larger diameter actuator, having an effective cross sectional area of 790mm, thereby producing 75% more force at the switch. They are only to be used where authorised by the Infrastructure Controller either in writing or in the form of a standard drawing. Larger diameter actuators are coloured blue. The installed maximum working stroke should never exceed 210mm. Adjustment is effected by means of packing at the inner ends of the actuator. Each actuator must extend to the limit of the stop within the cylinder when the mechanism is closed and locked.
Figure B40
10.4 Operation Reference should be made to Figure B41. The system stands de-energised with one actuator extended, holding one switch rail closed and locked. The control valve spool rests in the central position, blocking off the oil feed and return lines, thus hydraulically locking the extended actuator. Changing the point control to throw the points from normal to reverse energises the pump motor and the reverse valve solenoid simultaneously. The value spool moves to open the actuator feed/return lines and oil under pressure is fed to the reverse actuator. The reverse actuator extends and the normal actuator retracts by the action of the tie bar between the drive lock slides. The oil from the retracting actuator returns to the tank. At the end of the stroke and when detection of the points is complete, the detection relay opens the point control circuit to de-energise the motor and the solenoid control valve. When the power pack solenoids are de-energised, the control value spool returns to the central position to lock the actuators hydraulically. The total time of operation (unlock, throw, relock and detect) of the points should not exceed three seconds for the basic standard 110 volt power pack without hydraulic supplementary drives.
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Issue One Date August 1995 Page B 26 of 36 The system relief value is set for a pressure of approximately 95 bar (1400 psi), which allows for a thrust of the actuators of up to 430 kgf (950 lbf). An additional relief valve, set for a pressure of approximately 140 bar (2060 psi), is included in each of the actuator lines to protect against excessive pressure in the lines under conditions of run-through. The pressure attained whilst the actuators are moving is determined by the load characteristics but that pressure will always rise to full relief pressure (95 bar) at the each of each stroke. This is because the pump motor is not switched off until detection of the points is completed. When the Power/Manual switch is set for manual operation, the value solenoids and the motor are disconnected (Figure B41). On very early hydraulic equipment, the cut-out does not disconnect the motor. Switch diamonds and double slips may be powered by either one or two packs. If only one pack is used, the time to operate both pairs of switches will be double the time to operate one pair.
Interlocked Cut-out Switch For Manual Operation Front Hydraulic Actuators N From N/R Point Contactor Relays WM + + NW + RW R
Blue Brown Red
Black Red/ White
Yellow Supplementary Drives
Motor Hand Pump
NW
RW
Directional Control Valve Filter Valve Block
Figure B41 Schematic of Power Pack
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Issue One
10.5 Hydraulic Lock Each power pack incorporates two non-return valves. When the solenoids are deenergised, these valves close to prevent fluid returning from the actuators, providing a hydraulic lock. The effectiveness of this lock is dependent on the type of valve. Early power packs manufactured by Smiths Industries rely solely on the directional valve to provide the hydraulic lock. Such valves use a spool moving in a cylindrical bore to switch the fluid lines and do not incorporate effective seals, since these impair free spool movement. If a load were pushing back on the actuator, this system will not provide an effective hydraulic lock. In fact, such a load does not occur in this application, since the raised lock arm of the closed switch does not exert any force on the drive lock slide in the direction of the actuator. This, however, is not the case with hydraulic supplementary drive actuators, where special arrangements are made to overcome the problem. In 1982, the power pack specification was revised to incorporate pilot operated check valves (POCVs) in the actuator outlet lines. These are non-return valves which prevent oil from leaving the actuator line except when pressure is detected on the pump side of the opposite actuator line. Therefore, correct operation is permitted whilst the efficiency of the hydraulic lock is improved. All power packs manufactured by Vickers and four port packs by Smiths were fitted with pilot operated check valves. Smiths two port packs returned for servicing after 1982 were fitted with a new manifold block incorporating pilot check valves. The two types of valve fitted to the Smiths packs can be identified by measuring the face where the hose connections are made, or by identifying their material colour. Original valves are 80mm long and made of alloy (silver grey), whereas pilot check valve blocks are 102mm long and are electro-zinc plated (gold). There is a mixture of packs in service and although operating features of the packs are the same, the ability to operate the points by crowbar differs. 10.6 Manual Operation by Crowbar Lugs are provided at each end of the tie bar which connects the two drive lock slides to enable the release of the point lock and operation of the points by means of a crowbar. This procedure should only be necessary during failure of both electric and manual hydraulic pumps. Where the power pack is an early unmodified Smiths type without pilot operated check valves, the rotary control switch must be set to manual and then the hydraulic control valve knob must be manually operated to the normal or reverse position, as appropriate, and retained in that position whilst the crowbar movement takes place. This procedure is not possible with a power pack equipped with pilot operated check valves. The only method to release the hydraulic lock is to uncouple the hydraulic hose unions and permit the oil to escape from the system. Such a procedure demands a signal engineering presence on site.
RAILTRACK
27
Code of Practice
GK/RC0774
11 Differences Between Mk I and Mk 2 Equipment

This section summarises the differences between Mk 1 and Mk 2 equipment. For further information on installation or maintenance, refer to the relevant section in this handbook. The Mk 2 clamp lock was introduced in 1989 to solve the problems encountered with the original design. It incorporates several improvements to increase reliability, as follows: A cast steel body for longer life. Improved fixing to rail. The A6 modification, consisting of: Force-down provided on lock arm and drive lock slide to operate if the lock arm fails to drop. Bronze bush instead of resilient bushes, to cure problems of resilient bush failure, ie seizing on the pin and lock arm jamming in switch rail bracket. 5-way vertical terminal block, which reduces strain on crimps and allows use of preterminated moulded cable. These differences are explained below, although it is emphasised that the Mk 2 clamp lock is broadly similar to the original and is installed in a similar manner. 11.1 Lock and Detector Mechanism The cast steel body is similar in shape to the original fabricated body, except that the front plate is vertical. This is because the Mk 2 clamp lock has been designed to fit the Permanent Way Engineers standard 113A flat bottom vertical rail section. The bridge plate provided on the fabricated body to carry the limit switch mounting plate is omitted from the cast steel body. The limit switch mounting plate is screwed directly to the body casting with socket cap screws and now carries the cam follower springs. Removal of the mounting plate will free the springs and should not be attempted on site. (See Part F Section 5.) 11.2 Adaptor Blocks The adaptor blocks are designed to provide a metal-to-metal support on the bolt centre line between the rail and the body. The adaptor blocks are first secured to the body by a socket cap screw. The load is carried by a steel bush passing through both adaptor block and body. It is important to ensure that this bush is in place before bolting the body to the rail. A different adaptor block is required for each rail section.
28
RAILTRACK
Code of Practice
GK/RC0774
Issue One
11.3 Switch and Terminal Block Assembly A new arrangement of terminal blocks is fitted, consisting of two 5 way blocks arranged vertically. The switch and terminal assembly is fitted to the switch mounting plate by resilient washers as before, but the switch mounting plate is screwed directly onto the body casting. 11.4 Cam Followers The cam followers and tappet screws operate in the same manner as on the original machine. However, because of the vertical body front plate and the absence of the bridge plate carrying the limit switch mounting plate, their appearance in the body is slightly different. To provide greater bearing area, the profiles of the cam followers are different from those supplied in the fabricated body. 11.5 Drive Lock Slide Position Because the cast body is simplified in shape, the drive lock slide protrudes from the mechanism in the closed and locked position by approximately 25mm. 11.6 Locking Piece The Mk 2 locking piece is reversible. To reduce costs, the locking piece was changed to a steel plate with a bronze facing strip, which could be reversed if badly worn. Problems with the facing piece becoming detached from the steel backing plate have resulted in the re-introduction of a solid one-piece bronze construction. 11.7 Switch Rail Bracket The switch rail bracket is almost identical to the previous bracket. However, because of the changes to the lock arm bush, the pivot pin is a larger diameter (25mm as opposed to 22mm) and hence, the diameter of the holes that carry the pivot pin are also larger. 11.8 Lock Arm and Detector Blade The lock arm resilient rubber bush is replaced by a common bronze bush, which also carries the detector blade lug. Each component is held onto the bush with a circlip. The lock arm also incorporates the Force-down feature that prevents the lock arm sticking up behind the locking piece. 11.9 Identification Mk 2 equipment is easy to identify. Each switch rail bracket, lock arm, pivot pin and lock slide is stamped. In the flat bottom plain lead the case of equipment is stamped A6, whereas on switch diamonds the equipment is stamped C6 or D6. The lock and detector mechanism is cast in one piece and each carries its own serial number. Further information can be found in Part C and Part D. 11.10 Mk 1 and Mk 2 Combinations If necessary, Mk 1 and Mk 2 assemblies may be mixed, but the Mk I equipment must be modified to Force-down. A Mk 1 switch rail assembly can be used with a Mk 2 lock and detector assembly and vice versa. Also, Mk 1and 2 equipment may be installed on opposite switches of a set of points. However, such mixing is not good engineering practice and should be avoided where possible.
RAILTRACK
29
Code of Practice
GK/RC0774
12
Control Circuits
12.1 Relay Operation The point control relays NW2PR/RW2PR, shown in Figure B42, which is based on the typical circuits, are fed from the NLR/RLR relays in the interlocking at the relay room. The following principles must be satisfied in both the control and detection circuits: The control N/RLR must correspond with the lie of the points before detection is completed. Point drive relays must be proved de-energised before final detection is completed. If the detection does not make up or if the clamp lock does complete its stroke, the drive supply must be removed within 6-9 seconds. If the points fail to correspond or the signalman changes his mind mid-stroke, the circuitry must allow for the reversal of the points and any cut-out device must instantly reset. When the points are to be moved, the appropriate LR is latched up in the interlocking. For example, if the points are required to be reversed, the RLR will be latched up in the relay room and will apply a voltage of the correct polarity to energise the RW2PR via the back contact of the NW2PR, proving that the opposing relay has not remained energised. The RW2PR energising together with the back contact of the RKR (ie. no reverse detection), applies a voltage to the coils of the WJR. The WJR is a relay with a delayed pick up of between 6-9 seconds, the time allowed for the points to operate and be detected. The RW2PR energising also energises the point contactor relay WR until either the point detection is made or the WJR relay is energised after 6-9 seconds. The WR relay operates the motor to pump the hydraulic fluid, and also the reverse valve via the energised RW2PR relay. Note: The examples of control and detection shown here are for illustration purposes only.
30
RAILTRACK
Code of Practice
GK/RC0774
Issue One
3132 W2PR1 D11
3132 RW2PR A5 A6 3132 NW2PR D5 D6
3132 NW2PR R4 3132 RW2PR R3 R1 R2
3132 W2PR2 D12 3132 WKR1 D13 3132 NKR C2 C1 3132 RKR A1 A2 3132 NKR D1 D2 3132 RKR 3132 NKR B50(L) D6 D5 3132 RKR A6 3132 WJR A5 B1B2 3132 NW2PR D2 D1 3132 RW2PR A1 A2 3132 RKR A7 3132 NKR A8 A7
3132 WMR A5 A6
B50(X1)
3132 WKR2 D14
3132 WMR D6 D5
N50(X1)
3132 WJR R1 R3
N50(L)
3132 NW2PR D3 D4 3132 RW2PR A3 A4
3132 WMR R1 R2
D3
A3
A8
3132 WR B120(C) 10A C1 C2 C3 C4 3132 NW2PR All wiring in these circuits is 1.15mm2 C3 C4
3132 PUMP UNIT 3132 WM L01 WM 3132 NVALVE L02 NW 3132 RW2PR 3132 RVALVE L03 3132 WMN L04 CUT OUT SWITCH 4c 2.5mm2 (f) to 3132 WM 1 WM MOTOR
NW
N VALVE
RW
R VALVE
3132 WR N120(C) C7 C8 C5 C6
B3
B4
RW
Figure B42 Single Ended (LHNC) Control Circuit RAILTRACK 31
Code of Practice
GK/RC0774
Issue One Date August 1995 Page B 32 of 36 12.2 SSI Operation Figure B43 shows part of the typical location points module to clamp locks. Reference should be made to SSI8500 for further information regarding the use of clamp locks with SSI signalling equipment.
2 x 10k
123A WM
ISOLATING SWITCH 1 PUMP WM + 2 WM 3 N - VALVE NW + 4 NW 5 R - VALVE RW+ 6 RW 6c 50/0.25mm BX 140(2) CNX (2) 15A +5 123A RWN D6 123A RW D5 123A NWN D4 MISC(2) 123A NW D3 123A WMN D2 MISC(2) f2 2A 123A WM D1 MISC(2)
MODULE 01P23
77 f1 15A 79 PO/P'Y'
60 VO/P 'Y' N 64
58 f3 2A 62 VO/P'Y'
63 PI/P'Y' 65 2 x 10k
123B WM
ISOLATING SWITCH 1 PUMP WM + 2 WM 3 N - VALVE NW + 4 NW 5 R - VALVE RW+ 6 RW 6c 50/0.25mm 13 BX 140(2) CNX (2) 15A +6 01P23(BXE) C9 01P23(NXE) TP LO 53 TIP(BXE) C11 53 TIP(NXE) C12 57 56 PI/P'Y' C10 01P23(BXE) 'Y'DET 01P23(NXE) 54 56 PI/P'Y' 57 37 123B RWN D12 123B RW D11 123B NWN D10 MISC(2) f6 2A 123B NW D9 123B WMN D8 MISC(2) f5 2A 123B WM D7 MISC(2) 75 f4 15A 78 PO/P'Y'
Figure B43
A points module will drive up to four clamp lock hydraulic pump motors allocated to two independently numbered sets of points and arranged in a combination of point ends. Each output is nominally 120V dc and is rated for one clamp lock pump motor only. Each must be fused at 15A. An eight second motor cut-off timer is built into the module. A motoring up facility is is also provided in the module which operates in the event of detection loss without any change in the points control command from the interlocking. Tail cable lengths are restricted only by the usual voltage drop considerations.
32
RAILTRACK
Code of Practice
GK/RC0774
Issue One

13 Detection Circuits
13.1 Microswitch Detection Symbols Contacts made when points normal:
N N R R R
Contacts made when points normal and locked: Contacts made when points not reverse: Contacts made when points reverse: Contacts made when points reverse and locked: Contacts made when points not normal:
Figure B44 shows the typical drawing used to illustrate the microswitches in the clamp lock detection circuit. As the microswitches consist of changeover contacts, the symbols for the normal and reverse detection contacts are drawn back to back. The diagram is the internal wiring for one lock body. (The mechanism fitted to the normally closed switch is shown the wiring of the other mechanism is identical but the function of the microswitches is different.)
NORMAL AND LOCKED (1&2: 4&5) NOT NORMAL (2&3: 5&6)
YE K RD
L.H.L.S.
BK L
N 1 2 N 4 5
N 3 N 6 R 2 R 5 6 3 BK
GN
1A
BU 2B RD 3E YE BU 4F LH
1C
WH 2D GN 3G WH 4H RH
R 1 R 4
R.H.L.S.
REVERSE (1&2: 4&5)
NOT REVERSE (2&3: 5&6)
Figure B44 13.2 Relay Operation Figure B45 shows a typical detection circuit for a single ended set of points with right hand switch normally closed (RHNC) when the points are normal. The figure shows a feed, which, for the points in the normal position, goes to the right hand mechanism left hand limit switch and then the right hand limit switch. The feed then transfers to the left hand mechanism right hand limit switch and then the left hand limit switch to the normal detection relay. The circuit shown is a 4-wire system and hence the normal and reverse detection circuits are separate and do not rely on polarity change and biased relays as used in 2wire systems. For a single set of points with left hand switch normally closed refer to Figure B46. RAILTRACK 33
34 Issue One
GK/RC0774
PRE-FORMED TERMINATIONS COLOUR CODED - BLACK PRE-FORMED TERMINATIONS COLOUR CODED - BLACK PRE-FORMED TERMINATIONS COLOUR CODED - BLACK RIGHT HAND MECH. YE L.H.L.S. BK L GN 3 1C WH 6 BK 2D 3 3G 3E 4 4H RH LH 4c 2.5mm 2 (f) WITH PRE-FORMED TERMINATIONS YELLOW BLOCK 1 2 3 4 BLACK BLOCK 4F NKRN RD N N WH YE 1 2 3 WH 4H RH BLACK BLOCK NKR RD N N 2B GN 3 R R 2 R 4 5 6 R.H.L.S. YELLOW BLOCK NKR NKRN RKR RKRN GN 3G 4 5 6 BK 2 RKRN BU R WH 2D R N 5 R 1 1A 1C 1 2 3 1 RKR RD GN R R K L N N 2 N 4 RD 3E RKR (N) BU 4F LH YE 1 BU 2B RKR (B) K NKR (B) 1A NKR (N) RD YE BK L.H.L.S. LEFT HAND MECH. PRE-FORMED TERMINATIONS COLOUR CODED - YELLOW
Page B 34 of 36
Code of Practice
Date August 1995
PRE-FORMED TERMINATIONS COLOUR CODED - YELLOW
DISCONNECTION BOX MOUNTED ON CLAMP LOCK POWER PACK
UNBUSHED HOLE
OR
1R
2R
3R
4R
4 5 6 R.H.L.S.
BLACK BLOCK
R.H.
L.H.
Figure B45 RHNC

4c 2.5mm 2 (f) WITH PRE-FORMED TERMINATIONS 4c 2.5mm 2 (f) WITH PRE-FORMED TERMINATIONS LEFT HAND MECH. (R) (L) (L) (R) LIMIT SWITCHES RIGHT HAND MECH.
OL
1L
TO KR RELAYS
2L
3L
4L
YELLOW BLOCK
UNBUSHED HOLE
RIGHT HAND CLOSED WHEN POINTS NORMAL (R.H.N.C.)
RAILTRACK
NOTES: L.H.L.S. DENOTES LEFT HAND LIMIT SWITCH (L) R.H.L.S. DENOTES RIGHT HAND LIMIT SWITCH (R)
RAILTRACK
PRE-FORMED TERMINATIONS COLOUR CODED - BLACK PRE-FORMED TERMINATIONS COLOUR CODED - YELLOW PRE-FORMED TERMINATIONS COLOUR CODED - BLACK LEFT HAND MECH. RIGHT HAND MECH. BK BK L GN 3 R 5 6 N 2 N N 4 5 6 R.H.L.S. YELLOW BLOCK 1 2 3 4 BLACK BLOCK 3 WH 4H RH N 1 WH BK GN 3G 2D 1C L GN 1C WH BU 2B 3 RD 3E 4 RD 4F LH 4H RH BLACK BLOCK 4c 2.5mm 2 (f) WITH PRE-FORMED TERMINATIONS NKRN YE 3G WH NKR 4 BK 2D GN 2 RKRN R 1A 1 2 1 RKR RD R R K YE L.H.L.S. YE L.H.L.S. N N 2 3 N N 4 RD R 1 R 4 5 6 R.H.L.S. YELLOW BLOCK NKR NKRN RKR RKRN R 2 3 R 3E BU 4F LH YE 5 6 1 BU 2B K RD 1A
PRE-FORMED TERMINATIONS COLOUR CODED - BLACK
UNBUSHED HOLE
OR
NKR (B)
1R
NKR (N)
2R
RKR (B)
3R
RKR (N)
4R
BLACK BLOCK
R.H.
L.H.
Figure B46 LHNC

4c 2.5mm 2 (f) WITH PRE-FORMED TERMINATIONS 4c 2.5mm 2 (f) WITH PRE-FORMED TERMINATIONS LEFT HAND MECH. (R) (L) (L) (R) LIMIT SWITCHES RIGHT HAND MECH.
OL
1L
TO KR RELAYS
2L
3L
4L
YELLOW BLOCK
UNBUSHED HOLE
Issue One
GK/RC0774
Code of Practice
LEFT HAND CLOSED WHEN POINTS NORMAL (L.H.N.C.)
NOTES: L.H.L.S. DENOTES LEFT HAND LIMIT SWITCH (L) R.H.L.S. DENOTES RIGHT HAND LIMIT SWITCH (R)
35
Code of Practice
GK/RC0774
Issue One Date August 1995 Page B 36 of 36 SSI Operation Figure B47 shows part of the typical location points module to clamp locks. Reference should be made to SSI8500 for further information regarding the use of clamp locks with SSI signalling equipment.
POINTS MODULE
OUTPUT CIRCUITS MOTOR 3 Y SET SHOWN VALVE 3(N) VALVE 2(R) MOTOR 2
WM NW RW WM NW RW
A PUMP UNIT
B PUMP UNIT
DETECTION CIRCUITS
OR 1 1R NKR (B) NKR (N) RKR (B)
SUPPLY
BXE NXE
2 2R 3 3R 4 4R R.H. L.H.
RKR (N)
INPUT
X1 OR Y1 X2 OR Y2
OL 1L
NKR NKRN RKR
2 2L 3 3L 4 4L
RKRN
See Figures B45 and B46 for external details
Figure B47
The detection inputs on the points modules, Y1/Y2 and X1/X2, are designated specifically for point detection. These inputs, as well as detecting the presence or not of an input supply, also detect the reversal of the supplies. Thus, each input can detect the points in the normal position, the reverse position or mid stroke (ie. undetected). The detection inputs must be on the same points module as the corresponding drive outputs. 36 RAILTRACK

Code of Practice
GK/RC
0774
Issue One
Date August 1995 Page C 1 of 21
Part C Component Identification

1 Components Figure C1 Figure C2 Figure C3 Figure C4 Figure C5 Figure C6 Figure C7 Figure C8 Figure C9 Figure C10 Figure C11 Figure C12 Figure C13 Figure C14 Figure C15 Figure C16 Figure C17 Figure C18 Figure C19 Figure C20 Figure C21 Figure C22 The following figures are provided as an aid to component information. Switch Diamond Switch Exploded View 2 Figure C25 Rail Bracket Type 'SD3' Double Slip Switch Rail General View of MK 1 Figure C26 4 Assembly Mechanical Assembly Double Slip Lock Arm and Mk 1 Body Assembly 4 Figure C27 Detector Blade Type 'B' Centre Thrust Bracket Mk 2 Adapter Block and Figure C28 5 Washer Plates Plain Leads Centre Thrust Bracket Plain Mk 1 Locking Piece 6 Figure C29 6 Leads (exploded view) Mk 1 Drain Lock Slide Centre Thrust Bracket Mk 1 Cam Followers 7 Figure C30 7 Mk 1 Limit Switches Switch Diamonds Centre Thrust Bracket General View of Mk 2 Figure C31 8 Switch Diamond (side view) Mechanical Assembly Centre Thrust Bracket Mk 2 Cast Body 9 Figure C32 Double Slips (Right Hand Road) Mk 2 Adaptor Blocks and Washer Plates 10 Mk 2 Locking Piece (Fabricated) 11 Mk 2 Locking Piece (One-piece) 11 Mk 2 Drive Lock Side 12 Mk 2 Cam Followers 12 Mk 2 Limit Switches 13 Plain lead Switch Roll Assembly (General View) 13 Plain Lead Lock Arm and Detector Blade Type 'A' 14 Plain Lead Lock Arm and 14 Detector Blade Type 'F' Plain Lead Lock Arm and 15 Detector Blade Type 'E6' Switch Diamond Switch Rail Bracket Type 'SD1' 16 Switch Diamond Lock Arm And Detector Blade Type 'C' (Switch Diamond 1 : 71/2 and flatter) 16 Switch Diamond Switch Rail Bracket Type 'SD2' 17 Switch Diamond Lock Arm And Detector Blade Type 'D' (Switch Diamond 17 1 : 51/2 to 1 : 7)
18 19 19 20 20 21 21 21
Figure C23 Figure C24
RAILTRACK

Code of Practice
GK/RC
0774
Issue One Date August 1995 Page C 2 of 21
43
50
41 60 60 75 72
49 57 76 46 61 56 54 41 39 56 54 53 55 55 38 66 34 62 59
73
48 58
63
68
70 69 68 71
76
78
51 52
44
67
77
42 63 40 37
74
32 31 33 36
64 65 28 11 9 10 29 30 23 13 12 14 22 15 17 7 8 18 24 19 20 16 4 3 2 5 6 27 35 37
26
21
25
Figure C1 Exploded View 2 RAILTRACK

Code of Practice
GK/RC
0774
Issue One
Part. No.
Equipment
BRS SM/SE No
Part. No.
Equipment
BRSS M/SE No
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
LOCK AND DETECTOR MECH. ASSY. LOCKING PIECE MK2 LOCK/DET. CAST BODY. TAB WASHER FOR LOCKING PIECE. SPECIAL SCREW FOR LOCKING SHIM FOR LOCKING PIECE 1.6 mm. THICK SHIM FOR LOCKING PIECE 0.6 mm THICK. CAM FOLLOWER-CLOSED SWITCH CAM FOLLOWER-OPEN SWITCH PIN FOR CAM FOLLOWERS. TAB WASHER FOR CAM FOLLOWER PIN. SCREW. HEX HD M8 x 14 SPRING OUTER CAM FOLLOWER SPRING INNER CAM FOLLOWER-CLOSED SW. SPRING HOUSING SWITCH MOUNTING PLATE SWITCH PLATE ASSEMBLY. SWITCH SEAL NUT SELF-LOCKING M8 FLANGED BUSH RESILIENT WASHER CABLE GLAND M32 x 15 SEALED CONTACT LIMIT SWITCH TERMINAL BLOCK LH WITH NUTS AND WASHERS TERMINAL BLOCK RH WITH NUTS AND WASHERS COVER FOR DETECTOR MECHANISM PIN FOR DETECTOR COVER DRIVE LOCK SLIDE ASSY. TYPE A6 CAM FIXED SCREW HEX. SOCKET HD. CAP M8 x35 SPIRAL PIN 5/16 DIA x 2" LG INSULATING BUSH DRIVE BRACKET SPLIT COTTER PIN 6.3 mm x 63 mm COUPLING BOLT COUPLING BOLT WASHER CRINKLE WASHER M16 NUT SELF-LOCKING M16 BOLT M16 x 90 COVER FOR ACTUATOR
2201 2201/4 526/10 2201/8 506/2 506/1 2201/2 2201/3 2201/7 526/11
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
501/14 501/15 2201/6 2201/5 2204 501/12 546 547 SE 69 SE70/ 3 2204/3 2204/4 501/21 501/22 2215 501/20
545 501/25 501/26
CROWBAR LUG DRIVE LUG TIE BAR SWITCH RAIL BRACKET SSY. TYPE A6 SWITCH RAIL BRACKET TYPE A6 LOCK AND DETECTOR ARM ASSY. LOCK ARM TYPE A6 BRUSH BRONZE EXTERNAL CIRCLIP SERIES 1400 SIZE 42 PIN A6 FOR SWITCH RAIL BRACKET ASSY. SPLIT COTTER PIN 5 mm x 32 mm PACKING PLATE 1.6 mm THICK PACKING PLATE 3 mm THICK TAPPER PACKING PLATE SPACER BOLT M20 x 100 NUT SELF-LOCKING M20 DETECTOR ARM ASSY. DETECTOR BLADE ADJUSTABLE CAM BEARING LUG A6 ADJUSTABLE SCREW NUT SELF-LOCKING M16 DISPLACEMENT RAM-BR SPEC 817 ADAPTER BLOCK ASSY. FB VERT TRACK ADAPTOR BLOCK BUSH SPECIAL BOLT CENTRE THRUST BRACKET ASSY. TYPE A SOCKET MOUNTING PACKING FOR CENTRE THRUST BRKT 6 mm THICK PACKING FOR CENTRE THRUST BRKS 3 mm THICK SPACER 23 mm THICK SPACER 6.5 mm THICK BRIGHT WASHER M16 FORM B B OLT M16 x 140 NUT SELF-LOCKING M16 SPLIT COTTER PIN 6.3 mm x 50 mm SPIRAL PIN 7/16 "x1" COACH SCREW SQ. HD. 3/4 "x6"
501/23 522 521/1 2212 2212/1 2205 2213/1 2213/2
2212/2
516/2 516/2 502/5 508/5
2214 514/1 515/1 2213/3 513/11
2202 2202/2 510/4 523 523/2 525/1 525/2 508/6 508/7
501/27
Figure C1 continued
RAILTRACK

Code of Practice
GK/RC
0774
Special Bolt Cover Pin Body Frame Washer Plate Taper Packing Packing Plate Switch Rail Bracket Bearing Lug Resilient Rubber Bush
Switch Mounting Plate Tappet Screw Switch Seal Cover Spring Spring Housing Cam Follower Pin Cam Follower Cam Adjusting Screw
Pin
Lock Arm Detector Blade
Side Plate
Drive Bracket
Base Plate
Adjustable Cam
Drive Lock Slide Locking Piece Stud Adaptor Block Coupling Bolt Insulated Bush
Figure C2
General View of Mk 1 Mechanical Assembly
Figure C3
Mk 1 Body Assembly
RAILTRACK

Code of Practice
GK/RC
0774
Issue One
C C
Adaptor Block Adaptor Block Washer Plate
Washer Plate FB VERTICAL
Special Bolt
Special Bolt
Locating Stud
FB INCLINED
C
Adaptor Block Washer Plate
Special Bolt
BH INCLINED
C
Adaptor Block Washer Plate Washer Plate
Adaptor Block
Special Bolt Special Bolt Locating Stud SW DIA. 1:17 AND FLATTER FB VERTICAL SW DIA. 1:17 AND FLATTER FB INCLINED
Figure C4 Mk 1 Adaptor Blocks and Washer Plates
RAILTRACK

Code of Practice
GK/RC
0774
Figure C5 Mk 1 Locking Piece
Leading Edge Cam Drive Lock Slide
Socket Head Cap Screw
Spirol Pin
Figure C6 Mk 1 Drive Lock Slide
RAILTRACK

Code of Practice
GK/RC
0774
Issue One
Left Hand
Right Hand
Figure C7 Mk 1 Cam Followers
Figure C8 Mk 1 Limit Switch
RAILTRACK
8
GK/RC
Issue One
0774
ADAPTOR BLOCK ASSEMBLY SUPPLIED SEPARATELY RESILIENT WASHER CAST BODY

SPRING HOUSING 2 OFF
Page C 8 of 21
Code of Practice
Date August 1995
STEEL NUT, SELF LOCKING M8 TO BS 4929 PART 1 - TYPE P (NYLOC OR PARLOX) EZP PASSIVATED
SWITCH MOUNTING PLATE
SPRINGS :INSTALLED BEHIND COSED SWITCH CAM FOLLOWER
{
FLANGED BUSH
PART VIEW IN DIRECTION OF ARROW 'B'
B
SPRING:-
SWITCH AND TERMINAL BLOCK ASSY

SOCKET CAP SCREW M8X16 BS4168-4 OFF FITTED WITH ESLOK 'A'PATCH. SPRING WASHER M8 TO BS 4464, 4 OFF SPLIT COTTER PIN 6.3X65 TO BS1574 CORROSION RESISTANT. PIN TO BE OPENED 3mm FOR TRANSIT
COVER PIN
INSTALLED BEHIND OPEN { SWITCH CAM FOLLOWER
COVER
SWITCH SEAL BRS- SM 501/12 SECURED TO SWITCH MOUNTING PLATE WITH DUNLOP ADHESIVE S 708 (ALTERNATIVELY USE PERMABOND ADHESIVE 2010)
DOUBLE SPRINGSSHOWN USED ON CLOSED SWITCH CAMFOLLOWERS ONLY

50 MAX 48 MIN
INSULATION BUSH
COVER FOR ACTUATOR
CABLE GLAND M32X15 COMPRESSIONTYPE 2 OFF PLUG TO SEAL FOR TRANSIT. EACH GLAND WILL ACCOMMODATE ONE SHEATHED CABLE IN THE RANGE 15 TO 24 MM 0/D.
SPECIAL SCREW LOCKING PIECE DRIVE LOCKSLIDE
TAB WASHER FOR LOCKING PIECE SUPPLIED FLAT AND ONLY BENT OVER AFTER FINAL LOCK ADJUSTMENT
PART VIEW IN DIRECTION OF ARROW 'A'
PIN
BOLT M16X90 TO BS 3692-8.8, EZP (PASSIVARED)TO BS 3382-2 OFF, BRIGHT STEEL WASHER M6 TO BS 4320 FORM A, EZP (PASSIVATED) DRIVE BRACKET COUPLING BOLT WASHER LUG
SCREW HEX: HD. M8X14 TO BS 3692-8.8 EZP (PASSIVATED) CLOSED SWITCH DETECTION CAM FOLLOWER
SPACERS COUPLING BOLT SPACER OPEN SWITCH DETECTION CAM FOLLOWER
Figure C9 General View of Mk 2 Mechanical Assembly

SELF LOCKING NUT M16 (PHILIDAS TURRET OR BINX) BS4929 EZP PASSIVATED SUPPLIED FITTED FINGER TIGHT ONLY STAINLESS STEEL (301521) CRINKLEWASHER M16 TO BS4463
INSERT SHIMS EQUALLY WHEN NECESSARY AS DESCRIBED
RAILTRACK
All dimenisions are in mm

Code of Practice
GK/RC
0774
Issue One
Figure C10 MK 2 Cast Body
RAILTRACK

Code of Practice
GK/RC
0774
C
Adaptor Block Socket Head Cap Screw Washer Plate
Adaptor Block Adaptor Plate Socket Head Cap Screw
Washer Plate
Adaptor Block Bush FB VERTICAL Special Bolt
Adaptor Block Bush
C
Adaptor Block Socket Head Cap Screw
Special Bolt BH INCLINED CURVED PLANED STRAIGHT CUT PLAIN LEADS
Washer Plate
C
Adaptor Block Bush Adaptor Block FB INCLINED Adaptor Plate Socket Head Cap Screw Special Bolt Socket Head Cap Screw Washer Plate Adaptor Block Bush Special Bolt
Adaptor Block
Washer Plate
C
Adaptor Block Socket Head Cap Screw Special Bolt Washer Plate
FB VERTICAL 1:17 AND FLATTER SW DIA
BH INCLINED CURVED AND STRAIGHT PLANED, CHAMFER CUT PLAIN LEADS
Adaptor Block Bush FB INCLINED 1:17 AND FLATTER SW DIA. Special Bolt
Figure C11 MK 2 Adaptor Blocks and Washer Plates
10
RAILTRACK

Code of Practice
GK/RC
0774
Issue One
In an attempt to reduce costs,a two-piece fabricated locking piece was introduced with the Mk 2 design (Figure C12).
Figure C12 Mk 2 Locking Piece (Fabricated)
Following a number of failures, it was decided to return to a one-piece design (Figure C13).Both versions are interchangeable and reversible.
Figure C13 Mk 2 Locking Piece (One-piece)
RAILTRACK
11

Code of Practice
GK/RC
0774

Cam Leading Edge
Drive Lock Slide
Spiral Pin
Figure C14 Mk 2 Drive Lock Slide
Left Hand
Right Hand
Figure C15 Mk 2 Cam Followers
12
RAILTRACK

Code of Practice
GK/RC
0774
Issue One
K 1A 2B 3E 4F
L 1C 2D 3G 4H
Figure C16 Mk 2 Limit Switches
Switch Rail
Switch Rail Bracket
Packing Plates
Pivot Pin
Lock and Detector Arm Assembly
Figure C17 Plain Lead Switch Rail Assembly (General View)
RAILTRACK
13

Code of Practice
GK/RC
0774
202mm
340mm
For FB vertical and BH plain leads and single and outer switch of double slips
Figure C18 Plain Lead Lock Arm and Detector Blade Type 'A'
212mm
347mm For FB inclined plain leads and single and outer switch of double slips
Figure C19 Plain Lead Lock Arm and Detector Blade Type 'F'
14
RAILTRACK

Code of Practice
GK/RC
0774
Issue One
252mm
382mm For UIC 54
Figure C20 Plain Lead Lock Arm and Detector Blade Type 'E6'
RAILTRACK
15

Code of Practice
GK/RC
0774
Switch Clamp Adaptor Packing Plate Taper Packing

1 IN 7 1 2 TO 1 IN 17 LH
SD 1- C6
Switch Rail Bracket Pin
Figure C21 Switch Diamond Switch Rail bracket Type 'SD1'
233mm
340mm SWITCH DIAMOND 1:7

1 2 AND
FLATTER
Figure C22 Switch Diamond Lock Arm and detector Blade Type 'C' (Switch Diamond 1 : 7 and flatter)
16
RAILTRACK

Code of Practice
GK/RC
0774
Issue One
Switch Clamp Adaptor
Taper Washer Alignment Block Packing Plate Taper Packing
1 in 5 to 1in 7 LH SD2- D6
Switch Rail Bracket

Pin
Figure C23 Switch Diamond Switch Rail Bracket Type 'SD2'
260mm
370mm SWITCH DIAMOND 1:5 1

2
to 1:7
Figure C24 Switch Diamond Lock Arm and Detector Blade Type 'D' (Switch Diamond 1 : 5 1/2 to 1 : 7)
RAILTRACK
17

Code of Practice
GK/RC
0774
Switch Clamp Adaptor
Packing Plate
FLATTER THAN 1 in 7 LH SD3- C6
Packing Plates
Switch Rail Bracket
Pin
Figure C25 Switch Diamond Switch Rail Bracket Type 'SD3'
18
RAILTRACK

Code of Practice
GK/RC
0774
Issue One
Switch Rail
Switch Rail Bracket
Packing Plates
Pivot Pin
Figure C26 Double Slip Switch Rail Assembly
200mm
340mm Double Slips
Figure C27 Double Slip Lock Arm and Detector Blade Type 'B'
RAILTRACK
19

Code of Practice
GK/RC
0774
Hydraulic Actuators
Packing plate ordered seperately. To be used only when pad heaters are fitted.
Socket Mounting
Of track
Packing Plate Spacing Collars
Centre Thrust Bracket
Insulated Soleplate
Figure C28 Centre Thrust Bracket Plain Leads
Packing Plate Only Required If Pad Heaters Fitted.
Spacers
Packing Socket Mounting
Figure C29 Centre Thrust Bracket Plain Leads (exploded view) 20 RAILTRACK

Code of Practice
GK/RC
0774
Issue One
Centre Thrust Bracket Insulations
Socket Mounting Thin Packing Plates
Thick Packing Plates Spacing Collars
Soleplate Hydraulic Actuators
Figure C30 Centre Thrust bracket Switch Diamonds
DIMENSION 'X' = 64mm ON TYPE B1 = 59mm ON TYPE B2
Figure C31 Centre Thrust Bracket - Switch Diamond (side view)

Socket Mounting Centre Thrust Bracket Spacing Collars Packing Plate
Hydraulic Actuators
Packing Plate
Insulated Soleplate
Figure C32 Centre Thrust Bracket - Double Slips (Right Hand Road) RAILTRACK 21

Code of Practice
GK/RT
0774
Issue One
Date August 1995 Page D 1 of 69
Part D Installation
1 General
Installation of Rail Clamp Point Locks will only be undertaken by competent persons who have passed the appropriate training course(s) and who have been issued with the appropriate documentation, specialised tools and gauges etc. The details recorded at the installation will be monitored with additional data from subsequent service visits. Hence, it should be possible to discern any changes in key tolerances and values, and to take the appropriate action in order to prevent failures occurring. Information gained from more detailed analysis of the record forms will be used to update and modify the service items. It may be possible to utilise such data in improving design criteria. There are two stages of installation: The Pre-inspection: To be carried out 6 8 weeks before the installation. The Installation: To be carried out in a pre-planned possession of the points. Each stage has its own record from; these are shown later.
2 Pre-Inspection
Where possible, the following checks should be made 6 8 weeks before the installation. These checks will require liaison with the Permanent Way Engineer and will enable the work to be properly resourced and planned. The paragraph numbers in this section refer to the numbers on the Installation Pre-Inspection Record Form. (Figure D1).
RAILTRACK

Code of Practice
GK/RC
0774
Issue One Date August 1995 Page D 2 of 69
Installation Pre-Inspection Record Form: Rail Clamp Point Lock Signal Box _______________________________ Location _______________________________ Layout
1 Type Of Point Layout Plain Lead Single Slip Double Slip Tandem Turnout Switch Diamond 1 in ____
Point Identification __________________________
2 3 4
Type Of Rail Section Type Of Switch Number of Permanent Way Stretcher Bars Required Type of Supplementary Drives Required Number of Supplementary Drives Required Number of Supplementary Detectors Required
FB Vertical A 0 1 B
FB Inclined C 2 3 D
BH Straight Cut BH Chamfer Cut E 4 5 F 6 SG 7
UIC 54/113A G 8 H 9
5 6 7
Mechanical 0 0 1 1 2 2
Hydraulic 3 3 4
No. 8 9 10 11 12 13
Condition Of Points Rails Drilled For Clamp Locks Condition Of Switch Toes Slide Chair Bolts All Same Type And Secure Vertical Movement Under Traffic Condition Of Timbers/Bearers Track Gauge (1432 1438mm)
LH
RH
Action Required
mm
Comments
___________________________________________________________________________________ ___________________________________________________________________________________ ___________________________________________________________________________________ Signature ____________________________Date

Signal Engineer
Figure D1
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
2.1 Type of Point Layout
PLAIN LEAD
SINGLE SLIP
TANDEM LEAD
DOUBLE SLIP
SWITCH DIAMOND
Figure D2 RAILTRACK 3

Code of Practice
GK/RC
0774
Issue One Date August 1995 Page D 4 of 69 2.2 Type of Rail Section
FB vertical FB inclined
BH straight cut
BH chamfer cut
UIC 54/113 a
Figure D3
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
2.3 Type of Switch Where the type of switch is not already known, measure the length of switch planing and refer to Figure D4.
FLAT BOTTOM VERTICAL Length Number of of Planing Stretchers 96 116 140 170 230 280 330 386 760 2 2 3 4 4 5 6 6 9 RAIL SECTION FLAT BOTTOM BULL HEAD INCLINED INCLINED CURVED Length Number Length Number of of of of Planing Stretchers Planing Stretchers 73 910 124 1410 199 247 356 4010 2 2 3 3 4 4 6 6 73 910 124 1410 199 2 2 3 4 4 UIC 54/113A Length of Planing 2900 3500 4250 5200 7000 8550 10150 11600 17495 Number of Stretchers 2 2 2 2 3 3 5 5 7
Type of Switch A B C D E F SG G H
Figure D4 2.4 Number of Permanent Way Stretcher Bars Required Having established the type of switch, the number of permanent way stretcher bars can be read from Figure D4. 2.5 Type of Supplementary Drive Required Determine whether the supplementary drive is to be by mechanical or hydraulic means. See also GK/RC0772. 2.6 Number of Supplementary Drives Required See GK/RCO772. 2.7 Number of Supplementary Detectors Required See CK/RC0772. 2.8 Rails Drilled for Clamp Locks Indicate whther the switch and stock rails are drilled for clamp locks. Refer to section 3.2. 2.9 Condition of Switch Toes Indicate whether the condition of the switches is satisfactory. Note : Attempts to fit clamp locks to work switches will not result in reliable operation. 2.10 Slide Chair Bolts All Same Type and Secure Ensure that all slide chair bolts are of the same type and secure. Note: Due to the extra tension inherent in Hook Bolts, they cannot successfully be mixed with ordinary bolts. Mixing will lead to repeated fracture of the Hook Bolts as they will be taking most of the load. 2.11 Vertical Mocement Under Traffic Liaise with the Permanent Way Engineer to ascertain whether the vertical movement of the rails under traffic is satisfactory. 2.12 Condition of Timbers/Bearers Liaise with the Permanent Way Engineer to ascertain whether the condition of the timber/bearers is satisfacotry. 2.13 Track Gauge (1432 1438mm) Measure the track gauge at the switch tips. RAILTRACK 5

Code of Practice
GK/RC
0774
Installation Record Form : Rail clamp Point Lock Mk2 Signal Box _______________________________ Point Identification _________________________________ Location _______________________________
No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 General Track Gauge At Switch Tips Switch Rail Drilling (65 mm From Bottom Of Rail) (UIC 54:56mm) Stock Rail Drilling (65mm From Bottom of Rail) Lock Body Serial Number Force-Down Lock Arm Fitted Switch Rail Bracket Taper Packing Fitted (Alignment Block For UIC 54/Sw Dia) Pivot Pin Alignment Lock Adjustment (Drive Lock Slide Fails By 30mm Min : 2.5mm Gauge) Lock Adjustment (Drive Lock Slide Completes Travel: 1.5mm Gauge) Lock Arm (Drive Lock Slide Clearance (4-12mm) Switch Opening (105 mm) (82mm For Switch Diamond) Stretcher Bar/Stock Rail Lock Arm/Drive Lock Slide Clearance (3-6mm) Actuator Fully Extended Actuator Stroke (210mm Max) Drive Lock Slide Position Tie Bar/Actuator Clearance (3mm Min) Flangeway Clearance (50mm Min) Supplementary Drive Excess Motion (5mm MIn) Supplementary Drive Switch clearance (1.5mm) Detection Adjustable Cam (No Thread Showing) LH Tappet (Detection Made : 1.5mm, Broken : 2mm LH And RH Tappets Level (Points Open 25mm) Detector Blade (Detection Broken : 4mm Gauge) Detector Blade (Detection Made : 2.5mm Gauge) LH Tappet (Detection Re-Check) Travel (Detection Breaks 8 15mm) Open Switch Detection (95mm min (76mm For Switch Diamonds)) Supplementary Detection (Made : 1.5mm, Broken : 2mm) Supplementary Detection (Made : 6mm, Broken : 8 mm) Locking Switch Rail Bracket Coarse Packing FPL (Drive Lock Slide Fails By 30mm Min : 3.5mm Gauge) FPL (Drive Lock Slide Completes Travel : 1.5mm Gauge) Locking Piece Fine Packing (1.6mm Max) Power Pack Normal/Reverse Drive Hydraulic Pressure (75bar Max) Normal/Reverse At Rest Hydraulic Pressure (85 105 bar) Normal/Reverse At Rest Hydraulic Pressure (Steady) General Stretcher/Tie Bars Drilled & Fitted Point Number Fitted On Normal Side Self Locking Nuts Fitted Torque Settings Split Pins Fitted Functional Test To Signal Box Signature _____________________________ Signal Engineer LH mm mm mm No. 3 3 3 3 3 3 mm 3 mm mm mm mm mm 3 mm 3 3 3 3 3 3 3 mm mm mm 3 3 mm N bar bar 3 LH 3 3 3 3 3 3 Date / / RH 3.14 3.15 3.15 3.15 3.15 3.17 R 3.12.4 3.12.5 3.12.6 RH GK/RC0774 3.1 3.2 3.2 3.3 3.3 3.4 3.4 3.7 3.7 3.7 3.8 3.8 3.11 3.11 3.11 3.12.2 3.12.3 GK/RCO772 GK/RCO772 GK/RCO772 3.13.1 3.13.1 3.13.2 3.13.3 3.13.3 3.13.4 3.13.4 3.13.4 GK/RCO772 GK/RCO772 3.7 3.12.1 3.12.1 3.12.1
Note: Shaded column indicates relevant paragraph in GK/RC0774 Part D or GK/RC0772 Figure D5
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
3 Installation
3.1 General Preparation Self-locking nuts are provided for the bolts securing all units to the track, but during installation, plain nuts should be used for securing the switch rail brackets and the actuator mountings. When all the adjustments have been made, the plain nuts must be replaced with the self locking nuts provided and securely tightened to the torque settings shown in paragraph 3.15. The stretcher bars and tie bar should initially be clamped and drilled only after the clamp locks have been installed and correctly adjusted. It is essential that the order of installation shown below is followed carefully as short cuts or variations could seriously affect operation and future reliability. The numbers refer to the relevant paragraphs of this section. Activity General Preparation Drill rails as necessary Bolt the lock and detector mechanism assemblies to stock rails Bolt the switch rail bracket assemblies to the switch rails Lubricate all bearing surfaces Drill the soleplate and install the centre thrust bracket Insert the coarse packing (Lock Adjustment) Insert and clamp the stretcher bars Insert and clamp the tie bar Install the power pack and hydraulic hoses Install the hydraulic actuators Check correct operation and lock adjustment Adjust electrical detection Drill the tie bar and stretcher bars Replace all plain nuts with self-locking nuts and tighten to correct Install cables Functional test to signal box Paragraph No 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13 3.14 3.15 3.16 3.17
The installation procedure relates to plain leads, single slips and tandem turnouts. Where the installation of clamp locks on switch diamonds, double slips and UIC 54 switches differs, this will be detailed in subsidiary paragraphs. Throughout the installation procedure, checks and measurements will need to be recorded on the Installation Record Form (Figure D9)
RAILTRACK

Code of Practice
GK/RC
0774
3.1.1 Plain Leads The following description relates to plain leads, single slips and tandem turnouts. Later instructions cover switch diamonds, double slips and UIC switches. The general layout of the track equipment is shown in Figure D6 below. Further information may be obtained from the following standard drawings: Mk 1: Mk 2: BRS-SM 500 BRS-SM 2200
Clean off any protective grease before starting installation. The lock and detector mechanism is fitted in the first sleeper bay at a position usually occupied by the first stretcher bar. The stretcher bar is repositioned further back in the same bay, requiring the switch rail drillings to be different from those of a point machine layout. Measure the track gauge at the switch tips (1432mm 1438mm).
Section on 'AA'
Concrete Troughing
A Power Pack
715
Point Identification number on plate to BRS-SM 2463
Figure D6
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
3.1.2 Switch Diamonds The installation of switch diamonds follows the same basic procedure as plain leads. However, many components and dimensions differ and these differences are summarised in this section. Switch diamonds have a limited throw, with the point opening reduced to 82mm (minimum) as opposed to 105mm (minimum) for plain leads. Certain items of equipment are required with different dimensions and/or additional features to overcome this and varying permanent way layouts. The general layout of track equipment is shown in Figure D7 below.
Figure D7
RAILTRACK

Code of Practice
GK/RC
0774
Before material can be ordered or any installation work started, it is vital that the angle of the crossing is determined. Having determined the angle, it is now necessary to decide which components are required, ie. type of switch rail bracket, lock arm, tapered packing etc. Figure D8 shows the length of planing on a switch diamond layout (Dimension A). Using the table below, the length of planing can be used to determine the angle of crossing.
115 C
Figure D8
'A'
Length of Planing Dimension A 270mm 305mm 340mm 375mm 410mm 445mm 533mm 586mm 620mm 778mm 795mm 935mm 1075mm More than 1100 mm Figure D9
Angle of Crossing 1 in 5 1/.2 1 in 6 1 in 6 1/2 1 in 7 1 in 7 1/2 1 in 8 1 in 9 1/4 1 in 10 1 in 10 1/2 1 in 12 3/4 1 in 13 1 in 15 1 in 17 Flatter than 1 in 17
10
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
3.1.3 Double Slips A double slip layout consists of two roads. left Hand and Right Hand as viewed looking into the points in a facing direction. In the centre of the layout are the inner switches, which travel very close to each other and therefore require special switch rail brackets and lock arms. The general layout of track equipment is shown in Figure D10.
Centre Thrust Bracket Assembly for Double Slips Repositioned 1st Stretcher Bar
76mm Track Midpoint Repositioned 1st Stretcher Bar Centre Thrust Bracket Assembly Type A
Figure D10
The installation of the LH road of double slips is different from plain leads in that: The switch rail drillings differ The inner switch rail bracket is a Type DSL fitted with a Type B lock arm. The first stretcher bar is repositioned in the second sleeper bay.
The installation of the RH road of double slips is different from plain leads in that: The inner switch rail bracket is a Type DSL fitted with a Type B lock arm. The first stretcher bar is repositioned in the second sleeper bay. The centre thrust bracket spans the first two sleepers.
The actuators are installed in the opposite order to plain leads, ie. RH first ( + 3mm) : LH second (- 3mm).
RAILTRACK
11

Code of Practice
GK/RC
0774
Issue One Date August 1995 Page D 12 of 69 3.1.4 UIC 54/113A This is a plain lead layout that employs continental type, thick web switches working between standard 113A vertical stock rails. The installation of UIC 54/113A leads is different from ordinary leads in that the: Switch rail drillings differ. Switch rail bracket is a type E6 fitted with a type E6 lock arm. Switch rail bracket packing is different in dimension. Stretcher bars are adjustable. Centre thrust bracket is a type E.
The general layout of track equipment is shown in Figure D11.

Adaptor Block Assy, 2 Off Hydraulic Actuators UCI 54 Rail 113A Rail Lock & Detector Mechanism Assy, 2 Off
Position of jaw block cartridge heater to spec. ps 332 1 off, per casting. Tail cable run as convenient. Heater supplied and fitted by the Electrification Engineer
Tie Bar
Hose connections to actuators from electro-hydraulic power pack at side of track
Cable to Detector
Of Track Switch Toe UIC 54 Rail Centre Thrust Bracket Assy. Switch Rail Bracket Assy, 2 Off
330 mm
Hose Connection Position Of 1st Stretcher Bar
113A Rail
SWITCH RAIL STOCK RAIL
Electro- hydraulic power pack to be located as convenient, at side of track. Mount on point rod roller base
Figure D11 12 RAILTRACK

Code of Practice
GK/RT
0774
Issue One
3.2 Rail Drilling It is essential for the rails to be accurately drilled for mounting the equipment. If the rails are pre-drilled, check that the drillings are correct for the appropriate layout. CAUTION: Inaccurate rail drillings cause body misalignment and Track Circuit failures. 3.2.1 Dimensions Note: For UIC54 rail, refer to (d). a) Plain Leads, Single Slips and Tandem Turnouts The dimensions of the rail drillings are as follows:
Existing Bolt Hole for First Baseplate
158
165 + 0.3 2 holes 22 dia
Stock Rails 65
of Lock
90 476 64
25
Switch Rails 65 2 Holes 22 Dia for Repositioned Stretcher Bar
All dimensions are mm.
Figure D12
RAILTRACK
13

Code of Practice
GK/RC
0774
b) Switch Diamonds Rail drillings for switch diamonds are as shown in Figure D13.
Existing Bolt Hole for First Baseplate 28 160 165 0.3 2 Holes 22 dia
Wing Rails 6 5 C of Lock
C of Crossing
115
90
12 5m m 308
200
64
Switch Rails
65mm
4 Holes 22 dia
All dimensions in mm
Figure D13
14
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
c) Double Slips Switch and stock rail drillings for LH and RH roads are as shown in Figure D14. As with plain leads, accuracy is essential.

158 165 0.3 2 Holes 22 Dia 310 165 0.3 2 Holes 22 Dia
STOCK RAIL
65
65 99 177 150 540
C of Lock
90 150 540 572 64
C of Lock
520 64
25
65 4 Holes 22 Dia
SWITCH RAIL
65 4 Holes 22 Dia
Double Slips ~ LH Outside and RH Inside
Double Slips ~ LH Inside and RH Outside All dimensions in mm.

Code of Practice
GK/RC
0774
d) UIC 54/113A Switch rail drillings for UIC 54 rail are as shown in Figure D15.
Switch Toe 60 Holes 22 Dia 310 150 25 165 158 Holes 22 Dia
56
65
82.5 Ref C of Rail Clamp Point Lock
SWITCH RAIL
STOCK RAIL
All dimensions in mm.
Figure D15
3.2.2 Marking Off Templates Marking Off templates only exist for Plain Leads, Single Slips and Tandem Turnouts. Note: They are not suitable for use with UIC54. If the rails require drilling, they must be accurately marked for the correct layout (dimensions shown in Figure D12). For the majority of points, two templates are available for accurately marking off the switch (Figure D16) and stock rails (Figure D17). Each template can be adapted for marking off either flat bottom or bull head rail. The templates require a parallel shanked centre punch, and all three items are available as follows: Item Switch rail marking template Stock rail marking template Centre punch Railway Cat No 86/32355 86/32365 86/32363
16
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
Locating Plate
Adaptor Block
Adaptor bBock
FB Marking Template for Switch Rails
BH
Figure D16
Loacating Plate
Adaptor Block
Adaptor Block
FB
BH
Marking Template for Stock Rails
Figure D17
RAILTRACK
17

Code of Practice
GK/RC
0774
3.2.3 Rail Drilling Jig This involves the use of a drill jig which allows maximum flexibility for different layouts and will drill plain rail, stock rail and witch rail of any length. The jig is currently designed to accept a Wolf 3806 electric drill, fitted with internal clutch for operator safety. The jig incorporates height adjustment to ensure the drill is presented squarely to the rail and a screw feed arrangement to advance the drill into the work (Figure D18). The jig is available via P&MM NSC Infrastructure.
Figure D18
18
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
3.2.4 13/16 and 7/8 Tipped Drill Bits A stepped drill bit has been specially designed to reduce the time taken for drilling rails, stretcher bars and sole plates. (Figure D19) Two drill bit sizes are required for fitting clam locks: 7/8 and 13/16. The drills are manufactured with No.3 Morse Taper shank (dispensing with the need for a reducing sleeve when using the Wolf 3806 drill). The drill bit is two drill bits in one, ie. the front end is 7/16 diameter and 7/16 in length followed by a diameter of either 7/8 of 13/16. The principle of operation is that the7/16 portion acts as a pilot drill when drilling rails, stock rails, and switches and stretcher bars. The 7/16 diameter portion is the size required for the Spirol pins in centre thrust brackets. The results in the 13/16 drill being able to drill all size holes in the sole plate, four holes being drilled straight through both drill widths for coach screws, whilst the remaining two 7/16 holes for the Spirol pins have only the tip pushed through. The 7/16 length of the tip results in a larger diameter beginning to cut before the tip breaks through the web of the rail, which assures smooth cutting. It is recommended that a suitable cutting fluid is used when drilling, so as to maintain cutting speed and prolong drill life before re-grinding is required. Drills and re-grinding service are available via P&MM NSC Infrastructure.
Figure D19
RAILTRACK
19

Code of Practice
GK/RC
0774
Issue One Date August 1995 Page D 20 of 69 3.2.5 Previously Drilled Rails Problems have arisen when fixing cast bodies to previously drilled rails, due to the rails being drilled at the wrong height. The Mk 1 adaptor block assembly was fairly tolerant of poor drilling, but correct alignment is vital when fitting the Mk 2 assembly. Figure D20 shows the importance of the correct height of rail drilling. Incorrect assembly can cause the slideway to be out of true, or it may be impossible to fit the body to the rail. The following permutations of incorrect drilling have been found: Holes drilled too high in rail web. Holes drilled to low in rail web. Centre line of holes not perpendicular to rail web. Holes for adaptor blocks too close together. Holes for adaptor blocks too far apart.
The problem was addressed by a working party on the Eastern Region, who came up with the following solutions: To request the Permanent Way Engineer to ream out the holes. This was a slow and inconvenient process, which only enlarged the holes on their existing centres leading to the possibility of holes that are too large. The preferred solution was to use a Rotabroach with a Tungsten carbide milling bit. A special chuck adaptor is required to increase the throw of the drill and a clamp bracket is required to mount the drill on the rail. The Permanent Way Engineer will permit signal engineers to mill the holes in the web of the rail provided that the holes remain circular and do not exceed 30mm in diameter. The following Rotabroach equipment is required: Rotabroach 110 V drilling machine Carbide tipped cutters : : Model RD 111 20mm dia. part no. RCC280 26mm dia. part no. RCC260 24mm dia. part no. RCC240 part no. RD2008 BRS SM 2402.
Adaptor 50mm Mounting bracket
: :

Code of Practice
GK/RT
0774
Issue One
3.3 Lock and Detector Mechanism Assembly 3.3.1 MK 1 Assembly Record the serial number marked on the lower side of each lock body on the Installation Record Form.. Fit a lock and detector mechanism to each stock rail using the appropriate adaptor blocks and washer plates, as shown in the following table, which is for all types of points except switch diamonds. Rail section FB Vertical FB Inclined BH Inclined Adaptor block Type FB Type FB Type BH Washer plate Type FV Type D Type D Locating Studs Yes No No
These are usually supplied as a complete unit. When fitting locating studs to equipment on flat bottom vertical rail, use only steel studs. The waster plates are all marked TOP; ensure that they are fitted correctly and that the bolt head seats fully in the plate. Tighten the lock and detector mechnism bolts (M24) to a torque of 250Nm. a) Flat Bottom Vertical Rail b) c)
Adaptor Block
d)
Washer Plate e)
f) g) h) i) j) k) l)
Special Bolt Locating Stud

Code of Practice
GK/RC
0774
b) Flat Bottom Inclined Rail C

Adaptor Block
Washer Plate
Special Bolt
(Drive lock slides correctly aligned)
Figure D22
c) Bull Head Inclined

Adaptor Block
Washer Plate
Special Bolt
Figure D23
22
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
3.3.2 Mk2 Assembly Mk2 clamp locks are designed to be fitted to 113A flat bottom vertical rail section. Adaptor blocks are available for 110/113lb flat bottom inclined rail and 95lb bull head rail. The adaptor blocks are secured to the lock body with socket head cap screws (6mm Allen key). Also, a bush passes through both the adaptor block and the lock body, which must not be omitted as it provides vital support for the lock body. Different washer plates are also used and each plate is stamped as a means of identification. If the mechanism is to be fitted to flat bottom inclined rail, a different lock arm and detector blade (F6) are required. This change is due to the increased thickness of the adaptor block (FB1), which is required to align the lock and detector mechanism correctly. If the mechanism is to be fitted to bull head inclined rail, then an adaptor plate is required in addition to the adaptor block. There are two different types of bull head rail: straight cut and chamfer cut. Each of these requires a different adaptor plate, 15mm and 25mm thick respectively. The following table summarises the components required for plain lead points. Rail Section FB Vertical FB Inclined BH Inclined Straight Cut BH Inclined Chamfer Cut Adaptor Block Type FBV Type FB1 Type BH1 Type BH1 Adaptor Plate Nil Nil Type BH1 Straight Type BH1 Chamfer Washer Plate Type FVC Type DC Type DC Type DC Lock Arm and Detector Blade Type A6 Type F6 Type A6 Type A6
These are usually supplied as complete units. Record the serial number marked on the lower side of each lock body on the Installation Record Form. After installation of the lock and detector mechanism, check to see if the adaptor blocks are seating properly by trying to insert a 0.6mm shim behind the block. This should not be possible when the block is correctly fitting against the rails.
RAILTRACK
23

Code of Practice
GK/RC
0774
a) 113A Flat Bottom Vertical Rail Fit two adaptor blocks (type FBV) to each lock body using the socket head cap screws. Before finally tightening the screws, insert a bush through each block and the lock and detector mechanism to ensure correct alignment of the adaptor blocks. Fasten a lock body to each stock rail using a washer plate (type FVC) (Figure D24). and tighten the bolts to a torque of 250Nm.
Adaptor Block Socket Head Cap Screw
Washer Plate
Special Bolt Adaptor Block Bush
Figure D24
24
RAILTRACK

Code of Practice
GK/RT
0774
Issue One
b) 110/113lb Flat Bottom Inclined Rail Fit two adaptor blocks (type FB1) to each lock body using the socket head cap screws. Before finally tightening the screws, insert a bush through each block and the lock and detector mechanism in order to ensure correct alignment of the adaptor blocks. Fasten a lock body to each stock rail using a washer plate (type DC) (Figure D25) and tighten the bolts to a torque of 250Nm. When fitting the switch rail bracket, ensure that a type F6 lock arm and detector blade are used. Note: When installing the actuator, a large amount of actuator packing may be necessary; longer bolts may be required.
Adaptor Block
Socket Head Cap Screw Washer Plate
Adaptor Block Bush
Special Bolt
Figure D25
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c) 95lb Bull Head Rail When installing Mk2 clamp locks 95lb bull head rail, each body has two adaptor blocks and an adaptor plate attached to it. There are two types of bull head rail: straight cut chamfer cut Each type requires a different adaptor plate (Figure D26 and Figure D27). Identify the rail type and ensure that the correct adaptor plate is used. Each adaptor plate is identified by markings of either BHI Straight Cut (15mm thick) or BHI Chamfer Cut (25mm thick). Fit two adaptor blocks (type BHI) and an adaptor place to each lock body using the socket head cap screws. Before finally tightening the screws, insert the a bush through each adaptor block, the adaptor plate and lock and detector mechanism in order to ensure correct alignment of the adaptor block. Fasten a lock body to each stock rail using a washer plate (type DC), and tighten the bolts to a torque of 250Nm.
Adaptor Block Adaptor Plate Socket Head Cap Screw
Washer Plate
Special Bolt Adaptor Block Bush
BH Inclined Curved Planed Straight Cut Plain Leads
Figure D26
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Adaptor Block Adaptor Plate
Washer Plate
Adaptor Block Bush
Special Bolt
BH Inclined Curved And Straight Planed, Chamfer Cut Plain Leads
Figure D27 3.3.3 Switch Diamonds (Mk1 and Mk2) The fitting of the adaptor blocks is as for plain leads, although some of the washer plates differ. One of eight types of washer plate is required and the table below shows these changes. Washer Plate Crossing Angle Rail Section Mk1 Mk2 1 in 5 to 1 in 15 1 in 5 to1 in 15 1 in 17 and flatter 1 in 17 and flatter FB Vertical FB Inclined FB Vertical FV D FVD FVC DC VDC FIDC
FB Inclined No Mark* * This plate is to BRS SM 535/1
All washer plates are marked TOP and must be fitted in the correct position..
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a) Lock Arms One of two types of lock arm is required: C6: Used with SD1 of SD3 switch rail brackets for crossings 1 in 7 to flatter than 1 in 17. D6: Used with SD2 switch rail brackets for crossings 1 in 5 to 1 in 7. These lock arms are usually supplied fitted to their respective switch rail brackets. b) Detector Blade Switch diamonds 1 in 7 or flatter use the same point detection blade as used with plain leads. On switch diamonds 1 in 5 to 1 in 7, the length of the blade has to be extended to compensate for additional packing of the alignment block. The additional length is shown in Figure D28.
X Figure D28
Dimension X:
370 mm for switch diamonds 1 in 5 to 1 in 7. 340 mm for plain leads and switch diamonds 1 in 7 and flatter.
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c) Adjustable Cam For switch diamonds, a shorter detection cam is required to allow for the reduced switch opening. This is stamped SW DIA ONLY. The difference is shown in Figure D29.
SW DIA ONLY
102mm
122mm
Figure D29
In addition, a 19mm spacing roller is required between the detection cam and detection blade to compensate for the shorter adjustable detection cam. (Figure D30).
Spacing Collar
Detector Blade
Figure D30
3.3.4 Double Slips On the inner switches of both LH and RH roads, the switch rail bracket, which is a Type DSL, must be fitted with a Type B lock arm (200mm) as shown in Figure D39. 3.3.5 UIC 54/113A (Plain Leads) The switch rail bracket, which is a type E (Figure D40), must be fitted with a type E6 lock arm (252mm) and detector blade (Figure D31).
252mm
382mm UIC 54/113 PLAIN LEADS

Code of Practice
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0774
3.4 Switch Rail Bracket Assembly There are many types of switch rail bracket for different applications. For the plain lead layout a type A bracket is used, which, in the case of Mk2 equipment, is stamped A6. Mk 1 equipment is supplied with the switch rail bracket already assembled, whilst Mk2 equipment is supplied in three separate pieces. The lock arm and detector blade are also modified on Mk2 equipment such that the rubber bushes have been replaced with a common bronze bush that carries both lock arm and detector blade lug (Figure D32).
A6
Figure D32
Fit the detector blade to its lug and tighten the nut.. Tighten the detector blade (adjustable cam) lock nut. Withdraw the drive lock slides from the lock bodies as far as possible without allowing them to fall away. Insert the lock arm and detector blade into the drive lock slide. Bolt the bracket to the switch rail, using plain nuts, including any taper packing that may be required. The taper packing is provided to: Align the switch rail bracket with the locking piece to ensure that the lock arm is presented square to the locking piece (Figure D33). Allow for switch rail creep.
Taper packing is not required on FB vertical track for switches above type E, (ie. F,SG, G and H)
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Locking Piece Body
stock rail
B Taper Packing to Make 'A' And 'B' Parallel Pivot Pin Switch Rail Bracket
Figure D33 Plain lead taper packing pieces are shown below (Figure D34). The thick end goes towards the point toe.
Top
Type A : Flat Bottom
Top
Type B : Bull Head
Figure D34
Do not insert any coarse lock adjustment packing at this stage.
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At one end of the pivot pin, use 8 callipers to measure the distance between the 4 foot side of the pin and the outer edge of the stock rail. Repeat at the opposite end of the pivot pin (refer to Figure D35). If the difference between the two measurements is more than 1.5mm, the pivot is misaligned to the body. This is caused by either the taper packing not being fitted when it should be or vice versa, or a crippled switch rail.
Figure D35
Withdraw the pivot pin from the switch rail bracket and fit the lock arm and detector blade lug onto the bracket. Re-insert the pivot pin and open both split pins on each end of the pivot pin.
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3.4.1 Switch Diamonds For switch diamonds there are three types of switch rail bracket, each of which is handed: Crossing Angle Crossing 1 in 5 to 1 in 7 Crossings 1 in 7 to 1 in 17 Crossings flatter than 1 in 17 Switch Rail Bracket Type SD2 D6 (Figure D36) Type SD1 C6 (Figure D37) Type SD3 C6 (Figure D38)
Where taper packing is required it must be fitted with the thin end towards the point toe. a) Type SD2 D6 Crossings 1 in 5 to 1 in 7
Taper packing requirements are as shown below: Crossing Angle 1 in 5 1 in 6 1 in 6 1 in 7 Taper Packings Nil Nil One Two
In addition, all SD2 layouts must be fitted with an alignment block and taper washer as shown in Figure D36. As the switch tips are very short on these layouts, it is impossible to insert a gauge between the switch and stock rail in line with the lock arm. The gauge should be inserted as near to the lock arm as possible.
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Packing Plate
Alignment Block 1 in 5 Packing Plate
Alignment Block Packing Plate 1 in 6
Alignment Block Taper Packing 1 in 6 Packing Plate
Alignment Block Taper Packing 1 in 7
Figure D36
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b) Type SD1 C6 Crossings 1 in 7 to 1 in 17 On 1 in 17 switches with the minimum packing between the switch rail and the switch rail bracket, it may be necessary to shorten the stud attached to the switch rail bracket (see* on Figure D37). Taper packing requires are as follows: Crossing Angle 1 in 71/2 to 1 in 91/2 1 in 10 to 1 in 13 1 in 15 to 1 in 17 Taper Packings Nil One Two
Packing Plate 1 in 71
2
Packing Plate
1 in 8 to 1 in 91
Packing Plate 1 in 101

2
to 1 in 123
Taper Packing
1 in 15 Packing Plates
Taper Packing
Taper Packing 1 in 17
Figure D37
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c) Type SD3 C6 Crossings Flatter than 1 in 17 Taper packing is not required. On switches flatter than 1 in 17, up to three M20 washers may be required between the bolt head and the switch rail to prevent the bolt protruding beyond the face of the switch rail bracket and fouling the pivot pin. This is dependent on the amount of coarse packing required (Figure D38).
Packing Plates
Flatter than 1 in 17
Figure D38
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3.4.2Double Slips On the inner switches of both LH and RH roads, the switch rail bracket is a Type DSL, which must be fitted with a Type B lock arm (200mm) as shown in Figure D39.
Switch Rail
Switch Rail Bracket
Packing Plates
Pivot Pin
Figure D39 3.4.3UIC/54/113A The switch rail bracket is a type E (Figure D40), which must be fitted with a type E6 lock arm (252mm) and detector blade (Figure D31).
Coarse Packing Plates
Alignment Block
Packing Block
Pivot Pin
Switch Rail Bracket

Code of Practice
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0774
The switch rail bracket is supplied with coarse lock adjustment packing plates 1.6mm, 3mm & 6mm thick and an alignment black (NO TAG). Lock adjustment is performed as in the standard layout.
Figure D41
3.5 Lubrication Thoroughly lubricate all working surfaces of the lock mechanism with the approved lubricant. 3.6 Centre Thrust Bracket There are four different types of centre thrust bracket. For plain leads a type A is used, and is fastened on the first sleeper at the centre line of the track, as shown in Figure D42. Note that the centre line of the centre thrust bracket is not the centre of the track.
Actuator C
" x 6" Long Coach Screws
of Track
Drill through 11mm dia and drive in spirol pin dowels
Insulated Soleplate
Figure D42 Measure the distance between the inner edges of the stock rails. Scribe a line at right angles to the soleplate, at a point which is half this measurement. This track centre line corresponds to the centre of the 20mm holes on the right hand side of the thrust bracket.
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The mid point of the centre thrust bracket actuator mountings (underside) must be on a line joining the two drive lock slides when at mid-stroke. This line can be determined by using a length of string held taut from the centre of one drive lock slide to the centre of the other. If electric point heater pads are fitted beneath the slide chairs, a 5mm packing plate must be fitted between the bracket and the soleplate to ensure the actuators are parallel to the tie bar. When the centre thrust bracket is correctly positioned, mark off and drill four 20mm holes in the soleplate and secure with x 6 long coach screws. Drill two 11mm diameter holes and drive in Spirol dowel pins 7/16 x 1 (7/16 x 1 where packing has been used). 3.6.1 Switch Diamonds Switch diamonds use a bracket assembly which is bolted between the soleplate flanges at the insulation position, which must be central for all switch diamond crossings (Figure D43). There are two types of centre thrust bracket: B1 and B2, with applications as follows: Type B1 : Type B2 : Used where no slide chair pad heaters are fitted. Used where slide chair pad heaters are fitted.
Dimension 'X' = 64mm on Type B1 = 59mm on Type B2
Figure D43
3.6.2 Double Slips The centre thrust bracket for the LH road is the same as for plain leads, whereas the bracket for the RH road is fastened across the first two sleepers as shown in Figure D44. Note that the centre of the bracket is 76mm to the right of the track centre line.
C of Track
76mm

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Issue One Date August 1995 Page D 40 of 69 3.6.3 UIC 54/113A The centre thrust bracket is similar to the standard used with a plain lead layout, although the drop lugs on the underside are 76mm long (Figure D45), as opposed to 50mm on the standard. The installation procedure is as for the standard.
76mm
Figure D45
3.7 Lock Adjustment Carry out the following procedure on each locking mechanism. The initial coarse lock adjustment should be made with one thin (0.6mm) shim offine packing behind the locking piece on old rail (ie. rail in service more than 8 weeks) or two thin shims on new rail. (Locking piece torque: 60 Nm.) Coarse packing should not be inserted between the switch rail and its bracket at this stage. Manually operate the drive lock slide with a 2.5mm gauge held between the switch and the stock rail in line with the lock arm (Figure D46). The lock should fait to enter and the drive lock slide should fail to complete its movement by at least 30mm. If the lock enters, then coarse packing is required..
2.5mm Gauge Coarse Packing Fine Packing Lock Arm Not Engaged
30mm Minimum Figure D46
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Initially, the coarse packing may be held in line with the gauge until an approximation of the packing required is obtained. This should then be inserted between the switch rail bracket and the taper packing, where fitted, as shown in Figure D47. Tighten the switch rail bracket bolts to a torque of 250 Nm.
Switch Rail Bracket Taper Packing
Switch Rail Web
Coarse Packing
Lock Arm Pivot Pin Point Toe
Figure D47
When the packing has been inserted, the settings should be re-checked using the 2.5mm gauge to ensure that the drive lock slide does not complete its travel by at least 30mm.
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Insert the 1.5mm gauge between the switch and the stock rail in line with the lock arm and ensure that the drive lock completes its travel (Figure D48). Final adjustment is made after the fitting of the tie bar and actuators, when a small amount of fine packing, up to a maximum of 1.6mm, may be required. Repeat the above procedure for the opposite switch rail.
1.5mm Gauge
Fine Packing
Figure D48 The clearance between the lock arm and the top surface of the drive lock slide bracket should be nominally 10mm (refer to NO TAG). Track circuit failures will occur if this clearance is reduced to zero (on the same side as the sole plate insulations).
10mm Nominal

Code of Practice
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Issue One
Insert a 4mm insulated gauge between the top of the drive lock slide end bracket and the under-side of the lock arm. Ensure that a clearance of at least 4mm exists at this point. Clearances of less than 4mm may be caused by one or any combination of the following: The switch rail drilled too low. The stock rail drilled too high (Mk 2 only). The stock rail not seated on the base plate. Incorrect adaptor blocks used (Mk 2 only). Worn locating studs. (Mk 1 only).
Loose coupling bolts (Also, the pin on the coupling bolt not sitting correctly in its slot in the drive bracket (refer to Part H Section 14)). Bull Head taper packing fitted upside down. Misalignment of the lock body due to stock rails tilting outwards caused by the PWay Engineer using BBRE 1989 slide chairs. If the clearance is greater than 12mm, it may indicate that the drive lock slide is misaligned, causing it to point down towards the centre of the track. Drive lock slide misalignment may be caused by one or any combination of the following: The switch rail drilled too high. The stock rail drilled too low (Mk 2 only). The switch rail not seated on its slide chairs. Incorrect adaptor blocks used (Mk 2 only).
If the clearance is less than 4mm or greater than 12mm, identify the cause and rectify. 3.7.1 Switch Diamonds Lock adjustment is the same as with plain leads and uses the 2.5mm and 1.5mm gauges. The coarse adjustment packing plates are supplied in three sizes : 1.6mm, 6mm and 12mm, as shown in Figure D50.
Thicknesses 1.6mm 6mm or 12mm
Figure D50
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3.8 Permanent Way Stretcher Bars 3.8.1 First Permanent Way Stretcher Bar On layouts other than switch diamonds and double slips, the same bolts are used to retain the first stretcher bar brackets and the switch rail brackets to the switch rails. Initially the stretcher bars should be fitted using G clamps and only drilled after ensuring that the installation has been correctly adjusted. Close and fully lock one switch rail. Fit the pre-drilled end of the stretcher bar into its bracket, ensuring that the insulations are on the same side as the soleplate insulations. Measuring directly above the lock arm, position the open switch rail to give an opening of exactly 105mm (Figure D51). Clamp the plain end of the stretcher bar into its bracket and ensure that the clearance between the top of the stretcher bar and the bottom of the stock rail just exceeds 3mm.
105mm
Figure D51
Close and lock the opposite switch and ensure that the switch opening is also 105mm. If this opening is less than 105mm, reset the stretcher bar to give a minimum opening of 105mm (Figure D52).
105mm
Figure D52
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3.8.2 Other Permanent Way Stretcher Bars A 50mm minimum clearance between the switch and stock rails (flangeway) must always be provided in the open switch position. The number of stretcher bars required is shown below:
TYPE OF RAIL SECTION Type of Switch
FLAT BOTTOM VERTICAL FLAT BOTTOM INCLINED CURVED BULL HEAD INCLINED UIC 54 / 113A
A B C D E F SG G H Figure D53
2 2 3 4 4 5 6 6 9
2 2 3 3 4 4 6 6
2 2 3 4 4
2 2 2 2 3 3 5 5 7
3.8.3 Switch Diamonds Switch diamonds require special stretcher bars which have their insulations in the centre of the bar. Switch diamonds have a limited throw, hence the point opening is reduced to 82mm (minimum) and not 105mm (minimum) as for plain leads. This dimension, as with plain leads, is measured directly above the lock arm. 3.8.4 Double Slips The stretcher bars used are the type used for plain leads using the standard drilling arrangement, but are repositioned in the second sleeper bay. 3.85 UIC 54/113A All permanent way stretcher bars are adjustable (Figure D54). The switch opening must be set to 105mm, measured over the lock arm.
Packing Block Bracket Packing Plates Alignment Block
35
35 SQ KICKING STRAP 260 25 112 550 25 260 KICKING STRAP
12
Figure D54
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3.9 Tie Bar The distance between the lock drive lock slides will vary with track conditions, hence, the tie bar is supplied plain at one end for marking off and drilling on site when the correct length has been determined. G clamps should be used to hold the tie bar firmly in position whilst the installation is checked for correct operation before finally marking off and drilling.
Assemble the tie bar with the drilled end bolted to one of the drive lock slide brackets. As the holes are drilled offset from the centre of the bar, it must be assembled so that the top of the tie bar is flush with the top of the bracket. More recent tie bars are marked Top. Close one switch rail and push the drive lock slide into its lock and detector mechanism as far as its stop (Figure D55). Pull the opposite drive lock slide out of the mechanism to its fullest extent.
105mm
Tie Bar
Clamp No Clearance When Fully Inserted No Clearance When Fully Extended
Figure D55
Check that the drive lock slides are still in the correct position and clamp the plain end of the tie bar into its drive lock slide bracket. When clamping the tie bar, place the clamp under the bracket, ensuring that the top of the tie bar is flush with the top of the bracket. Operate the points to close and lock the other switch. If the open switch rail starts to lift, the tie bar is too short. Reset the bar with the points lying in this position. This problem usually occurs when there are uneven switch openings. The tie bar must not be drilled until the installation has been checked for correct operation.
3.9.1 Switch Diamonds Because of the reduced switch opening (increasing the distance between the drive lock slides), the length of the tie bar is increased to 990mm, compared with 890mm for a standard layout.
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3.10 Power Pack and Hydraulic Hoses Ensure that the voltage rating of the pump motor is as specified on the diagram.
The hydraulic power pack and hoses should be installed following the installation of the tie bar. Figure D56 is a section taken from the Standard Structure Gauge. The power pack is usually mounted at ground level on a concrete base. It can bee seen that if it is necessary to fit the power pack in the six foot, it must be mounted no less than 730mm from the inside of the running rail and must not exceed a height of 915mm above rail level.
Face of signals ladders etc. In cases of difficulty where signal posts etc. are placed between tracks spaced at 3038 intervals, a minimum clearance from bodywork of 570 is permissable.
105
1364 1624 1432 Rail Level
730 1968 76 76 152
730 915 406 Rail Level 1432
152
Figure D56
Mount the power pack on a 6 way point rodding roller base or suitable alternative and, if possible, position it adjacent to the switch toe so that during manual operation, the operator is clear of the running line and facing the direction of traffic. Two hydraulic hoses are required for a single lead. Two types : non insulated (Black) and insulated (Orange) are available in the following lengths: 500 mm 2000 mm 3000 mm 4000 mm 6000 mm 7000 mm Note that insulated hoses (Orange) may be used where problems may occur with track circuit failures (Part H Section 14).
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On two port power packs, fit the hoses to the outlets marked N and R (Figure D57). On four port power packs, fit the hoses to the outlets marked MN (Main Normal) and MR (Main Reverse) (Figure D58). If hydraulic supplementary drives are not to be fitted, ensure that the BN and BR (Backdrive Normal/Reverse) outlets are sealed. Where hydraulic supplementary drives are to be fitted, ensure a four port power pack is used and refer to Code of Practice GK/RC0772 in this handbook. The air should be bled from the system before the points are put into service. Fill the power pack with Lorco R7116 hydraulic fluid and operate the power pack manually until hydraulic fluid starts to flow from the end of each hose. Connect the hoses to each actuator, ensuring that the actuator is first fully compressed, then operate the power pack manually to extend each actuator. The connections should be securely tightened but care must be taken not to overtighten.
MN BN N R
MR BR
Figure D57
Figure D58
Fit the lock wires supplied with the power pack and actuators to both ends of the hydraulic hoses (Figure D59).
Actuator Figure D59
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3.11 Hydraulic Actuators CAUTION Incorrect installation of hydraulic actuators is the most common cause of clamp lock malfunction. Incorrect settings severely reduce the life expectancy of the machine, and can cause premature closed and locked detection failures.
The actuators have a maximum stroke of 213mm, but the installed working stroke should never exceed 210mm. Each actuator must extend to the limit of the stop within the cylinder when the lock mechanism is closed and locked. However, when retracted, the actuator must never hit is internal stop, as this will punch the end cap out of the cylinder. Adjustment is effected by means of packing at the inner ends of the actuators, between the centre thrust bracket and centre socket mountings. Close the LH switch rail and push the drive lock slide into its body as far as the stop. Fit the rod end of the actuator into the socket of the drive lock slide bracket, attach a centre socket mounting to the other end and ensure that split pins are inserted. As the actuators are connected to the power pack, ensure the correct actuator (Normal or Reverse) is fitted on the LH side of the points. Operating from the power pack, fully extend the actuator to the limit of its internal stop. Measure the gap (X) between the blocks on the centre thrust bracket and the centre socket mounting, ensuring that the socket mounting is parallel to the blocks under the bracket. Fit collar spacing pieces (23mm and 6.5mm) and M16 washers (3mm) onto the fixing bolts to give a total thickness of packing at lease 3 mm in excess of this measurement ( X +3mm) as shown in Figure D60.
Centre Thrust Bracket Centre Socket Mounting
Fully Extended
X Clamp Side View X + 3mm
Plan View
Figure D60
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Issue One Date August 1995 Page D 50 of 69 Close the RH switch rail and push the drive lock slide into its body as far as the stop. Fit the rod end of the actuator into the socket of the drive lock slide bracket; attach a centre socket mounting to the other end and ensure that the split pins are inserted. Operating from the power pack, fully extend the actuator to the limit of its internal stop. Measure the gap (Y) between the centre socket mountings on the ends of the actuators and fit packing plates (6mm and 3mm) of total thickness at least 3mm less than this measurement (Y 3mm) as shown in Figure D61.
Note:
At least one packing plate must be inserted.
Fully Extended Y
Side View Clamp
Centre Socket Mountings Y 3mm
Plan View
Figure D61
Packing Plates
Hydraulically operate the points to close and fully lock one switch rail. Measure between the vertical ends of the drive lock slide end bracket and the actuator outer body (Figure D62). Check that this distance is not less than 219mm, ie. less than 219mm means that the actuator is not fully extending. An actuator not fully extending is caused by either incorrect setting of the actuator packing or the tie bar being set too short. Repeat the above for the other actuator.
219mm Min
Figure D62
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Refer to Figure D63. With the points closed and fully locked, measure the length of the extended actuator (A) which should not be less than 219mm as previously described. Operate the points to close and fully lock the other switch rail and measure between the same two reference points (B). A B = Actuator stroke Check that the stroke of the actuator does not exceed 210mm. An actuator travelling more than 210mm is caused either by incorrect setting of the actuator packing, the tie bar being set too short or the switch opening set to more than 105mm. Repeat the above for the other actuator.
Figure D63
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With the switch rail closed and fully locked, insert the 3mm clearance checking gauge between the drive lock slide and the back of the hook on the lock arm (Figure D64). On the open switch, push back the lock arm and ensure that it swings freely upwards. It is vital that both clearances shown in Figure D64 are in the range 3mm to 6mm. Too little clearance will cause severe train vibration to be transferred into the mechanism, causing considerable component wear. If the clearances are too large, the closed and locked detection will be prone to regular failure.
3 - 6mm
3 - 6mm
Figure D64
Close and fully lock the opposites switch rail and repeat the above. If the closed switch 3 6mm clearance is too large, it may be caused by incorrect setting of the actuator packing (RH switch: Insufficient plate packing, LH switch: Excessive washer packing). If the closed switch 3 6mm clearance is too small, it may be caused by incorrect setting of the actuator packing (RH switch: Excessive plate packing, LH switch: Insufficient washer packing). An increase in washer packing will increase the LH and reduce the RH clearance, whereas reducing washers will have the opposite effect. Any change made to plate packing will affect only the RH clearance by the corresponding amount. The open switch 3 6mm clearance is directly related to the closed switch clearance and the length of the tie bar. If there is a problem with the open switch 3 6 mm clearance and the closed switch clearance is correct, then the tie bar is either too long or too short. Before proceeding to set detection, the actuator settings muse be checked. For each lie of the points check the following: Each actuator is fully extending. Neither actuator is stroking more than 210mm. A 3 6mm clearance exists on each closed switch. A 3 6mm clearance exists on each open switch.
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3.11.1 Switch Diamonds Due to the increased stiffness of the switches, the switch diamond layout may require larger diameter actuators to enable the hydraulic system to operate the points effectively.
Installation of the actuators follows the same basic procedure as plain leads. Close the LH switch rail and push the drive lock slide into its body as far as the stop. Fit the rod end of the actuator into the socket of the drive lock slide bracket, attach a centre socket mounting to the other end and ensure that split pins are inserted. As the actuators are connected to the power pack, ensure the correct actuator (Normal or Reverse) is fitted on the LH side of the points. Operating from the power pack, fully extend the actuator to the limit of its internal stop. Measure the gap between the centre socket mounting and the centre thrust bracket and fit packing of a total thickness of approximately 3mm less than the gap. When inserting the packing, at least one 6mm packing plate must be placed between the actuator mounting socket and the spacing collars, transferring the spacing collars as necessary (Figure D65). Repeat the procedure for the RH switch.
Centre Socket Mounting
Thin Packing
A thick packing plate must be placed next to the socket to take the thrust of the actuator.
Transfer spacing collars to the rear as required.
Figure D65
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3.11.2 Double Slips The installation of the actuators on the LH road is the same as for plain leads.
The procedure on the RH road is reversed such that the right hand actuator is installed first. 1 Close the RH switch rail and push the drive lock slide into its body as far as the stop. 2 Fit the rod end of the actuator into the socket of the drive bracket; attach a centre socket mounting to the other end and ensure that the split pins are inserted. As the actuators are connected to the power pock, ensure that the correct actuator (Normal or Reverse) is fitted on the RH side of the points. 3 Fully extend the hydraulic actuator to the limit of its internal stop.
4 Measure the gap between the blocks on the centre thrust bracket and the centre socket mounting (X) ensuring that the socket mounting is parallel to the blocks under the bracket. 5 Fit collar spacing pieces (23mm and 6.5mm) and M16 washers (3mm) onto the fixing bolts to give a total thickness of packing at least 3mm in excess of the gap measurement ( X + 3mm). 6 Repeat 1, 2 and 3 for the LH side.
7 Measure the gap between the centre socket mountings on the ends of the actuators (Y) and fit packing plates (6mm and 3mm) of total thickness at least 3mm less than this measurement (Y 3mm). At least one packing plate must be inserted. 8 Check that the actuators are correctly installed.
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Issue One
3.12 Operational Checks 3.12.1 Facing Point Lock Test All facing point lock (FPL) testing is performed with the points operated from the hand pump. The test is carried out using the 3.5mm gauge inserted between the switch and stock rail at a point in line with the first permanent way slide chair bolt (Figure D66). This must prevent the drive lock slide from completing its travel by at least 30mm (Figure D67). If the lock enters, the minimum amount of fine packing shims (combination of 0.6mm and 1.6mm shims) must be inserted behind the locking piece until the lock fails to enter.
3.5mm FPL Gauge
F igure D66
Mk 1 Equipment
Mk 2 Equipment
Figure D67
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Packing must be added in the smallest possible increments until the lock arm fails to engage. This procedure should be followed to prevent excessive packing behind the locking piece, which may result in the lock arm sticking up.
Note: The total shim packing behind the locking piece must not exceed 4.0mm.
Increments of fine packing are as follows: 0.6 mm (one thin shim) 1.2 mm (two thin shims) 1.6 mm (one thick shim) 1.8 mm (three thin shims) 2.2 mm (one thick, one thin shim) 2.4 mm (four thin shims) 2.8 mm (one thick, two thin shims) 3.0 mm (five thin shims) 3.2 mm (two thick shims) 3.4 mm (one thick, three thin shims) 3.6 mm (six thin shims) 3.8 mm (two thick, one thin shim) 1.0 mm (one thick, four thin shims) (Maximum permitted)
Example: Lock arm engages with 3.5mm gauge inserted with total fine packing of 1.2mm (two thin packing shims).
The next minimum packing above 1.2mm (two thin packing shims) is 1.6mm (one thick packing shim); this must replace the 1.2mm (two thin packing shims) rather than simply adding 0.6mm (one thin packing shim), which would give a total packing of 1.8mm (three thin packing shims). If, with 1.6mm packing (one thick packing shim) inserted, the lock arm still engages, then the 1.6mm packing shim must be removed and 1.8mm (three thin packing shims) inserted.
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0774
Issue One
When the 3.5mm gauge is removed and a 1.5mm gauge is positioned in line with the lock arm (Figure D68), the lock arm should fully engage and the drive lock slide complete its movement (Figure D69)
1.5mm Gauge
Figure D68
Mk 1 Equipment
Mk 2 Equipment
Figure D69
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Code of Practice
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3.12.2 (Mk 2 Only) Drive Lock Slide Position The drive lock slide protrudes from the rear of the body by approx 25mm when the points are fully locked (refer to Figure D70).
Measuring along the top face of the lock slide, determine the amount of slide protruding from the body. If there is less than 25mm of slide showing, this can be caused by incorrect setting of the lock arm clearances.
Figure D70 3.12.3 Tie Bar Clear of Actuators Insert the 3mm gauge between the top of the tie bar and the underside of the actuator packings at the centre thrust bracket. Ensure that a clearance of at least 3mm exists at this point (Figure D71).
If the clearance does not existing, check the following: Packing plate not fitted under the centre thrust bracket (only fitted when heater pads fitted). Misalignment of the lock body, ie. drive lock slides pointing up to the track centre. Tie bar fitted upside down or drilled too low.
Take corrective action as necessary.
3mm min.
Tie Bar
Figure D71
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Code of Practice
GK/RT
0774
Issue One
3.12.4 Hydraulic System Pressure Checks a) Normal/Reverse Drive Hydraulic Pressure (75bar Max) When driving, hydraulic pressures should not exceed 75bar, although they will vary from point end to point end.
Pressures of more than 75 bar indicate excessive weight on the points, which must be located and rectified. Using a T piece, connect the hydraulic pressure gauge, in turn, to the Normal/Reverse hydraulic outlet on the power pack and, operating manually, measure and record the pressure required to unlock, throw and lock the points in both Normal and Reverse positions.
b) Normal/Reverse At Rest Hydraulic Pressure (85 195bar) Operating manually with a hydraulic pressure gauge connected, ensure that the pressure at the end of travel peaks at not more than 105bar nor less than 85bar.
Pressures outside these valves indicate that the pressure relief valve in the power pack is incorrectly set and the power pack must be renewed. Record the Normal/Reverse At Rest hydraulic pressure.
c) Normal/Reverse At Rest Hydraulic Pressure (Steady) Operating manually with a hydraulic pressure gauge connected, ensure that the At Rest pressure remains steady for at least one minute.
Loss of pressure indicates a faulty power pack or leaking hydraulic hoses/actuators. If a Smiths power pack is fitted and there is loss of pressure, it may be caused by the non-return valves in the pack. Renew the power pack as necessary. Note : Ensure that the locking wires (Railway Cat No 86/032498) are renewed.
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3.13 Detection Setting For satisfactory operation under conditions of track vibration, it is necessary for detection to have a margin of pre-travel before the contacts operate. This is obtained by adjustable tappet screws located on the cam followers.
The whole of the following procedure must be used every time any adjustments, no matter how small, are to be made to the electrical detection. Whilst this procedure explains how to set detection, it should also be used as part of routine maintenance to check that the detection is correctly adjusted. Firstly, ensure that all the necessary disconnections have been made in accordance the Rule Book. Disconnect the incoming and outgoing detection links at the location case. Electrical detection should be adjusted in the following order: 1 2 3 4 Left hand tappet screw. Right hand tappet screw. Point detector blade adjustable cam Overall checks.
3.13.1 Left Hand Tappet Screw Operate the points to close and lock one side. Ensure that the lock is fully engaged and the drive lock slide has completed its stroke. (Figure D72).
Figure D72
Slacken the detector blade locking nut 1/16th of a turn and turn the adjusting screw on the adjustable cam clockwise until it reaches the adjustable cam so that no thread is visible. Check that the point closed and locked (LH) cam follower has fully dropped to the back contacts made position. Connect a meter (resistance scale) across terminals K & B, and check that a closed circuit is indicated. If not, screw the tappet screw into the cam follower until a closed circuit is obtained. 60 RAILTRACK

Code of Practice
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0774
Issue One
Insert a 2mm gauge between the tappet screw and the LH limit switch plunger (bevelled edge facing up) and adjust the tappet screw until the back contents are just broken and the meter indicates open circuit (Figure D73). If the limit switch can be heard to click but the meter reading indicates that the contacts are still closed, this could be due to an alternative patch via the detection circuit strapping. (This usually occurs at the first lock body from the feed.) To prevent this, ensure the RH limit switch front contacts are made (plunger in). Remove the 2mm gauge and insert a 1.5mm gauge (bevelled edge facing up) and check that the back contacts are made (meter indicates a closed circuit). If not. screw the tappet screw into the cam follower until a closed circuit is obtained, and then re-check with the 2mm gauge. Tighten tappet screw lock nut and re-check.
2mm or 1.5mm Gauge
Point Closed LH Cam Follower
Figure D73
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Code of Practice
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3.13.2 Right Hand Tappet Screw Operate the points manually to open the switch rail 25mm (Figure D74) and adjust the tappet screw on the point open (RH) cam follower to come level with the tappet screw on the point closed (LH) cam follower.
Re-close and lock the points and continue the adjustment of the point detection.
25mm
View on Arrow
Level
Point Open (RH) Cam Follower
Figure D74
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Issue One
3.13.3 Setting the Adjustable Cam This adjustment should only be made when the tappets screws are correctly set. The adjustment is made with the relevant switch rail closed and locked. The adjustment required is such that the back contacts of the LH limit switch just break with the switch rail open 4mm at the lock, but remain made with the switch rail open 2.5mm.
Insert the 4mm gauge between the detector blade lug and the shoulder of the connecting eye and tighten the nut (Figure D75). If the previous operations have been followed, a closed circuit will be indicated across terminal K & B.
4mm or 2.5mm Gauge LH Limit Switch
LH Cam Follower Detector Blade Lug Adjusting Screw Lock Nut
Detector Blade
Figure D75
Slacken the detector blade locking nut 1/16th of a turn and turn the adjusting screw on the adjustable cam anti-clockwise until detection just breaks and the meter indicates open circuit. Tighten the lock nut. Remove the 4mm gauge and insert the 2.5mm gauge in its place. The detection should be made. If the detection is broken, return to the LH tappet screw (3.13.1) and start again. Remove the 2.5mm gauge and tighten the detector blade lug to a torque of 70Nm and the detector blade lock nut to a torque of 100Nm, whilst preventing the adjusting screw from rotating.
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3.13.4 Overall Detection Check On completion of all adjustments the following conditions should be checked.
With the switch rail closed and locked and the drive lock slide at the limit of its stroke, a small gap should be observed between the left hand cam follower tappet screw and its limit switch plunger button. Check that detection breaks when a 2mm gauge is inserted in this gap, but remains made when a 1.5mm gauge is inserted (Figure D76). This operation is to ensure that the tappet clearance has not altered during the adjustment of the point detection.
2mm or 1.5mm Gauge
8mm - 15mm
Figure D76
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0774
Issue One
The following check determines the clearance between the leading edge of the fixed cam and the notch in the LH cam follower foot (Figure D76). Operating manually to unlock the points and measuring across terminals K & B, the LH limit switch back contacts should break when the drive lock slide has moved between 8mm and 15mm (5mm and 10mm for Mk1), and remain broken throughout the rest of the stroke (Figure D77). If values of more than 15mm are obtained, it indicates that the 3 6mm lock arm clearance, set during actuator installation, is too small. Conversely, if values less than 8mm are obtained, then the 3 6mm clearance is too large.
8mm - 15mm
Detection breaks between 8mm and 15mm of travel (5mm and 10mm on Mk1)
Figure D77
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Transfer the meter to terminals K & F. The RH limit switch back contacts should first make when the toe of the switch rail has moved not less than 95mm from the stock rail and remain made to the fully open position of the switch rail (Figure D78). If a value of less than 95mm is obtained, either the adjustable cam or the RH tappet is incorrectly set. Repeat the whole detection setting procedure for the opposite switch rail.
95mm Min (76mm for SW Dia)
Figure D78
Note: At no time are any adjustments made for open switch detection. Provided closed switch detection is correct and minimum switch opening is available then, due to the fixed length of the top edge of the adjustable cam, correct open switch detection will automatically reset.
3.13.5 Switch Diamonds The detection setting procedure for switch diamonds is identical to that for plain leads, except that open switch detection should be obtained after 76mm.
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3.14 Drilling the Tie Bar and Stretcher Bars The importance of correct marking off and drilling cannot be overstressed.
Using the tie and stretcher bar punch guide and centre punch (Figure D79), mark off the plain end of the tie bar whilst clamped to the drive lock slide and bracket. Using the marking off tool and centre punch, mark off the plain end of the stretcher bars whilst clamped to the stretcher bar brackets. Remove and drill both the tie bar (two holes 16mm diameter) and the stretcher bars (two holes 53/64 diameter), as shown in Figure D80. Bolt the tie bar to the drive brackets together with the actuator covers and crowbar lugs. Bolt the stretcher bars (and the drive lug, when required for multiple drives) to the stretcher brackets.
Centre Punch
Punch Guide
12mm Diameter
20mm Diameter
60mm
50mm
Figure D79
Clamp
53
16mm Dia
64 "
dia
Clamp
Figure D80
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3.15 Final Security Check Replace all plain nuts with self locking nuts and ensure that all bolts are tightened to the torque settings shown below: Size
Lock and detector mechanism and switch rail bracket bolts. Locking piece screws Detector blade lug nut Detector blade locking nut Actuator socket mounting and tie bar bolts M20 (30 A/F) M12 (19 A/F) M16 (24 A/F) M16 (24 A/F) M16 (24 A/F)
Torque
250 Nm. 60 Nm. 70 Nm. 100 Nm. 100 Nm.
Bend over the tab washers on each locking piece screw. Check that the split pins at both ends of each pivot pin and both ends of each actuator are fully opened. Fasten the point number identification plate to the timber/bearer on the normally closed switch side of the points. Check that the hydraulic hoses are clear of all moving parts and are protected from damage.
3.16 Installation of Cables Electrical installation of clamp locks is no different from any other electrical installation, and must be carried out in accordance with the applicable instructions in the Signalling Installation Handbook.
Standard circuits are used wherever possible, and only point numbers, fuses and terminal numbers differ. Diagrams issued for a particular installation must be followed, and wiring must be installed accordingly. Generally, all cable used for both the power pack and the detector is 4-core 2.5mm2 (f). Each cable should be sealed with a moisture seal and secured to the unit using the Elkay 255BR glands provided or a suitable alternative. These glands must provide firm support for each cable. 2.5mm2 (f) cable should be terminated with black sleeved ring tongue crimp connectors using the appropriate crimping tool. Care must be taken to ensure that the insulation of the crimp does not rest on an adjacent terminal
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Issue One
The following method of cabling to the lock and detector mechanism, which was introduced in 1989, employs standard lengths of pre-formed 4-core cable designed to fit directly on to the 5-way 2BA terminal block in each detector mechanism (Figure D81)
K 1A 2B 3E 4F L 1C 2D 3G 4H
Figure D81
The cables are available in four standard lengths: short, medium, long and extra long. For one point end, three cables are required, which are usually: one short, one medium and one long. In third rail areas, one medium cable, one long cable and one extra long cable are rerquired. The pre-formed detection cables are terminated on binding posts in a disconnection box mounted on the rear of the power pack (Figure D82). The cables to the location case must be terminated before the cables to the detectors.
Power Pack
Disconnection Box
Concrete Block
3.17 Functional Testing and Commissioning Before the points can be commissioned, all testing must be completed in accordance with the Signalling Works Testing Handbook or Signalling Maintenance Handbook where applicable.
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Issue One

1 Introduction
Date August 1995 Page E 1 of 9
This Part consists of GK/RT0241: Signalling Maintenance Specifications - parts S/MS PB11 and GS/MS PB15. Reference shall be made to the current issue of those documents when carrying out he relevant maintenance activities detailed below. For further details of particular maintenance checks and details of Pointcare, which is a higher standard of maintenance, refer to Part J.
2 GS/MS PB11
Includes: Mk1 (Fabricated Body) and Mk2 (Cast Body) See also: PA11 POINTS Joint S&T/CE Checks PA51 POINTS Fittings PB15 Hydraulic Power Pack (Clamp Lock Type)
The machine must not be operated electrically until any adjustments made have been provided by hand pump operation. Service A 1.1 Disconnect the detection at the location by slipping the links between the detection relays (or SSI inputs) and the clamp lock equipment. 1.2 Isolate machine by turning to the 'Manual' position on the Hydraulic Power Unit. 1.3 Carry out Facing Point Test (Appendix A). 1.4 Select the 'Power' position on the Hydraulic Power Unit. 1.5 Reconnect the detection at the location. 1.6 Record the results and other details on the Facing Point Test Record Form. 1.7 Ensure the RKB 222 padlock is fitted to the Local Control Hinged Lid. 1.8 Test by operation from the signal box and to observe that the apparatus functions correctly. Service B Note: The cam follower pivot and the drive lock slide/drive bracket coupling should NOT be lubricated. 2.1 Isolate the machine by turning to the 'Manual' position on the Hydraulic Power Unit. 2.2 Remove all fire risks and potential obstructions to equipment, e.g. waste paper and ballast. CLAMP LOCK MECHANISM ON OPEN SWITCH 2.3 Examine the lock and detector mechanism assembly, lock arm bracket assembly, turned pins, split pins, fixing bolts, nuts, bolts, set screws and washers. 2.4 Examine, where fitted, the heater mounting stud bolts - (MK1 fabricated body only).
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Issue One Date August 1995 Page E 2 of 9 2.5 Examine the location studs (fitted to 113A rail - MK1 fabricated body only).
2.6 Clean exposed parts of all working surfaces on the lock arm, lock arm pivot, fixed cam, adjustable cam, locking place, cam followers, drive lock slide and slideway. 2.7 2.8 Check the lock arm and detection blade are free to slide on the pivot pin. Ensure the lock arm is free to pivot vertically upwards.
2.9 Lubricate with Rocol all working surfaces o the fixed cam, adjustable cam, lock arm, locking place and he lock arm pivot at the positions shown in Figure E1. 2.10 Lubricate liberally, the drive lock slide, slideway, lock arm, detector blade, and locking piece with Rocol spray at the positions shown in figure E1. 2.11 Examine and clean the drive lock slide/drive bracket coupling and the bottom of the lock arm. 2.12 2.13 2.14 2.15 Examine terminal and micro switch assemblies. Clean and protect terminals as necessary. Examine cable entries and cable glands, ensure cables are not chafing. Examine wiring for damage or decay.
Figure E1
2.16 Lubricate the padlock.
2.17 Check the support bracket is secure and not damaged. (MK1 fabricated body only).
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Code of Practice
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Issue One
CLAMP LOCK MECHANISM ON CLOSED SWITCH 2.18 Have the points operated on power? Ensure the overload protection takes 6 to 9 seconds to operate. 2.19 Wipe and examine the cam adjusting screw. 2.20 Lubricate with mineral oil the cam adjusting screw. 2.21 Ensure a clearance of at least 3mm exists between the lock arm and the drive lock slide by inserting the 3mm gauge. 2.22 Ensure a clearance of between 4mm and 12mm exists between the top of the drive lock coupling and the bottom of the lock arm. 2.23 Check the pin in the drive bracket coupling bolt is located correctly. 2.24 Repeat items 2.3 to 2.23 for opposite lie of points.
HYDRAULIC EQUIPMENT
2.25 Check the locking wires on the hose connectors are intact. 2.26 Examine actuators for leakage of hydraulic fluid, particularly the spigots at the centre thrust bracket. 2.27 Examine centre thrust bracket, coupling bar, drive brackets, split pins, fixing bolts, nuts, bolts and washers. 2.28 Select the 'Power' position on the Hydraulic Power Unit. 2.29 Ensure the RKB222 padlock is fitted tot he Local Central Hinged Lid. 2.30 Test by operation from the signal box and observe the apparatus functions correctly. Service C 3.1 isolate the machine by turning to the 'Manual' position on the Hydraulic Power Unit.
CLAMP LOCK AND HYDRAULIC ACTUATORS

3.2 Brush, wash and examine actuator covers. 3.3 Check using the insulated 25mm gauge that the cam follower tappet screws protrude no more than 25mm see Figure E2. 3.4 3.5 Carry out the Detection Test (Appendix B). Select the 'Power' position on the Hydraulic Power Unit.
25mm max
Figure E2
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Code of Practice
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Issue One Date August 1995 Page E 4 of 9 2.31 2.32 Ensure the RKB222 padlock is fitted tot he Local Control Hinged Lid. Reconnect the detection at the location.
2.33 Test by operation from the signal box and observe the apparatus functions correctly.
Service D
MK1 - FABRICATED BODY ONLY 4.1 Examine the rail close to the lock body for significant wheel burns, rail irregulations, stepped rail joints and poor condition of permanent way. Inform your supervisor of any signs of the above. 4.2 Clean the body frame if necessary.
4.3 Examine the lock body and welds for cracks. The most likely areas of crack formation are shown in Figure E3.
Typical Location Of Cracks Weld
Figure E3
If cracks are detected the points must be treated as defective. One of the following approved tests must be used. CRACK DETECTION - DYE PENETRANT TEST
CAUTION: Where gas type point heaters are fitted the gas supply must be turned off prior to this test. If the points were being heated they should be allowed to cool.
4.4 Clean and de-grease the lock body using an approved cleaner and allow to dry. 4.5 Spray the dye penetrant in an even film over the area to be tested from a distance of 300mm. 4.6 Wait for 10 minutes to allow complete penetration of any cracks. 4.7 Wipe all excess dye from the surface using a paper tissue moistened with cleaner. All read colouration should be removed from the surface. 4.8 Spray the developer in an even film over the area to be tested. 4.9 Wait for 10 minutes to allow the developer to react with any remaining dye. Any cracks that are present will show up as red liens against the white background. CRACK DETECTION - EDDY CURRENT TEST The Eddy Current Detector Meter must be used in accordance with the instruction manual.
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Code of Practice
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Issue One

Appendix A : Facing Point Test
5.1 Connect a meter set to the correct voltage range across the outgoing KR terminals on the mechanism being tested. 5.2 Check that detection is made. 5.3 With the 3.5mm end of the Point Checking Gauge between the switch and stock rail at a point in line with the bolt securing the stock rail in the first slide chair, ensure that the lock arm does not complete its travel by at least 30mm. 5.4 5.5 Observe that the detection is broken by referring to the meter. Remove the gauge.
5.6 With the 1.5mm gauge between the switch and stock rail at a point in line with the lock arm, ensure that the lock arm fully engages and the drive lock side completes its stroke. 5.7 5.8 5.9 Observe that detection is made by referring to the meter. Remove the gauge. Repeat items 5.1 to 5.8 for the opposite point tongue.
If either lock fails to pass the tests in 5.1 to 5.8 adjustments and testing must be carried out in accordance with Appendix D.
Appendix B : Detection Test

Note: Left and Right hand in connection with the micro-switches refers to the micro-switch position when viewed from outside the track. 6.1 Disconnect the detection at the location by slipping the links between the detection relays (or SSI inputs) and the clamp lock equipment. 6.2 Isolate machine by turning to the 'Manual' position on the Hydraulic Power Unit. WITH THE SWITCH OPEN 6.3 Set a meter to the correct voltage range and connect it across the outgoing KR terminals on the mechanism being tested. 6.4 Observe that detection is made by referring to the meter. If incorrect suspend this service and carry out the FULL TEST in accordance with Appendix C. 6.5 Check the right hand micro-switch plunger is clear of its cam follower tappet screw. If incorrect suspend this service and carry out the FULL TEST in accordance with Appendix C. 6.6 Operate the right hand micro-switch. 6.7 Observe that detection is broken by referring to the meter. If the detection remains made, investigate for cause. Suspend this service and carry out the FULL TEST in accordance with Appendix C. WITH THE SWITCH CLOSED AND LOCKED 6.8 Transfer the meter tot he other outgoing KR terminals.
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Issue One Date August 1995 Page E 6 of 9 6.9 Observe that detection is made by referring to the meter.
6.10 Insert a 4mm gauge between the point detector blade lug and the shoulder of the connecting eye and tighten nut. If the detection remains made, suspend this service and carry out the FULL TEST in accordance with Appendix C. 6.11 6.12 Remove the 4mm gauge, insert the 2.5mm gauge and tighten nut. Observe that detection is made by referring to the meter.
If the detection is broken, suspend this service and carry out the FULL TEST in accordance with Appendix C. 6.13 6.14 Remove the 2.5mm gauge and tighten the nut. Observe that detection is made by referring to the meter.
6.15 Insert the 1.5mm gauge between the left hand micro-switch plunger and the cam follower tappet screw. 6.16 Observe that detection is made by referring to the meter.
If the detection is broken, suspend this service and carry out the FULL TEST in accordance with Appendix C. 6.17 Remove 1.5mm gauge and insert the 2mm gauge between the left hand micro-switch plunger and the cam follower tappet screw. 6.18 Observe that detection is broken by referring to the meter.
If the detection remains made, suspend this service and carry out the FULL Test in accordance with Appendix C. 6.19 Repeat items 6.3 to 6.18 for the other mechanism. Quick Guide to Appendix B
AT OPEN SWITCH
RH Tappet screw clear ? YES RH M/switch breaks detection ? YES AT CLOSED SWITCH
NO
NO
Investigate the cause
4mm - detection broken ? YES 2.5mm - detection made ? YES 1.5mm - detection made ? YES 2mm - detection broken ? YES Repeat for points reversed
NO
NO
NO
NO
Carry out Full Test
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Code of Practice
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Issue One

Appendix C : Full Test
LOCK AND DETECTION SETTING
7.1 Disconnect the detection at the lineside apparatus case by slipping the links between the detection release (or SSI inputs) and the clamp lock equipment. 7.2 Unit. 7.3 Isolate machine by turning to the 'Manual' position on the Hydraulic Power Close and lock the switch rail.
7.4 Slacken the detector locking nut by 1/16th of a turn and turn the adjusting screw clockwise until the adjustable cam has reached the head of the adjusting screw. 7.5 Connect a meter set to the correct voltage range across the outgoing KR terminals on the mechanism being tested. Check that detection is made. 7.6 Insert the 2mm gauge between the left hand micro-switch plunger and the cam follower tappet screw. 7.7 Adjust the left hand tappet screw until detection is broken by referring to the meter. Tighten the lock nut. 7.8 Replace the 2mm gauge with the 1.5mm gauge and observe the meter reading. If the detection remains broken adjust the left hand tappet screw until detection is made. Tighten the lock nut. If any adjustment has been made to the left hand tappet screw to obtain detection then you must return to 7.3. If the detection is made remove the gauge. 7.9 Insert the 4mm gauge between the point detector blade lug and the shoulder of the connecting eye and tighten nut. 7.10 Whilst observing the meter turn the adjusting screw antiWclockwise until the detection is just broken. Tighten nut and observe that the detection remains broken. 7.11 7.12 Remove the 4mm gauge. Insert the 2.5mm gauge and tighten nut. Observe that detection remains made by referring to the meter.
If the detection is broken remove the 2.5mm gauge and return to 7.3. 7.13 7.14 Remove the 2.5mm gauge and tighten nut. Observe that detection remains made by referring to the meter.
7.15 Insert the 1.5mm gauge between the left hand micro-switch plunger and the cam follower tappet screw. 7.16 Observe that detection is made by referring to the meter.
If the detection is broken, do not adjust the tappet screw but return to 7.3.
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Issue One Date August 1995 Page E 8 of 9 7.17 7.18 Replace the 1.5mm gauge with the 2mm gauge. Observe that detection is broken by referring to the meter.
If the detection remains made, do not adjust the tappet screw but return to 7.3. 7.19 7.20 Remove the 2mm gauge. Open the closed switch to an opening of approximately 25mm.
7.21 Observe that the right and tappet screw is level with the left hand tappet screw. Adjust the right and tappet screw as necessary. Tighten the lock nut. 7.22 Check, with the switch rail fully open, that there is a gap between the right hand micro-switch plunger and its tappet screw. 7.23 7.24 Repeat 7.3 to 7.22 for the opposite switch. Carry out the FACING POINT Test in accordance with Appendix A.
Appendix D : Lock Adjustment

If it is found on re-adjustment that more than a 0.6mm shim is needed, the points may have been run-through and should be checked for switch rail/stretcher bar damage. Before lock adjustment is carried out, check for wear on the locking piece locating studs (fabricated body only), worn lock arm, stretched lock arm and the inner edges of the switch and stock rail.
Note: Tab washers must be renewed following any fine adjustment.

Fine adjustment is effected by inserting shim plates behind the locking piece in the lock body unit. Shims 0.6mm and 1.6mm are available for this purpose. If the total amount of fine adjustment shim packing is likely to exceed the maximum permitted thickness of 4mm then coarse adjustment may be required. Coarse adjustment is effected by inserting packing plates between the lock arm bracket and the switch rail web. Packing plates 3mm and 1.6mm thick are available for this purpose If coarse packing is increased because the fine packing would exceed 4mm, the stretcher bar and tie bar/actuator packing must be reset to maintain the 3mm clearance between the lock arm and the drive lock slide. If coarse lock adjustment has been made the Detection Test must be carried out in accordance with Appendix B.
3 GS/MS PB15
Includes:- 2 Port Clamp lock power pack, 4 Port Clamp lock power pack, Actuator hoses. See also:PB11, Rail Clamp Point Lock
Service A 1.1 Check the hydraulic fluid is within 6mm of the top of the reservoir by observing the level indicator.
1.2 Ensure the RKB 222 padlock is fitted to the Local Control Hinged Lid.
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Code of Practice
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Issue One
Service B 2.1 Isolate machine by turning to the 'Manual' position on the Hydraulic Power Unit.
2.2 2.3 2.4 2.5 Examine cable entry, cable gland and ensure cables re not chafing. Examine terminals and cover plate. Clean and protect terminals as necessary. Examine wiring for damage or decay.
2.6 Examine actuator hoses and connections for chafing, fire damage and security. If adjustment to the hose connections is necessary do not over tighten. 2.7 Check the locking wires on the hose connectors are intact.
2.8 Apply mineral oil lightly to the hand pump mechanism and where applicable, to guides, pivots and joints of the manual selection mechanism. 2.9 2.10 2.11 2.12 Check cover and unit for foreign bodies. Select the 'Power' position on the Hydraulic Power Unit. Lubricate the padlocks. Ensue the RKB222 padlock is fitted to the Local Control Hinged Lid.
Service C 3.1 Isolate machine by turning to the 'Manual' position on the Hydraulic Power Unit.
3.2 3.3 3.4 3.5 3.6 3.7 Clean, ash and examine the casing. Clean the interior of the Hydraulic Power Unit. Examine the Hydraulic Power Unit mounting. Examine the manual control selection mechanism. Examine the solenoid valve block. Check the locking wires on the hose connections are intact. The commutator
3.8 Check, where accessible, the motor commutator. should be a light coffee colour.
3.9 Clean where accessible, the commutator surface with a lint free cloth moistened with cleaning fluid. 3.10 Examine, where accessible, the motor brushes. The brushes should slide freely in their holders and seat fully on the commutator. 3.11 3.12 3.13 Flush carbon deposits clear of brush gear with cleaning fluid (aerosol). Select the 'Power' position on the Hydraulic Power Unit. Ensure the RKB222 padlock is fitted to the Local Control Hinged Lid.
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Code of Practice
GK/RC0774
Issue One Date August 1995 Page F 1 of 14
Part F Component Replacement

1 General
This Part contains details of the components which can be replaced, and the procedures that should be followed when changing those components.
IMPORTANT: Before starting work the relevant parts of the Rule Book must be applied. Isolate the machine by turning the hydraulic power unit to Manual. Disconnect all out-going and in-coming detection links, and all power pack links at the lineside apparatus case.
Where it is necessary to renew the lock and detector mechanism, the complete installation procedure should be carried out as detailed in Part D.
Note: A new tie bar and first permanent way stretcher bar will be required in most cases.
The lock and detector mechanism must not be dismantled in any way, except for the renewal of the limit switch assembly or removal/replacement of the locking piece. As well as detailing the procedures for a complete strip down of the clamp lock and the replacement of permanent way slide chair bolts, this part includes the replacement of individual components that most commonly require replacing during fault finding and maintenance.
Note: After the renewal of any component, the Signalling Maintenance Testing Handbook (SMTH) must be referred to for the necessary testing procedures.
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Code of Practice
GK/RC0774
Issue Date Page
One August 1995 F2 of 14
2 Complete Strip Down

When it is necessary to dismantle the clamp lock completely for renewal or permanent way work, the following procedure should used: 1 Carry out the necessary disconnections and arrange the required protection using the procedures shown in the Rule Book. 2 Disconnect all appropriate fuses, cable links etc.
3 Hand pump the points to the mid-position and insert scotches for finger protection. 4 Disconnect the hydraulic hoses from both actuators. If the hoses are to be re-used, seal their ends to prevent ingress of dirt.
Caution:
5
Hoses contain hydraulic fluid under pressure. Take care W goggles should be worn.
Slacken the tie bar bolts and remove the actuator covers.
6 At the centre thrust bracket, undo and remove the actuator socket mounting bolts. Remove the split pins from both ends of he actuators and remove the actuators. 7 At the point where the stretcher bar connects to its bracket, undo and remove all bolts. Remove the stretcher bar. 8 Repeat step 7 for the tie bar.
9 Undo the three nuts securing the switch rail bracket. Remove the bracket and drive lock slide by sliding towards the four foot. Remove any coarse packing, taper packing and the bolts. 10 Undo the nuts on each lock and detector mechanism and slide the mechanism off its drive lock slide. Remove the bolts. 11 Disconnect any cables as required.
12 Remove the four coach screws on the centre thrust bracket and lever the bracket off the soleplate.
RAILTRACK
Code of Practice
GK/RC0774

3 Permanent Way Slide Chair Bolts
When the Permanent way Engineer changes slide chair bolts, the switch rail is required to be jacked up to allow the bolts to be pulled clear of the stock rail. To allow the switch rail to be jacked up, use the following procedure: 1 Carry out the necessary disconnections and arrange the required protection using the procedures shown in the Rule Book. 2 3 4 5 6 7 8 9 10 Disconnect all fuses, cable links etc, as appropriate. Fully open the switch, but do not lock opposite side. Remove the split pin from the "heel" end of the pivot pin. Release the stretcher bar at the most convenient point. Withdraw the pivot pin from the lock arm and detector blade. The switch is now free to be jacked up. Replacement is a direct reversal of the above procedure. Re-adjust detection as necessary. Carry out the FPL test.
Note: For consistent performance, conventional bolts and Hookbolts should not be mixed.
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Code of Practice
GK/RC0774
Issue Date Page
4 Hydraulic Actuator
Refer to Figure F1 1 Ensure the necessary protection is provided using the procedures shown in the Rule Book. 2 3 4 Refer to SMTH for pre-installation checks. Fully extend the actuator which is to be replaced. Disconnect the appropriate hydraulic hose and plug the end.
Caution: Hoses contain hydraulic fluid under pressure. Take care - goggles should be worn. 5 6 Remove split pins from each end of the actuator. Compress the actuator and remove.
7 With the replacement actuator compressed, re-connect the appropriate hydraulic hose. 8 Place the actuator into position and extend by slowly pumping the power pack. Take care first to align the split pin holes at the drive lock slide bracket. 9 10 11 12 13 14 Insert and open the split points at both ends of the actuator. Check the hydraulic system for leaks. Renew and secure the lock wires. Carry out the FPL test. Test in accordance with SMTH. Test by operation from the signal box.
Actuator
Actuator
Figure F1
RAILTRACK
Code of Practice
GK/RC0774

5 Limit Switch Assembly
Refer to Figure F2.
There are various methods to change a faulty limit switch: As a pair without mounting plat This is the recommended method (Figure F2) As a par with mounting plate. This is not recommended on Mk 2 equipment as removal of the mounting plate will release the cam follower return springs. However, where the mounting is damaged and requires renewal, the procedure shown in Section 6 should be used. 1 Ensure the necessary protection is provided using the procedures detailed in the Rule Book. 2 Remove detector cover.
3 Using a 13mm socket spanner, undo and remove the two nuts securing the limit switch bracket assembly to the mounting plate. 4 Remove the flanged bush and resilient washer from each side.
5 Gently ease the switch assembly way from the mounting plate (taking care not to damage cable cores) until it is possible to fit the replacement assembly.
Note: One resilient washers remains on stud.

6 Fit and secure the new assembly, taking care to align the resilient washers and flanged bush. 7 8 9 10 11 Change over cable terminations and straps (where applicable) individually. Label faulty assembly. Check that detection is correctly set as detailed in Part D Section 3.13. Test in accordance with SMTH. Test by operation from the signal box.
Terminal Block Switch Bracket Cable Support Limit Switch
Figure F2
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GK/RC0774
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6 Limit Switch Mounting Plate (Mk 2)

Refer to Figure F3. 1 Ensure the necessary protection is provided using the procedures detailed in the Rule Book. 2 Remove the limit switches as described in Section 5. 3 Using a 24mm socket spanner, undo and remove the two spring housing screws. Note that the LH cam follower has two springs, one inside the other, whilst the RH cam follower only ahs one spring. 4 Using a 6mm Allen key, undo and remove the four socket cap screws. 5 Gently ease the mounting plate assembly away from the body (taking care not to disturb the cam follower return springs). 6 Fit and secure the new mounting plate. 7 Using a 24mm socket spanner, refit the two spring housing screws ensuring the cam follower springs are correctly seated. 8 Change over cable terminations and straps (where applicable) individually. 9 Check that detection is correctly set as detailed in Part D Section 3.13. 10 Test in accordance with SMTH. 11 Test by operation from the signal box
Terminal Block Switch Bracket Cable Support Self Locking Nut Flanged Bush Limit Switch
Resilient Washer
Spring Housing Spring
Switch Mounting Plate
Figure F3
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7 Locking Piece
Refer to Figure F4 and to Figure F5. There are two types of locking piece: one for Mk 1 and one for Mk 2. The two types are not interchangeable. On Mk 2 equipment, the locking piece is reversible ( Figure F4). It is recommended that if a new face is to be used on these locking pieces, the old face should be marked with a chisel cut to identify that it is no longer in use. Earlier versions of the Mk 2 locking piece were formed of a bronze strip on a steel backing plate. Later versions are machined from one solid piece of bronze.
Figure F4
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1 Ensure the necessary protection is provided using the procedures detailed in the Rule Book. 2 3 4 5 6 7 8 9 Remove appropriate detector cover. Remove and renew the two tab washers. Undo and remove the two locking piece screws (19mm). Slide out the locking piece and replace with new item (Figure F5). Tighten the locking piece screws to a torque of 60Nm. Carry out the FPL test. Bend over the tab washers. Test by operation from t he signal box.
Packing Plates
Screws
Locking Piece Tab Washer
Figure F5
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Code of Practice
GK/RC0774

8 Lock Arm, Detector Blade and Drive Lock Slide
Refer to Figure F6.
The following procedure can be used to change a lock arm, detector blade or drive lock slide. 1 Ensure the necessary protection is provided using the procedures detailed in the Rule Book. 2 3 4 5 Fully open the switch and lock the opposite side. At the drive lock slide end bracket, undo and remove the coupling bolt. Close but do not lock the switch. Remove the split pin from the "heel" end of the pivot pin.
6 Remove the split pins from the actuator on the side of the lock arm to be changed. 7 Withdraw the pivot pin clear of the detector blade and lock arm. (Note that when changing the LH lock arm, it may be necessary to ease the LH actuator out of the centre socket mounting to clear the centre thrust bracket lugs to allow withdrawal of the pivot pin.) 8 Push the tie bar and actuator assembly to the side to clear the drive lock slide (refer to * in Figure F6). 9 10 11 12 13 14 15 Withdraw the drive lock slide sufficiently to lift out the lock arm. Insert the new lock arm/detector blade into the drive lock slide. Push the drive lock slide/lock arm firmly into the lock body. Assembly is the reverse of the above. Check that detection is correctly set as detailed in Part D Section 3.13. Carry out the FPL test. Test by operation from the signal box.
Figure F6
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9 Switch Rail Bracket

Refer to Figure F7. 1 Ensure the necessary protection is provided using the procedures detailed in the Rule Book. 2 Remove the lock arm and detector blade using the procedure shown in Section F8. 3 4 5 6 7 Open the switch rail and remove the three switch rail bracket bolts. Remove the switch rail bracket. Fit the replacement bracket and tighten the bolts to torque of 250Nm. Refit the lock arm and detector blade. Carry out the FPL test.
8 Fully close and lock the switch and check that the switch opening is at a minimum of 105mm and that a 3mm clearance exists on the closed switch side. (If the switch opening is less than 105mm, or a 3mm clearance does not exist, carry out the installation procedure with regard to length of the stretcher bar, tie bar and actuator packings). 9 10 Check that detection is correctly set as detailed in Part D Section 3.13. Test by operation from the signal box.
Switch Rail Bracket Taper Packing
Switch Rail Web
Coarse packing
Lock Arm Pivot Pin
Point Toe
Figure F7
10
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GK/RC0774

10 Lock Arm Detector Blade Common Bush
Refer to Figure F8.
1 Ensure the necessary protection is provided using the procedures detailed in the Rule Book. 2 Close and fully lock the switch rail. Remove the adjustable cam using the procedure shown in Section F11. 3 4 5 6 7 Fully open the switch rail. Remove the detector blade lug out. Remove the split pin from the "heel" end of the pivot pin. Withdraw the pivot pin clear of the detector blade and lock arm. Slide the lock arm and detector blade away from the switch rail.
8 Using a pair of external circlip pliers, remove the circlips from both ends of the common bronze bush. 9 Slide the lock arm d detector blade lug off the bush.
10 Fit the replacement bush, taking care to ensure that the circlips are correctly seated. 11 12 13 14 Reassembly is a direct reversal of the above procedure. Check that detection is correctly set as detailed in Part D Section 3.13. Carry out the FPL test. Test by operation from the signal box.
Figure F8
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11 Adjustable Cam
Refer to Figure F9. 1 Ensure the necessary protection is provided using the procedures detailed in the Rule Book. 2 3 4 Close and fully lock the switch rail. Undo and remove the detector blade locking out. Slide the adjustable cam off the detector blade.
5 Replacement is a direct reversal of the above procedure (locking nut torque 100Nm). Note that it may be necessary to lift the RH cam follower to allow the new cam to be inserted. 6 7 Reset detection as detailed in Part D Section 3.13. Test by operation from the signal box
Locking Nut
Figure F9
12
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Code of Practice
GK/RC0774

12 Locating Studs
Refer to figure F10
1 Ensure the necessary protection is provided using the procedures detailed in the Rule Book. 2 3 Slacken the lock and detector mechanism bolts but do not remove the nuts. Ease the mechanism away from the rail.
4 The locating studs can now be prised out of the mechanism. If the studs are seized into the body then remove the locking piece and use a small punch to remove the studs. 5 Fit the replacement studs (steel) and refit the mechanism on the rail, ensuring that the studs seat correctly. 6 7 8 Reset the detection as detailed in Part D Section 3.13. Carry out the FPL test. Test by operation from the signal box.
Adaptor Block
Washer Plate
FB Vertical
Figure F10
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13 First Permanent Way Stretcher Bar

Two factors must be considered when renewing the first permanent way stretcher bar: The switch opening must be at least 105mm. The 3mm open switch clearance must be maintained.
However, both of these figures are related to the standard of the original installation and the amount of roadspread that has occurred. Assuming the installation was correct then, as roadspread occurs, the switch opening and the 3mm clearance will both increase (Figure F11).
3mm
3mm
Figure F11
The procedure shown below will ensure that the vital dimensions are maintained. However, where possible, the track gauge should be checked/restored before a new stretcher bar is fitted. 1 Ensure the necessary protection is provided using the procedures detailed in the Rule Book. 2 3 Remove the first stretcher bar and check the stretcher bar brackets for cracking. Operate the points manually to close and lock the RH switch.
4 At the centre thrust bracket, undo and remove the two nuts on the actuator mounting sockets. Do not remove the bolts. 5 Using a large bar, push the drive lock slide on the closed switch side fully home. 6 Install and clamp the stretcher bar and ensure the switch opening is a minimum of 105mm. (If less than 105mm, carry out the installation procedure with regard to length of the stretcher bar, tie bar and actuator packings). 7 8 9 10 11 Refit the two nuts removed in step 4 (above). Mark off, drill and re-install the stretcher bar. Check that detection is correctly set as detailed in Part D Section 3.13. Carry out the FPL test. Test by operation from the signal box.
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Code of Practice
GK/RC0774
Rail Clamp Point Locks Part G Run-throughs

1 Introduction
Issue One Date August 1995 Page G 1 of 3
When a run-through occurs, the train forces the open switch closed and the closed switch open. This causes the lock arm to stretch (Figure G1) and the permanent way stretcher bars/brackets to become distorted (Figure G2). In very severe cases, the pivot pin on the switch rail bracket may also bend.
202mm
204mm
208mm 215mm
Correct Profile Various Profiles after points 'Run-through'
Figure G1 Comparison of Lock Arm (Type A) after Run-through
Figure G2
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Code of Practice
GK/RC0774

If a run-through is suspected, the lock arm should be removed and examined for distortion between the centre of the pivot pin bush and the locking face. This dimension varies according to the type of lock arm. The latest supplies of lock arm have a straight line engraved on the outer face, which in the event of a run-through should appear bent. If a replacement lock arm is used for comparison, ensure the correct type (A, B, C, D, E or F) is used. Applications of the different lock arms are as shown below: Type A: Type B: Type C: Type D: Type E6: Type F6: All leads other than below Double slips (Inner switches) 1 in 7 and flatter switch diamonds 1 in 5 to 1 in 7 switch diamonds UIC 54/113A plain leads Flat bottom inclined 110A or 113A With Mk 2 equipment. (202mm) (200mm) (233mm) (260mm) (252mm) (212mm)
When the distorted lock arm is removed, use a chisel to mark the pivot pin bush and the locking face of the lock arm to prevent it being re-used. If a run-through is confirmed, it is not sufficient to change the lock arm and check the lock gauge. During virtually all run-throughs on clamp locks, the stretcher bar is distorted although it may not appear so. This causes the switch opening to be reduced, and in time may lead to a premature open switch detection failure. Further damage can occur to the stretcher bar brackets which will cause the switch rail to appear crippled. It may therefore be necessary to renew or reset these brackets, as crippled switches will cause regular point failures.
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Code of Practice
GK/RC0774
Procedure Following a Run-through

The following procedure should be adopted: 1 Change the lock arm and remove the first permanent way stretcher bar.
2 Check the stretcher bar brackets for distortion and the switch rail for signs of cripple. It is not uncommon for switch tips to the badly bent or broken. If switch tips are damaged, the Permanent Way Engineer must be asked to authorise corrective action or agree that the switch is safe for use.
Note: Two factors must be considered when renewing the first permanent way stretcher bar:
The switch opening must be at least 105mm. The 3mm open switch clearance must be maintained.
However, both of these figures are related to the standard of the original installation and to the amount of roadspread that has subsequently occurred. Assuming the installation was correct, the switch opening and the 3mm clearance will both increase as roadspeed occurs (Figure G3).
3mm
3mm
Figure G3
This procedure will ensure that these vital dimension are maintained. However, where possible, the track gauge should be checked/restored before a new stretcher bar is fitted. 3 Operate points manually to close and lock the RH switch. 4 At the centre thrust bracket, undo and remove the two nuts on the actuator mounting sockets. Do not remove the bolts. 5 Using a large bar, push the drive lock slide on the closed switch side fully home. 6 Install and clamp the stretcher bar and ensure the switch opening is a minimum of 105mm. (If less than 105mm, carry out the installation procedure with regard to length of the stretcher bar, tie bar and actuator packings.) 7 8 9 Refit the two nuts removed in step 4. Mark off, drill and re-install the stretcher bar. Check that detection is correctly set as detailed in Part D Section 3.13.
10 Carry out the FPL test. 11 Test by operation from the signal box.
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Code of Practice
GK/RC0774

Part H Fault Finding
1 Introduction
Issue Date Page
One August 1995 H 1 of 12
This Part is a brief description of the procedure to be adopted when attending a clamp lock failure. It does not include drive circuits or line circuits, which are common to most power operated points. It is presumed that the point drive circuits and the hydraulic power pack are functioning correctly. To check the power pack, observe the hydraulic hoses for flexing and relaxing during attempted power operation. A single ended set of points will be considered. (For double ended points, check both ends.) The following is by no means a complete list of all failures. It is designed to aid true fault location in order to prevent other adjustments or actions being used to overcome the failure.
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START
? HAVE POINTS MOVED
YES
NO
? HAVE POINTS COMPLETED TRAVEL
? HAVE POINTS UNLOCKED (DRIVE LOCK SLIDE MOVED 50MM)
YES
NO
YES
NO
? HAVE POINTS LOCKED (DRIVE LOCK SLIDE FULLY THROUGH)
SEE 4 SEE 3 SEE 2
YES
NO
UP TO THIS POINT NO COVERS HAVE TO BE REMOVED.
ARE CLOSED SWITCH CAM FOLLOWERS IN CORRECT POSITION (LH DOWN, RH UP)
SEE 5
YES LH UP ARE OPEN SWITCH CAM FOLLOWERS IN CORRECT POSITION (LH DOWN, RH UP) SEE 6
NO
RH DOWN
SEE 7
YES
NO
SEE 10
LH DOWN
RH UP
SEE 8
SEE 9
Figure H1 Flowchart
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2 Points Fail to Unlock

Points failing to unlock may be caused by one or any combination of the following: Tight lock adjustment. Carry out FPL Test. Excessive springing of the switch along its length, which may be caused by a crippled switch, poor condition of the permanent way or the back stretcher bars being too short. Twisting of the switch (vertically). Check manually pumping the points until the top of the switch touches the stock rail. Then continue pumping and observe whether the bottom of the switch is pulled further towards the stock rail. Excessive twist must be referred to the Permanent Way Engineer. Tie bar being too long, not allowing the lock arm to be fully clear before the switch starts to open. Lack of lubrication. Lock arm seized on the pivot pin. Too much pressure on back-drive. Worn locking piece.
3 Points Unlock, but Fail to Move

Points failing to move may be caused by one of the following: Physical obstruction to the switches, eg. ballast, stock rail burred over the switch rail etc. Drive lock slide jammed, due to the fixed cam Allen screw or Spirol pin being loose.
4 Points Move, but Fail to Complete Travel

Points failing to complete travel may be caused by one of the following: Physical obstruction to switches, eg. ballast, stock rail burred over the switch rail etc. Drive lock slide jammed, due to the fixed cam Allen screw or Spirol pin being loose.
5 Points Fail to Lock

Points failing to lock may be caused by one of the following: Tight lock adjustment. Carry out FPL test. Drive lock slide jammed, due to the fixed cam Allen screw or Spirol pin being loose
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GK/RT0774
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6 Points Closed: LH Cam Follower UP

This condition may be caused by one of the following: Drive lock slide failed to complete full travel. Re-adjust detection as described in Part D Point detection incorrect. Section 3.13.
LH cam follower physically obstructed.
Roadspread causing the fixed cam to foul the LH cam follower. Check that the drive lock slide position is as shown in Part B Section 6.
7 Points Closed and Locked : RH Cam Follower Down

This condition should not occur. Check the position of the adjustable cam and the physical condition of both the RH cam follower and the top surface of the adjustable cam.
8 Points Open: LH Cam Follower Down

This condition should not occur. However, excessive switch opening, ie. more than 130mm, can cause problems of this nature. Also, check the position of the adjustable cam and the physical condition of both the LH cam follower foot and the top surface of the adjustable cam.
9 Points Open: RH Cam Follower Up

This condition may be caused by one of the following: Insufficient switch opening. RH cam follower physically obstructed. Adjustable cam incorrectly set. Reset detection as described in Part D Section 3.13.
10 Points Closed and Locked: All Cam Followers Correct

Up to this point, all checks have been visual. A meter must now be used to locate the failure. The wiring diagrams should be used to locate the faulty assembly. Once the faulty assembly has been located, use the meter to determine whether there is a disconnection in either one or both the feed and return lines. If the disconnection is in one line only, a faulty contact can be expected. If there is a disconnection in both lines, check the tappet screw adjustment, as this is the most likely case of failure, but an internal mechanical failure of the limit switch is also possible.
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GK/RC0774

11 Hydraulic
System
Issue Date Page
The previous faults account for the majority of failures, although approximately 16% are caused by the hydraulic system, ie. power pack, actuator etc. For information on the hydraulic system, refer to Part B Section 10.
12 Detection Setting
In the event of a failure caused by incorrect setting of the detection, the full procedure shown in Part D Section 3.13 must be performed. This will ensure that the detection is reset to the correct parameters. However, it may not be possible to set up some points as shown in Part D Section 3.13 and these will be prone to numerous detection failures. In most cases, this is caused by loss of travel on one or other of the cam followers (Figure H2).
Fixed Cam
Drive Lock Side
Body
Figure H2
12.1 Loss of Travel on the Left Hand Cam Follower This can be caused by one or any combination of the following:
Severe wear in the underside of the drive lock slide. Severe wear in the lock and detector sideways. Severe wear on the fixed cam. Severe wear on the adjustable cam. Severe wear on the cam follower foot. Cam follower seized on the pin. Roadspread, causing the fixed cam to obstruct the cam follower.
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12.2 Loss of Travel on the Right Hand Cam Follower This can be caused by one or any combination of the following:
Severe wear in the underside of the drive lock slide. Severe wear in the lock and detector slideway. Severe wear on the adjustable cam. Severe wear on the cam follower foot. Cam follower seized on the pin. Insufficient switch opening, ie. less than 105mm.
13 Roadspread
13.1 Introduction Correctly installed clamp locks are unaffected by roadspread of up to 10mm even spread (some being unaffected up to 30mm), ie, 5mm (to 15mm) on each rail.
In order to understand how the clamp lock copes with roadspread, it is first necessary to consider exactly what happens when the track gauge increase. Roadspread occurs when the distance between the two stock rails increases. This may be caused by movement of one or both stock rails. In most cases, roadspread is not even, ie. one rail moves more than the other.
13.2 Switch Opening When roadspread occurs on the closed switch side of the points, the stock rail and its associated switch rail move out. The two switches are tied together with permanent way stretcher bars, therefore the open switch also moves and the switch opening increases. When roadspread occurs on the open switch side of the points, the stock rail moves away from its associated switch rail and the switch opening again increases. Therefore, for every millimetre of roadspread, the switch opening increases by the corresponding amount. 13.3 Lock Adjustment The clamp lock is designed so that the lock adjustment is referenced between the switch and its associated stock rail. This distance does not alter with roadspread and therefore the lock adjustment remains constant. 13.4 Drive Lock Slide Position The drive lock slide is connected to the actuator, and in turn to the centre thrust bracket. When roadspread occurs, the drive lock slide position does not change. However, because the lock body is fastened to the stock rail, the body moves. The result is that relative movement occurs between the drive lock slide and the lock body. This movement is such that the slide starts to disappear into the body, although it is caused by the body moving outwards, and not by the slide movement.
It may be suggested that the actuator will extend further. This is not the case. If the actuator is correctly installed, it will always full extend, yet the slide will stop 3mm short of the lock arm (Figure H3).
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Roadspread
Ram at Stop No further movement possible
Figure H3
13.5 Lock Arm Clearance Figure H4 shows the drive lock slide in its correct position with a 3mm clearance between the slide and lock arm. When roadspread occurs, the stock rail and lock body move to the right, causing the 3mm clearance to increase.
3mm
Figure H4
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13.6 Detection Figure H5 shows that the clearance between the leading edge of the fixed cam and the LH cam follower foot should be between 8-15mm for Mk 2 (5-10mm for Mk 1). It is checked by operating the points manually and measuring the amount of drive lock slide travel required to break detection.
As the stock rail moves out, this clearance reduces and eventually disappears completely, causing the cam follower to lift an break detection. At this point, the only safe method of dealing with the detection failure is for the Permanent Way Engineer to restore the track gauge.
Alteration to the actuator packing must not be attempted, as it increases the risk of train derailment due to "wide to gauge" track.
See Above
Figure H5
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14 Track Circuit Failures
Issue Date Page
14.1 Lock Arm/Drive Lock Slide Clearance (4-12mm) The clearance between the lock arm and the top surface of the drive lock slide bracket should be 10mm (Figure H6). Track circuit failures will occur if this clearance is reduced to zero (on the same side as the sole plate insulations).
10 Nominal
Figure H6
Check by inserting a 4mm insulated gauge between the top of the drive lock slide end bracket and the under side of the lock arm. Ensure that a clearance of at least 4mm exists at this point. Clearances of less than 4mm may be caused by one or any combination of the following: The switch rail being drilled too low. Stock rail drilled too high (Mk 2 only). Stock rail not seated on the baseplate. Incorrect adaptor blocks used (Mk 2 only). Loose coupling bolts. Bull Head taper packing fitted upside down. Worn locating studs (Mk 1 only).
Misalignment of the lock body due to stock rails tilting outwards caused by the Permanent Way Engineering use of "BBRE 1989" slide chairs.
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Under no circumstances should lock arms be cut away to improve clearances.

If any wear or movement is detached around the insulating bushes (Figure H6), they must be changed to prevent a track circuit failure occurring. If the clearance is greater than 12mm (Figure H6), it may indicate that the drive lock slide is misaligned, causing it to point down towards the centre of the track. Drive lock slide misalignment may be caused by one or any combination of the following: The switch rail being drilled too high. The stock rail being drilled too low (Mk 2 only). The switch rail not seated on its slide chairs. Incorrect adaptor blocks used (Mk 2 only).
If the clearance is less than 4mm or greater than 12mm, identify the cause and rectify.
14.2 Coupling Bolt Track circuit failures have occurred due to the pin in the coupling bolt head working loose. This pin can then become trapped between the top of the drive bracket and the underside of the lock arm.
Coupling bolt heads are fitted with Spirol or dowel pins which engage in a slot in the top fork of the drive bracket. The pin is provided to prevent the coupling both from turning as its nut is tightened. Figure H7 shows drive bracket with slots machined into them for this purpose. Where profiles A or B exist, the slot is machined right trough the drive bracket coupling. Profile C is produced using a circular cutter and, as a result, is an extra long slot with a curved bottom. Profile A ensures that the pin is completely captive. Profile B permits some movement of the pin but prevents it from disengaging. Profile C offers only slight resistance to the pin becoming completely detached. If the slot is cut as Profile C, check that the pin is correctly located. If not, it should be punched into position. The pin should protrude approximately 6mm. No action is required where Profiles A and B exist.
10
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Spirol or Dowel Pin
Drive Bracket Coupling Bolt
30.5mm
Profile A
34mm
Profile B
Profile C
Figure H7
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14.3 Hydraulic Hose Connections Other track circuit failures have occurred because of non-insulated hydraulic hoses (a metal braid is used throughout the length of the hose for added strength. Figure H8 shows a layout of two clamp lock operated points with individual track circuits (single rail). Because the actuators are attached to the centre thrust bracket (bolted to the soleplate) and the hydraulic hoses can conduct, the power packs are at the same potential as the track circuit TC2. If the two power packs came into contact (eg. the lids opened), the track circuit current will flow through the hoses and power packs and return via the common rail causing the relay to de-energise. The cause of this failure originates from the initial installation of the soleplates. Had the soleplate insulations both been positioned nearest to the track circuit rail, the fault would not have occurred.
Soleplate Insulations
TB RN TC1 TN RB TC2
RB
RN
Figure H8
Similar problems can occur where the power packs are mounted on a common metallic base (steel bridges etc.). These problems can be alleviated by the use of insulated hydraulic hoses.
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Issue One Date August 1995 Page J 1 of 54
Part J Pointcare
1 Introduction
Pointcare is a strategy for point maintenance. Fundamental to it is a joint approach by a team, with both signal engineering and permanent way competences, undertaking regular maintenance to higher standards, ie. A more "numerate" specification than at present. The Pointcare Service will only be undertaken by competent persons who have passed the appropriate training course(s) and who have been issued with the appropriate documentation, specialised tools and gauges etc. The details recorded at the Pointcare Service will be monitored, together with additional data recorded from subsequent service visits. Hence, it should be possible to discern changes in key tolerances and values, and take the appropriate action in order to prevent failures occurring. Information gained from more detailed analysis of the Pointcare Service Records will be used to update and modify the service items. It may be possible to utilise such data in improving design criteria. The Pointcare Service introduces additional checks and tolerances to provide a higher standard of maintenance. It also includes the tests that are carried out in the existing Signalling Maintenance Specifications. There are two stages to the Pointcare Service: The Pre-inspection: To be carried out 4 - 6 weeks before the Pointcare Service. The Service To be carried out in a pre-planned possession of the points. Each stage has its own checklist; these are shown later. Where possible, all installations should be maintained to Pointcare Standards. Where it is not possible to install to the standard, a decision shall be made by a designated Manger whether work should be carried out. Existing key junctions should be brought up to Pointcare Standards. When a Pointcare Service is performed for the first time, it may involve major adjustment or renewals, but subsequent visits should require less work.
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One August 1995 J 2 of 54
2 Pre-inspection
This is a joint inspection to be carried out with the Permanent Way Engineer, and will normally take place on a weekday during intervals between traffic. The object of this inspection is to identify parts that may require renewal or major adjustment in the Pointcare Service. Careful inspection at this stage will mean that you will be fully equipped with both the tools and spares that are required on the day of Pointcare Service. It should be noted that the Pre-inspection is only an inspection of the equipment (ie. Taking measurements and a general examination). And will not require possession of the points for more than a few minutes.
Note that the paragraph numbers in Section 2 refer to the numbers on the Pointcare Pre-inspection Record Form (Figure J1). IMPORTANT:
Before staring work, the relevant parts of the Rule Book must be applied. Isolate the machine by setting the Hydraulic Power Unit to "Manual".
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Pointcare Maintenance Pre-inspection Record Form: Rail Clamp Point Lock Mk1/Mk2* (delete as appropriate)
Signal Box Point Type
_______________________________ Point Identification __________________________ _______________________________

Checks for Mk1 Checks for Mk2 LH 3 3 3 3 3 RH No. 6 7 8 9 Lock Arm (Free on Bush) Detector Blade Lug (Free On Bush) Lock Arm/Detector Blade Lug (Free On Pivot Pin) Lock Arm/Detector Blade Lug (Bronze Bush Condition) General 3 3 3 3 LH RH
No.
General
1 Locating Stud Wear (5mm Gauge) 2 Lock Body (Cracks in Sideplates) 3 Lock Body Spiral Pins (Flush Fit) 4 Lock Arm//Detector Blade Lug Bush(Free On Pivot Pin) 5 Lock Arm/Detector Blade Lug Bush (Rubber Bush Condition)
No. 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
Checks for Mk1 & Mk2 Description Force-Down Lock Arm Fitted Fixed Cam Security Drive Lock Slide Vertical Play (10mm Max) Switch Opening (105-110mm (82-87mm from Switch Diamonds)) Pivot Pin Alignment Lock Arm/Drive Lock Slide Clearance (4-12mm) Lock Arm/Drive Lock Slide Clearance (3-6mm) Actuator Stroke (210mm Max) Tie Bar/Actuator Clearance (3mm Min) Tappet Screws (25mm Max) Locking Piece Fine Packing (4mm Max) Lock Body Internal Wiring & Terminations Type Of Power Pack (Smiths Or Vickers) Power Pack Internal Wiring & Terminations Supplementary Detector Internal Wiring & Terminations Supplementary Mechanical Drive Crank Vertical Play (10mm Max) Supplementary Hydraulic Drive Condition Point Heaters
LH 3 3 3 mm 3 3 3 mm 3 3 mm 3 S/V 3 3 3 3 3
RH
Comments__________________________________________________________________________ ___________________________________________________________________________________ ___________________________________________________________________________________ ___ Signatures Date
/ . Signal Engineer
/ . Permanent Way Engineer
Figure J1
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2.1 (Mk 1 Only) Locating Stud Wear (5mm Gauge) This check is only applicable to Mk 1 equipment fitted on 113A flat bottom vertical rail (refer to Figure J2).
Insert the 5mm end of the FPL gauge between the lock body and the foot of the rail. The gauge should be seen to reach the locating stud. If it is not possible to insert the 5mm gauge, then the locating studs are badly worn, causing misalignment of the lock body. The studs must therefore be replaced on the Pointcare Service.
Adaptor Block
Washer Plate
FB VERTICAL
5mm Gauge
Figure J2
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2.2 (Mk 1 Only) Lock Body (Cracks in Sideplates) A number of instances have occurred in which the body frames of clamp locks have fractured in service (refer to Figure J3). These fractures are believed to result from the development of fatigue cracks in the body material.
The body should be visually examined for cracks in the sideplates as detailed in Special Instruction Notice 006. Lock bodies which have cope holes and are not stamped 'P, 'RP' or 'W' have been found to be more prone to fracture failure. Although greater attention should be given to a lock body which has cope holes and is not stamped with the letters 'P', 'RP' or 'W', all lock body types must be examined.
If any cracks are detected or suspected, the rail clamp point lock must be treated as defective. In these circumstances, the points must be clipped and the Signalman and Supervisor should be informed accordingly. Check that the support bracket is secure and not damaged (refer to Part K Section 3).
Cover Retaining Pin Hole Mounting Bolt Holes Locking Piece Bolt Holes Locating Stud Holes Mounting Bolt Holes Locking Piece Bolt Holes Cracks in Plate Locating Stud Holes
Locking Piece Aperture
Cracks in Plate
Figure J3
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2.3 (Mk 1 Only) Lock Body Spiral Pins (Flush Fit) The lock body should be examined for signs of movement between the sideplates and the main casting, which may be caused by slackening of the body bolts (due to elongated bolt holes) and/or failure of the Spiral pins (refer to Figure J4).
The Spiral pins must be a flush fit, if they protrude into the lock body, they may come into contact with the drive lock slide fixed cam and thereby cause a failure. If there is any doubt, the lock body should be changed on the Pointcare Service.
Spirol Pins to be flush with lock body
Spirol Pins (4No)
Figure J4
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2.4 (Mk 1 Only) Lock Arm/Detector Blade Lug (Free On Pivot Pin) On the open switch side, make sure that the lock arm and detector blade are free to move on the pivot pin.
2.5 (Mk 1 Only) Lock Arm/Detector Blade Lug (Rubber Bush Condition) Carefully examine the condition of the lock arm and detector blade lug rubber bushes for signs of collapsing or deterioration (refer to Figure J5).
Lock Arm Bush
Figure J5
2.6 (Mk 2 Only) Lock Arm (Free On Bush) On the open switch side, check that the lock arm is free to pivot on its bush (refer to Figure J6).
Pivot Pin Detector Blade Common Bush
A6 Lock Arm
Figure J6
2.7 (Mk 2 Only) Detector Blade Lug (Free On Bush) On the open switch side, check that the detector blade lug is free to pivot on its bush (refer to Figure J6). 2.8 (Mk 2 Only) Lock Arm/Detector Blade Lug Bush (Free On Pivot Pin)
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On the open switch side, make sure that the lock arm and detector blade lug bush is free to move on the pivot pin (refer to Figure J6).
2.9 (Mk 2 Only) Lock Arm/Detector Blade Lug (Bronze Bush Condition)
2.10 Force-down Lock Arm Fitted Check that both lock arms (Refer to Figure J7) are of the Force-down type, as follows:
On Mk1 equipment, Force-down is identified by a letter 'L' stamped on the lock arm and the drive lock slide. On Mk2 equipment, Force-down is standard and is identified by 'A6' stamped on the lock arm and the drive lock slide. If the Force-down type is not fitted, the points must be converted to Force-down on the Pointcare Service.
Force-down
Figure J7
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2.11 Fixed Cam Security The fixed cam is fastened to the drive lock slide with a Spirol pin and a socket screw (refer to Figure J8). If either of these works loose, the drive lock slide may jam inside the lock body.
To detect this problem, insert a large screwdriver between the drive lock slide cam and the lock body, and exert a sideways pressure to check that the cam is firmly attached to the drive lock slide. If any movement of the cam (relative to the drive lock slide) is detected, the drive lock slide should be renewed at the Pointcare Service. If, however, the movement is severe, the drive lock slide must be removed for further examination.
Leading Edge Drive Lock Slide
Cam
Spirol Pin
Fouling Point
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Figure J8
2.12 Drive Lock Slide Vertical Play (10mm Max) Using a small bar on the open switch slide, lift the drive lock slide and ensure that the vertical free play is not greater than 10mm (Refer to Figure J9).
Excessive free play indicates that the lock body and drive clock slide are badly worn and are likely to cause detection failures. If there is more than 10mm of vertical movement in the drive lock slide, the lock body and drive lock slide must be changed on the Pointcare Service.
10mm max
Figure J9
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2.13 Switch Opening (105 - 110mm (82 - 87mm for Switch Diamonds)) Measure the switch opening directly above the lock arm (refer to Figure J10) and ensure that it is between 105mm and 110mm (82mm and 87mm for switch diamonds.
If the opening is less than 105mm (82mm for switch diamonds), it will be necessary to renew the first permanent way stretcher on the Pointcare Service. If the opening is more than 110mm (87mm for switch diamonds) and the track gauge is correct, it will also be necessary to remove the first permanent way stretcher on the Pointcare Service. In this case, it may also be necessary to renew the tie bar and re-check/reset the actuator packings. However, if the switch opening is 105mm plus any track gauge roadspread, it is not necessary to renew the permanent way stretcher.
105 110
Figure J10
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2.14 Pivot Pin Alignment At one end of the pivot pin, use 8" callipers to measure the distance between the "4 foot" side of the pin and the outer edge of the stock rail (refer to Figure J11).
Repeat at the opposite end of the pivot pin. If the difference between the two measurement is more than 1.5mm, the pivot is misaligned to the body. This is caused either by the taper packing not being fitted when it should be or vice versa or by a crippled switch rail. If caused by taper packing, correction of this problem will involve re-installing the points during the Pointcare Service with the necessary taper packing in order to align the pivot pin correctly.
Figure J11
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2.15 Lock Arm/Drive Lock Slide Clearance (4 - 12mm) The clearance between the lock arm and the top surface of the drive lock slide bracket should be nominally 10mm (refer to Figure J12). Track circuit failures will occur if this clearance is reduced to zero (on the same side as the sole plate insulations).
10mm Nominal
Figure J12
Insert a 4mm insulated gauge between the top of the drive lock slide end bracket and the under-side of the lock arm. Ensure that a clearance of at least 4mm exists at this point. Clearance of less than 4mm may be caused by one or any combination of the following: The switch rail drilled too low. The stock rail drilled too high (Mk 2 only). The stock rail not seated on the baseplate. Incorrect adaptor blocks used (Mk 2 only).
Loose coupling bolts. (Also, the pin on the coupling bolt not sitting correctly in its slot in the drive bracket (refer to part H Section 14)). Bull Head taper packing fitted upside down. Warm locating studs (Mk 1 only).
Misalignment of the lock body due to stock rails tiling outwards caused by the Permanent way Engineers use of "BBRE 1989" slide chairs.
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Taking care not to shunt the track circuit, check that the clearance does not exceed 12mm by sing the insulated 4mm gauge together with the 8mm supplementary detection gauge. If the clearance is greater than 12mm, it may indicate that the drive lock slide is misaligned, causing it to point down towards the centre of the track. Drive lock slide misalignment may be caused by one or any combination of the following: The switch rail drilled too high. The stock rail being drilled too low (Mk 2 only). The switch rail not seated on its slide chairs. Incorrect adaptor blocks used (Mk 2 only).
If the clearance is less than 4mm or greater than 12mm, then identify the cause and arrange for it to be rectified on the Pointcare Service. If any wear or movement is detected around the insulating bushes or, in Third Rail areas, any signs of burning are visible, then the bushes must be changed on the Pointcare Service.
2.16 Lock Arm/Drive Lock Slide Clearance (3 - 6mm) To check these clearances, push on the open switch lock arm to ensure that it swings freely upwards. On the closed switch, insert a 3mm clearance checking gauge between the drive lock slide and the lock arm (refer to Figure J13).
If these clearances are less than 3mm, the tie bar and actuator packing must be reset on the Pointcare Service. If these clearances are more than 6mm and the track gauge is correct, the tie bar and actuator pickings must be reset on the Pointcare Service. If these clearances are more than 6mm and the track gauge is incorrect, the clearances must be re-checked after the Permanent Way Engineer has restored the track gauge on the Pointcare Service. If the clearances are still incorrect, the tie bar and actuator packings must again be reset.
6mm
6mm
Figure J13
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2.17 Actuator Stroke (210mm Max) The maximum working stroke of a hydraulic actuator must not exceed 210mm. Over-stroking actuators can cause internal damage, which results in the end cap falling out.
Measure the distance between two suitable reference points (A), e.g. the actuator cover and drive lock slide and bracket (refer to Figure J14). Operate the points to the opposite position and measure between the same two reference points (B). The difference between the two measurements (A - B) is the actuator stroke. If the actuator is stroking more than 210mm, the actuators and tie bar must be reset on the Pointcare Service. However, if the switch opening is also incorrect, the permanent way stretcher bar must be renewed.
Figure J14
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2.18 Tie Bar/Actuator Clearance (3mm Min) Insert a 3mm gauge between the top of the tie bar and the underside of the actuator packings at the centre thrust bracket (Refer to Figure J15). Ensure that a clearance of at least 3mm exists at this point.
If the clearance odes not exist, check the following: The packing plate not fitted under the centre thrust racket (only fitted when heater pads fitted). The tie bar fitted upside down or drilled too low. The switch rail drilled too low. The stock rail drilled too high (Mk 2 only). The stock rail not seated on the baseplate. Incorrect adaptor blocks used (Mk 2 only). Worn locating studs (Mk 1 only).
Misalignment of the lock body due to stock rails tilting outwards caused by the Permanent Way Engineer's use of "BBRE 1989" slide chairs. Take remedial action on the Pointcare Serve
3mm min
Tie Bar
Figure J15
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2.19 Tappet Screws (25mm Max) Insert the 4 x 25mm insulated gauge against each of the tappet screws and ensure that neither tappet screw is longer than 25mm (refer to Figure J16). Tappet screws that are longer than 25mm indicate severe wear in the cam followers or the lock body, and the lock body should be changed on the Pointcare Service.
25mm
Figure J16
2.20 Locking Piece Fine Packing (4mm Max) dentify the amount of fine packing (thin plate: 0.6mm, thick plate: 1.6mm) behind each locking piece (refer to Figure J17). If the fine packing behind the locking piece is more than 4mm, locate the cause of the problem and arrange for it to be rectified on the Pointcare Service.
More than 4mm of packing could be caused by one, or any combination of the following: Worn locking piece. Worn locating studs. Worn lock arm (locking face and/or pivot pin bush). Stretched (run through) lock arm. Severe wear on the inner edges of the switch and stock rail.
Fine Packing Locking Piece
Figure J17
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2.21 Lock Body Internal Wiring & Terminations Carefully examine the security of all terminations, the cable entries and the condition of all wiring and insulation inside both bodies. (On Mk 1 equipment, pay particular attention to terminals K & L in the Klippon block on top of the limit switches.).
If any defects are found, arrange for correction, either immediately or on the Pointcare Services.
2.22 Type of Power Pack (Smiths or Vickers) Identify the type of power pack used on the points. Old Smiths two port power packs do not provide the standard of hydraulic lock required by Pointcare. Note that some have been modified such that they are adequate.
If an old Smiths two port power pack is fitted, arrange to have a Vickers pack or a Smiths four part pack available on the Pointcare Service so that the pack can be changed if there are any signs of a leak in the hydraulic system.
2.23 Power Pack Internal Wiring & Terminations Carefully examine the security of all terminations, the cable entries an the condition of all wiring and insulation inside the power pack.
If any defects are found, arrange for correction, either immediately or on the Pointcare Service.
2.24 Supplementary Detectors Internal Wiring & Terminations Carefully examine the security of all terminations, the cable entries and the condition of all wiring and insulation inside the supplementary drive detectors.
If any defects are found, arrange for correction, either immediately or on the Pointcare Service. See also GK/RC0772.
2.25 Supplementary Mechanical Drive Crank Vertical Play (10mm Max) Examine each supplementary drive mechanical crank for wear.
Check for wear by holding the long arm of the crank and moving it up and down Ensure that the vertical free play is not greater than 10mm.
2.26 Supplementary Hydraulic Drive Condition Check the condition of all equipment and hydraulic connections. 2.27 Point Heaters Where electric point heaters are fitted, check that oil heaters are plugged into the harness and that none of the heater cables is damaged.
Report any defects to the Plant Engineer, so that the heaters will be in working order on the Pointcare Service. On Mk 1 bodies examine the heater mounting stud bolts.
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3 The Service
IMPORTANT: Before starting work the relevant parts of Section E of the Rule Book must be applied. Isolate the machine by turning the hydraulic power unit to "Manual". Disconnect all out-going and in-coming detection links and all power pack links at the lineside apparatus case. Note that the paragraph numbers in Section 3 refer to the numbers on the Pointcare Service Record Form (see Figure J18).
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Pointcare Service Record Form: Rail Clamp Point Lock Mk1/Mk2* (delete as appropriate) Signal Box ________________________________ Point Identification _________________________________
Point Type ________________________________

Service Items for Mk1 No. 1 2 3 4 5 6 General Locating Stud Wear (5mm Gauge) Lock Body (Cracks in Sideplates) Lock Body Spiral Pins (Flush Fit) Detector Blade Alignment Lock Arm//Detector Blade Lug (Free On Pivot Pin) Lock Arm/Detector Blade Lug (Rubber Bush Condition) 3 3 3 3 3 3 LH RH No. 7 8 9 10 11 12 Lock Body Serial Number Drive Lock Slide Position Lock Arm (Free on Bush) Detector Blade Lug (Free On Bush) Lock Arm/Detector Blade Lug Bush (Free On Pivot Pin) Lock Arm/Detector Blade Lug (Bronze Bush Condition) Service Items for Mk2 General 3 3 3 3 3 3 LH RH
Service Items for Mk1 Mk2 No. 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 General SMS PB11 & PB15 Additional Items Point Heaters Torque Settings Lubricate All Working Surfaces Force-Down Lock Arm Fitted Fixed Cam Security Drive Lock Slide Vertical Play (10mm Max) Switch Opening (105-110mm (82-87mm for Sw Dia)) Pivot Pin Alignment Lock Arm/Drive Lock Slide Clearance (4-12mm) Lock Arm/Drive Lockslide Clearance (3-6mm) Actuator Fully Extended Actuator Stroke (210mm Max) Tie Bar/Actuator Clearance(3mm Min) Supplementary Mech. Rive Crank Vertical Play (10mm Max) Supplementary Hydraulic Drive Condition Flangeway Clearance (50mm Min) Supplementary Drive Excess Motion (5mm Min) Supplementary rive Switch Clearance (1.5mm Min) 3 3 3 3 3 3 3 mm 3 3 3 mm mm 3 3 3 mm mm 3 55 56 57 58 59 60 61 32 33 34 35 36 37 38 39 40 41 42 43 Adjustable Cam (No Thread Showing) LH Tappet (Detection Made: 1.5mm, Broken: 2mm) LH and RH Tappets Level (Points Open 25mm) Tappet Screws (25mm Max) Detector Blade (Detection Broken : 4mm Gauge) Detector Blade (Detection Made : 2.5mm Gauge) LH Tappet (Detection Re-check) Travel (Detection Breaks 5-10mm (Mkl), 8-15mm (Mk2)) Open Switch Detection (95mm Min (76mm For Sw Dia)) Supplementary Detection (Made: 1.5mm, Broken: 2mm) Supplementary Detection (Made: 6mm, Broken: 8mm) Supplementary Detectors Internal Wiring & Terminations 3 3 3 3 3 3 3 mm mm 3 3 3 . Signal Engineer 65 66 67 Torque Settings WJR Time-Out (6-9 secs) Functional Test to Signal Box Signature 62 63 64 50 51 52 53 54 LH RH No. 44 45 46 47 48 49 Locking Switch Rail Bracket Coarse Packing Locking Piece Wear (1mm Max) FPL (Drive Lock Slide Fails by 30mm Min: 3.5min Gauge) FPL (Drive Lock .Side Completes Travel: 1.5mm Gauge) Locking Piece Fine Packing (4mm Max) Lock Body Internal Wiring And Terminations Electrical Detection Cable Loop Resistance (10? Max) Detection Cable Insulation Resistance (2M? Min) Detection Feed Voltage (50V Min) NKR/RKR Relay Voltage (45V Min) Power Pack Cable Insulation Resistance (2M? Min) Power Pack Power Pack Internal Wiring And Terminations Power Pack Insulation Resistance (2M? Min) Normal/Reverse Drive Current (10A Max) Motor Running Voltage (100V Min) Motor Brush Length (12mm Min) Filter Cup Nut (Vickers Only) Normal/Reverse Drive Hydraulic Pressure (75bar Max) Normal/Reverse "AT Rest" Hydraulic Pressure (85-105bar) Normal/Reverse "AT Rest" Hydraulic Pressure (Steady) Normal/Reverse Hydraulic Pressure (On Power) Final Checks 3 S 3 Date 3 A V mm 3 bar bar 3 3 LH RH V V N R mm 3 mm 3 mm 3 LH RH
Comments __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ Signature _______________________________________________Date

Signal Engineer
Figure J18
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3.1 (Mk 1 Only) Locating Stud Wear (5mm Gauge) Locating studs are only fitted when the lock body is installed on 113A flat bottom vertical rail.
Insert the 5mm end of the FPL gauge between the lock body and the foot of the rail (refer to Figure J19). The gauge should be seen to reach the locating stud. If it is not possible to insert the 5mm gauge, the locating studs are badly worn, causing misalignment of the lock body. The studs must be replaced.
Adaptor Block
Washer Plate
FB VERTICAL
5mm Gauge
Figure J19
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3.2 (Mk 1 Only) Lock Body (Cracks in Sideplates) The body should be visually examined for cracks in the sideplates, as detailed in Special Instruction Notice 006 (refer to Figure J20). Greater attention should be given to a lock body which has cope holes and is not stamped with the letters 'P', 'RP' or 'W', although this does not mean that other body types need not be examined.
If any cracks are detected or suspected, the clamp lock must be treated as defective and the lock body concerned must be renewed.
Cover Retaining Pin Hole Mounting Bolt Holes Locking Piece Bolt Holes Locating Stud Holes Cracks in Plate
Locking Piece Aperture
Mounting Bolt Holes Locking Piece Bolt Holes Locating Stud Holes
Cracks
Cracks
Figure J20
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3.3 (Mk 1 Only) Lock Body Spirol Pins (Flush Fit) The lock body should be examined for signs of movement between the sideplates and the main casting, which may be caused by slackening of the body bolts (due to elongated bolt holes) and/or failure of the Spirol pins.
The Spirol pins must be a flush fit (refer to Figure J21). If they protrude into the lock body, they may come in contact with the drive lock slide fixed cam and cause failure. If there is any doubt, the lock body should be changed.
Figure J21
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3.4 (Mk 1 Only) Detector Blade Alignment Check that the detector blade is correctly assembled as shown in Figure J22.
If the assembly is incorrect, undo the nut on the detector blade lug, remove the pivot pin and turn the detector blade lug over. Re-assemble correctly
Correct Assembly Wrong Assembly
Detector Blade
Detector Blade
Lug
Lug
Lug in line with this edge
8mm Offset
Figure J22 3.5 (Mk 1 Only) Lock Arm/Detector Blade Lug (Free On Pivot Pin) On the open switch side, make sure that the lock arm and detector blade are free to move on the pivot pin. 3.6 (Mk 1 Only) Lock Arm/Detector Blade Lug (Rubbish Bush Condition) Carefully examine the condition of the lock arm and detector blade lug rubber bushes for signs of collapse or deterioration (refer to Figure J23).
Renew as necessary.
Figure J23
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3.7 (Mk 2 Only) Lock Body Serial Number Record the serial number, marked on the lower side of each lock body. 3.8 (Mk 2 Only) Drive Lock Slide Position The drive lock slide protrudes from the rear of the body by approx. 25mm when the points are fully locked (refer to Figure J24).
Measuring along the tope face of the lock slide, determine the amount of slide protruding from the body. If there is less than 25mm of slide showing, this can be caused by either roadspread or incorrect setting of the lock arm clearances.
Figure J24 3.9 (Mk 2 Only) Lock Arm (Free On Bush) On the open switch side, check that the lock arm is free to pivot on its bush (refer to Figure J25).
Pivot Pin Detector Blade A6 Lock Arm Common Bush
Figure J25 3.10 (Mk 2 Only) Detector Blade Lug (Free On Bush On the open switch side, check that the detector blade lug is free to pivot on its bush (refer to Figure J25). Note: To check the detector blade freedom, it is necessary to slacken the nut on the detector blade lug.
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3.11(Mk 2 Only) Lock Arm/Detector Blade Lug Bush (Free On Pivot Pin) On the open switch side, check that the bush is free to move on the pivot pin (refer to Figure J25).
3.12 (Mk 2 Only) Lock Arm/Detector Blade Lug (Bronze Bush Condition) Carefully examine the condition of the lead bronze bush for signs of excessive wear or deterioration (refer to Figure J25).
Renew as necessary.
3.13 SMS PB11 & PB15 Additional Items The following items of SMS's PB11 and PB15 must be carried out as part of the Pointcare Service:
Remove all fire risks and potential obstructions to the equipment, e.g. waste paper and ballast. (PB11 2.2). Examine the lock and detector mechanism assembly, switch rail bracket assembly, turned pins, split pins, fixing bolts, nuts, bolts, set screws and washers. (PB11 2.3). Clean and examine exposed parts of all working surfaces on the lock arm, fixed cam, adjustable cam, cam adjusting screw, locking piece, cam followers, drive bracket, drive lock slide and slideway (PB11 2.6, 2.11, 2.18). Examine centre thrust bracket, tie bar, drive bracket, actuators, split pins, fixing bolts, nuts, bolts and washers. (PB11 2.26). Brush, wash and examine the actuator covers. (PB11 3.2).
Examine actuator hoses for chafing, fire damage and security. If adjustment is necessary, do not over-tighten. (PB15 2.6). Clean, wash and examine the casing of the hydraulic power unit. (PB15 3.2). Clean the interior of the hydraulic power unit. (PB15 3.3).
Examine the power unit mounting, manual control selection mechanism and solenoid valve block. (PB15 3.4, 3.5, 3.6).
3.14 Point Heaters Where electric point heaters are fitted, check that all heaters are plugged into the harness and the heater cables are not damaged. Report any defects to the Plant Engineer. On Mk 1 bodies, examine the heater mounting stud bolts.
3.15 Torque Settings Using the torque spanners, tighten all bolts to the torque setting shown below:
Lock body and switch rail bracket bolts Locking piece screws Detector blade lug Detector blade locking nut Tie bar bolts 26 250Nm. 60 Nm. 70 Nm. 100 Nm. 100 Nm. RAILTRACK
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Actuator socket mounting bolts 100 Nm.
3.16 Lubricate All Working Surfaces Lubricate all working surfaces with the approved lubricant.
Reference should be made to the current standard for the approved lubricant. At the time of writing, a typical example is Rocol Clamp Lock Spray. 1 Lubricate all working surfaces on the lock arm, fixed cam, adjustable cam, cam followers, locking piece and drive lock slide (Figure J26). 2 Lubricate the lock arm and detector blade lug at the point of pivot on the switch rail bracket pin (Figure J26).
Do not lubricate the cam follower pivot pin or the drive lock slide end bracket.
3 Lubricate all padlocks with approved lock lubricant. 4 Lubricate the hinges on the power pack lid and the manual control linkage in the power pack with mineral oil.
Figure J26
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3.17 Force-down Lock Arm fitted Check that both lock arms are Force-down type.
On Mk 1 equipment, Force-down is identified by a letter 'L' stamped on the lock arm and drive lock slide. On Mk 2 equipment, Force-down is standard. If Force-down is not fitted, the points must be converted to Force-down.
Force-down
Figure J27
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3.18 Fixed Cam Security The fixed cam is fastened onto the drive lock slide with a Spirol pin and a socket screw. If either of these works loose, the drive lock slide may jam inside the lock body (refer to Figure J28).
To detect this problem insert a large screwdriver between the drive lock slide cam and the lock body and exert a sideways pressure to check that the cam is firmly attached to the drive lock slide. If any movement of the cam relative to the drive lock slide is detached, the drive lock slide should be renewed.
Cam
Leading Edge Drive Lock Slide
Spirol Pin
Figure J28
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3.19 Drive Lock Slide Vertical Play (10mm Max) Using a small bar on the open switch side, lift the drive lock slide and ensure that the vertical free play is not greater than 10mm (refer to Figure J29).
Excessive free play indicates that the lock body or drive lock slide is badly worn and likely to cause detection failures if not renewed. If there is more than 10mm of vertical movement in the drive lock slide, the lock body and drive lock slide must be replaced.
10mm Max
Figure J29
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Code of Practice
GK/RC0774
3.20 Switch Opening (105 - 110mm (82 - 87mm for Sw Dia)) Measure the switch opening directly above the lock arm (refer to Figure J30) and ensure it is between 105mm and 110mm (82mm and 87mm for switch diamonds).
If the opening is less than 105mm (82mm for switch diamonds) renew the first permanent way stretcher. If the opening is more than 110mm (87mm for switch diamonds) and the track gauge is correct, renew the first permanent way stretcher. In this case, it may also be necessary to renew the tie bar and re-check/set the actuator packings. However, if the switch opening is 105mm (82mm for switch diamonds) plus any track gauge roadspread, it is not necessary to renew the permanent way stretcher. Re-check the switch opening after the Permanent Way Engineer has restored the track gauge. If it is still incorrect, renew the permanent way stretcher. Record the switch opening.
105 110
Figure J30
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3.21 Pivot Pin Alignment At one end of the pivot pin, use 8" callipers to measure the distance between the "4 foot" side of the pin and the outer edge of the stock rail. Repeat at the opposite end of the pivot pin (refer to Figure D35).
If the difference between the two measurements is more than 1.5mm, the pivot is misaligned to the body. This is caused by either the taper packing not being fitted when it should be or vice versa, or a crippled switch rail. Correction of this problem will involve re-installing the points with the necessary taper packing to align the pivot pin correctly.
Figure J31
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GK/RC0774
3.22 Lock Arm/Drive Lock slide Clearance (4 - 12mm) The clearance between the lock arm and the top source of the drive lock slide bracket should be nominally 10mm (refer to NO TAG). Track circuit failures will occur if this clearance is reduced to zero (on the same side as the sale plate insulations).
10mm Nominal
Figure J32
Insert a 4mm insulated gauge between the top of the drive lock slide and bracket and the under-side of the lock arm. Ensure that a clearance of at lest 4mm exists at this point. Clearances of less than 4mm may be caused by one or any combination of the following: The switch rail drilled too low. The stock rail drilled too high (Mk 2 only). The socket rail not seated to the base plate. Incorrect adaptor blocks used (Mk 2 only). Worn locating studs. (Mk 1 only).
Loose coupling bolts (Also, the pin on the coupling bolt not sitting correctly in its slot in the drive bracket (refer to Part H Section 14)). Bull head taper packing fitted upside down.
Misalignment of the lock body due to stock rails tilting outwards caused by the Permanent way Engineer sing "BBRE 1989" slide chairs. If the clearance is greater than 12mm, it may indicate that the drive lock slide is misaligned, causing it to point down towards the centre of the track. RAILTRACK 33
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Drive lock slide misalignment may be caused by one or any combination of the following: The switch rail drilled too high. The stock rail drilled too low (Mk 2 only) The switch rail not seated on its slide chairs. Incorrect adaptor blocks used (Mk 2 only).
If the clearance is less than 4mm or greater than 12mm, identify the cause and rectify. If any wear or movement is detected around the insulating bushes or, in Third Rail areas, any signs of burning are visible, the bushes must be changed.
3.23 Lock Arm/Drive Lock Slide Clearance (3-6mm) To check these clearances, push on the open switch lock arm and ensure that it swings freely upwards. On the closed switch, insert a 3mm clearance checking gauge between the drive lock slide and the lock arm (refer to Figure J33).
If these clearances are less than 3mm, reset the tie bar and actuator packings. If these clearances are more than 6mm and the track gauge is correct, the tie bar and actuator packings must again be reset. If these clearances are more than 6mm and the track gauge is incorrect, re-check after the Permanent Way Engineer has restored the track gauge. If they are still incorrect, reset the tie bar and actuator packings.
Resetting the clearances (Plain lead layout)

If the LH clearance is too large, the spacing collars at the centre thrust bracket must be decreased. However, if the RH clearance is correct the shim packings must be increased by the same amount. If the LH clearance is too small, the converse applies. If the RH clearance is too large, the shim packings at the centre thrust bracket must be increased without affecting the LH clearance. If the RH clearance is too small, the converse applies.
6mm
6mm
Figure J33
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3.24 Actuator Fully Extending Operating from the power pack, pump each actuator to its limit. Remove the actuator covers and measure the distance between the vertical edges of the drive bracket and the actuator outer body (refer to Figure J34).
If this dimension is less than 219mm, the actuator is not fully extending and the actuator packings and tie bar must be reset. Service items 23 (3.23) must be repeated.
219mm Min
Figure J34
3.25 Actuator Stroke (210mm Max) The maximum working stroke of a hydraulic actuator must not exceed 210mm. If the actuators are over-stroking or not fully extending as in service item 24 (3.24), damage occurs, which will cause the end cap to fall out (refer to Figure J35).
With the points closed and locked, measure the distance between two suitable reference points (A), eg. the actuator cover and the drive lock slide end braket. Operate the points to be opposite position and measure between the same two reference points (B). The difference between the two measurements (A - B) is the actuator stroke. If the actuator is stroking more than 210mm, the actuators and tie bar must be reset. However, if the switch opening is more than 105mm and the track gauge is correct, the first permanent way stretcher must also be renewed. Record the actuator travel.
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A
Figure J35
3.26 Tie Bar/Actuator Clearance (3mm Min) Insert a 3mm gauge between the top of the tie bar and the underside of the actuator packing at the centre thrust bracket. Ensure that a clearance of at least 3mm exists at this point (refer to Figure J36).
If the clearance does not exist, check the following: Packing plate not fitted under the centre thrust bracket. (Only fitted when heater pads fitted). Locating studs badly worn (Mk 1 only).
Misalignment of the lock body due to stock rails tilting outwards caused by the Permanent Way Engineer using "BBRE 1989" slide chairs. Tie bar fitted upside down or drilled too low.
Take remedial action as necessary.
3mm Min
Tie Bar
Figure J36
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3.27 Supplementary Mech. Drive Crank Vertical Play (10mm Max) Examine each supplementary drive mechanical crank for wear.
Check for wear by holding the long arm of the crank and moving it up and down. Ensure that the vertical free play is not greater than 10mm. Severely worn components must be replaced. Refer to GK/RC0772.
3.28 Supplementary Hydraulic Drive Condition Check the condition of all equipment and hydraulic connections. necessary.
Refer to GK/RC0772.
Replace as
3.29 Flangeway Clearance (50mm Min) The supplementary drives should be adjusted to give a minimum 50mm Flangeway clearance.
Refer to GK/RC0772.
3.30 Supplementary Drive Excess Motion (5mm Min) The supplementary drives should be adjusted to give a minimum 5mm excess motion clearance at each supplementary drive.
Refer to GK/RC0772.
3.31 Supplementary Drive Switch Clearance (1.5mm) The supplementary drives should be adjusted so that each switch can be closed, without exerting pressure, such that a 1.5mm gauge can just be inserted in the gap between the switch and stock rails.
Refer to GK/RC0772.
3.32 Adjustable Cam (No Thread Showing) Operate the points to close and lock one side and ensure that the drive lock slide completes its travel.
When making setting adjustments, ensure that the adjustable cam on the detector blade is positioned so that it does not obstruct the fall of the cam follower ie. the adjusting screw is fully wound into the point detection cam and the drive lock slide is in the correct position (refer to Figure J37). Connect a meter on the resistance scale across terminals K & B and check that detection is made (closed circuit). If not, screw the tappet screw into the cam follower until detection is obtained.
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Figure J37
3.33 LH Tappet (Detection Made: 1.5mm, Broken: 2mm.) Operate the points to close and lock one side. Ensure that the lock is fully engaged and the drive lock slide has completed its stroke.
Slacken the detector blade locking nut 1/16th of a turn and turn the adjusting screw the adjustable cam clockwise until it reaches the adjustable cam so that no thread visible. on is
Check that the "point closed and locked" (LH) cam follower has fully dropped to the "back contacts made" position. Connect a meter (resistance scale) across terminals K & B, and check that a closed circuit is indicated. If not, screw the tappet screw into the cam follower until a closed circuit is obtained. Insert a 2mm gauge between the tappet screw and the LH limit switch plunger (bevelled edge facing up) and adjust the tappet screw until the back contacts are just broken and the meter indicates open circuit (Figure J38). If the limit switch can be heard to "click" but the meter reading indicates that the contacts are still closed, this could be due to an alternative path via the detection circuit strapping. (This usually occurs at the first lock body from the feed.) To prevent this, ensure the RH limit switch front contacts re made (;plunger in). Remove the 2mm gauge and insert a 1.5mm gauge (bevelled edge facing up) and check that the back contacts are made (meter indicates a closed circuit). If not, screw the tappet screw into the cam follower until a closed circuit is obtained, and then re-check with the 2mm gauge. Tighten tappet screw lock nut and re-check.
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2mm or 1.5mm Gauge
Figure J38
3.34 LH and RH Tappets Level (Points Open 25mm) Operates the points manually to open the switch rail approximately 25mm and adjust the tappet screw on the RH (point open) cam follower to come level with the tappet screw on the LH (point closed) cm follower (refer to figure J39).
Re-close and lock the points and carry out the adjustment of the point detection.
25mm
Point open RH Cam Follower
Figure J39
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3.35 Tappet Screws (25mm Max) Insert the 4 x 25mm insulated gauge against each of the tappet screws and ensure that neither tappet screw is longer than 25mm (refer Figure J40). Tappet screws longer than 25mm indicate severe wear in the cam followers or the lock body and the lock body should be changed.
25mm
Figure J40 3.36 Detector Blade (Detection Broken: 4mm Gauge) This adjustment should only be made when the tappet screws are correctly set. The adjustment is made with the relevant switch rail closed and locked. The adjustment required is such that the back contacts of the LH limit switch just break with the switch rail open 4mm at the lock, but remain made with the switch rail open 2.5mm.
Insert the 4mm gauge between the detector blade lug and the shoulder of the connecting eye and tighten the nut (Figure J41). If the previous operations have been followed, a closed circuit will be indicated across terminals K & B. Slacken the detector blade locking nut 1/16 th of a turn and turn the adjusting screw on the adjustable cam anti-clockwise until detection just breaks and the meter indicates open circuit. Tighten the lock nut.
4mm or 2.5mm Gauge
LH Limit Switch
LH Cam Follower
Detector Blade Lug
Adjusting Screw Lock Nut
Detector Blade
Figure J41
40
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Code of Practice
GK/RC0774
3.37 Detector Blade (Detection Made: 2.5mm Gauge) Remove the 3mm gauge and insert the 2.5mm gauge in its place (refer to Figure J41). The detection should be made, ie the meter indicates a closed circuit. If not, return to service item 32 (3.32).
Remove the 2.5mm gauge and tighten the detector blade lug to a torque of 70Nm and the detector blade lock nut to a torque of 100Nm, whilst preventing the adjusting screw from rotating.
3.38 LH Tappet (Detection Re-check) It is now necessary to re-check the setting of the LH tappet screw. With the switch rail closed and locked and the drive lock slide at the limit of its stroke, a small gap should be observed between the LH cam follower tappet screw and its limit switch plunger bottom.
With the meter connected across terminals K & B, check that detection breaks (open circuit) when a 2mm gauge is inserted in this gap, but remains made (closed circuit) when a 1.5mm gauge is inserted (refer to Figure J42). The above operation is to ensure that the tappet clearance has not altered during the adjustment of the point detection. If incorrect, return to service item 32 (3.32).
2mm or 1.5mm Gauge
Figure J42
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3.39 Travel (Detection Breaks:5-10mm (Mk 1), 8 - 15mm (Mk 2)) With the meter connected to terminals K & B, operate the points manually to unlock. The LH limit switch back contacts should break when the drive lock slide has moved between 8mm and 15mm (5mm and 10mm for Mk 1) and remain broken throughout the rest of the stroke (refer to Figure J43).
Measure the amount of travel required to break detection. If the detection is breaking at less than 8mm (5mm for Mk 1) or more than 15mm (10mm for Mk 1), it could be caused by either roadspread or incorrect setting of the actuators. In either case, the lock arm/drive lock slide clearance (3 - 6mm) will be incorrect. See service item 23 (3.23).
8mm - 15mm
Figure J43
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3.40 Open Switch Detection (95mm Min (76mm for Sw Dia)) Connect the meter to terminals K & F and operate the points manually to close the opposite switch rail. The RH limit switch back contacts should first make when the toe of the switch rail has moved not less than 95mm (76mm for switch diamonds) from the stock rail and remain made to the fully open position of the switch rail (refer to Figure J44).
At the toe, measure the switch opening required to obtain detection. If a value of less than 95mm is obtained, either the adjustable cam or the RH tappet is incorrectly set.
95mm Min
Figure J44
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3.41 Supplementary Detection (Made: 1.5mm; Broken: 2mm) Ensure that one switch rail is fully closed against its stock rail and that the detector cam is fully seated into the notch on the detector slides.
Insert a 1.5mm gauge between the tappet screw and the limit switch plunger (see Figure J45) and check that detection is made. Adjust the tappet screw as necessary. Replace the 1.5mm gauge with a 2mm gauge and check that detection is broken. If an adjustment is necessary, re-check that detection is made with the 1.5mm gauge inserted. Tighten the tappet screw lock nut and re-check. See also GK/RC0772.
5
1.5mm or 2mm Gauge
Figure J45
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Code of Practice
GK/RC0774
3.42 Supplementary Detection (Made: 6mm, Broken: 8mm) Supplementary detectors should be adjusted so that when the 6mm end of the gauge is inserted between the switch and stock rails, the detection remains made, but when the 8mm end of the gauge is inserted, the detection is broken (refer to Figure J46).
Insert the 6mm end of the gauge between the switch and the stock rail at a point in line with each supplementary detector stretcher; check that detection is made. Adjust the relevant threaded end of the forked connection rod to correctly position the associated detector blade as necessary. Replace the 6mm end of the gauge with the 8mm end and check that detection is broken. If an adjustment is necessary, re-check that detection is made with the 6mm end of the gauge inserted. Repeat at each supplementary detector for each lie of the points. See also GK/RC0772.
6/8mm Gauge
Figure J46
3.43 Supplementary Detectors Internal Wiring and Terminations Carefully examine the security of all terminations, the cable entries and the condition of all wiring and insulation inside the supplementary detectors.
Correct any defects. Refer to GK/RC0772.
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3.44 Switch Rail Bracket Coarse Packing Identify the amount of coarse packing behind each switch rail bracket (thin plates: 1.6mm, thick plates: 3mm) (refer to Figure B20).
Coarse Packing
Figure J47 3.45 Locking Piece Wear (1mm Max) Remove the locking piece and examine for wear. If any wear marks are deeper than 1mm, the locking piece must be renewed.
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Code of Practice
GK/RC0774
3.46 FPL (Drive Lock Slide Fails by 30mm Min: 3.5mm Gauge) Insert a 3.5mm FPL gauge between the toe of the switch rail and the stock rail at a point in line with the first slide chair bolt (refer to Figure J48).
Operating manually, ensure that the drive lock slide in the closed switch mechanism fails to complete its travel by at least 30mm. If the lock arm engages, the minimum amount of fine packing must be inserted behind the locking piece until the lock arm fails to engage. Record the distance by which the drive lock slide fails.
3.5mm FPL Gauge
Mk 1 Equipment
Mk 2 Equipment
Figure J48
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3.47 FPL (Drive Lock Slide Completes Travel: 1.5mm Gauge) Insert a 1.5mm gauge between the switch and stock rail in line with the lock arm and ensure that the rive lock slide completes its travel (refer to Figure J49).
If the lock arm fails to engage with the 1.5mm gauge inserted, it indicates that the lock arm adjustment is too tight. In this case, remove the minimum amount of fine packing shims from behind the locking piece. To achieve this remove a 0.6mm shim or if not possible, replace a 1.6mm shim with a 0.6mm shim. Recheck the lock adjustment using the 3.5mm gauge. If it is not possible to achieve both the 3.5mm and 1.5mm test requirements, the original fine packing shims should be restored and the 1.5mm test be ignored.
1.5mm Gauge
Mk 1 Equipment
Figure J49
48
Mk 2 Equipment
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Code of Practice
GK/RC0774
3.48 Locking Piece Fine Packing (4mm max) Refer to Figure J50. Identify the amount of fine packing behind each locking piece (thin plates: 0.6mm, thick plates: 1.6mm). If it is more than 4mm, locate and rectify the problem, which could be caused by one or any combination of the following:
Worn locking piece. Worn locating studs (Mk 1 equipment on 113A rail). Worn lock arm (locking face and/or pivot pin bush). Stretched (run through) lock arm. Severe wear on the inner edges of the switch and stock rail.
Note: The coarse packing should only require changing if the fit of the switch rail to the stock rail alters or the initial installation was incorrect.
If the coarse packing is increased to compensate for the above problem, the stretcher bar should be reset to maintain the correct switch opening, see service item 20 (3.20) and tie bar/actuator packing reset to maintain the 3 - 6mm clearances, see service item 23 (3.23). The detection must also be reset as shown in service items 32 - 40 (3.32 - 3.40) Record the amount of fine packing.
Coarse Packing
Fine Packing Locking Piece
F igure J50
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3.49 Lock Body Internal Wiring and Terminations Carefully examine the security of all terminations, the cable entries, and the condition of all wiring and insulation inside both lock bodies. (On Mk 1 equipment, pay particular attention to terminals K & L in the Klippon block on top of the limit switches.) Correct any defects. 3.50 Detection Cable Loop Resistance (10 Max) It should be noted that this testing is only a sample and not a complete test of all conductors.
A continuity loop of greater than 10 indicates excessive resistance in the detection circuit and must be located and rectified. Two cases apply, depending on whether the detection is 2-wire or 4-wire:
2 Wire Detection Ensure the out-going and in-coming detection links are disconnected at the lineside apparatus case. With the points normal:
Conductor 1 (out-going) to conductor 1 (in-coming) Conductor 2 (out-going) to conductor 2 (in-coming). Record the highest value
With the points reverse:

Conductor 1 (out-going) to conductor 2 (in-coming) Conductor 2 (out-going) to conductor 1 (in-coming) Record the highest value. Restore the detection links.
4-Wire Detection Ensure the out-going and in-coming detection links are disconnected at the location. With the points normal:
Conductor 1 (out-going) to conductor 1 (in-coming) Conductor 2 (out-going) to conductor 2 (in-coming) Record the highest value.
With the points refers:

Conductor 3 (out-going) to conductor 3 (in-coming) Conductor 4 (out-going) to conductor 4 (in-coming) Record the highest value. Restore the detection links.
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3.51 Detection Cable Insulation Resistance (2M Min) It should be noted that this testing is only a sample and not a complete test of all conductors.
An insulation resistance of less than 2M indicates excessive leakage and must be located and rectified. Two cases apply, depending on whether the detection is 2 wire or 4 wire:
2 Wire Detection Ensure the out-going and in-coming detection links are disconnected at the location cupboard. With the points normal:
Conductor 1 to earth Conductor 2 to earth Conductor 1 to conductor 2 Record the lowest value.

Conductor 1 to earth Conductor 2 to earth Conductor 1 to conductor 2 Record the lowest value. Restore the detection links.
4 Wire Detection Ensure the out-going and in-coming detection links are disconnected at the location. With the points normal:
Conductor 1 to earth Conductor 2 to earth Conductor 1 to conductor 2 Record the lowest value.

Conductor 3 to earth Conductor 4 to earth Conductor 3 to conductor 4 Record the lowest value. Restore the detection links.
Note that Sections 3.52 and 3.53 do not apply to Reed or SSI detection. Also, where the detection voltage is 110V ac, read 110V for 50V and 100V for 45V. 3.52 Detection Feed Voltage (50V Min) Measure and record the detection voltage on the out-going KR links. If this voltage is below 50V, investigate cause and repair. 3.53 NKR/RKR Relay Voltage (45V Min) With the points normal, measure and record the NKR voltage on the in-coming KR links. Repeat with the points reverse, measuring the RKR voltage. If either reading is below 45V investigate cause and repair.
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3.54 Power Pack Cable Insulation Resistance (2M Min) With the power pack cable disconnected at the location cupboard and the power pack switch set to the "Manual" position, test the insulation of each conductor to earth and to all other conductors.
If values of below 2M are found, disconnect the cable from the power pack and re-test both cable and power pack separately. Identify the faulty component and repair/replace as necessary. Record the lowest value.
3.55 Power Pack Internal Wiring and Terminations Carefully examine the security of all terminations, the cable entries and the condition of all wiring and insulation inside the power pack.
Correct any defects.
3.56 Power Pack Insulation Resistance (2M Min) With the power pack cable disconnected at the location cupboard and the power pack switch set to the "Power" position, test the insulation of each conductor to the case of the power pack only.
If values of below 2M are found, identify the faulty component and repair/replace as necessary. Record the lowest value. Restore the power pack cable links.
3.57 Normal/Reverse Drive Current (10A Max) Measure and record the normal and reverse drive current to the power pack motor.
The current should not peak at more than 10A. If a reading of greater than 10A is obtained, it may indicate a partial short circuit in the power pack motor. Investigate cause and repair.
3.58 Motor Running Voltage (100V Min) At the power pack, measure and record the point motor voltage with the points running.
The voltage should not be less than 100V. Values of less than 100V indicate high resistance in the cable or contractor contacts. Investigate for cause and repair.
3.59 Motor Brush Length (12mm Min) Remove the motor brushes (Vickers power pack: four; Smiths power pack: two) and measure the length of each brush. If any brush is less than 12mm in length, renew all the brushes.
Record the length of the shortest brush. Ensure that the brushes slide freely in their holders and seat fully on the comutator, which should be a light coffee colour.
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3.60 Filter Cup Nut (Vickers Only) Ensure that the large nut on the side of the valve block is secure. 3.61 Normal/Reverse Drive Hydraulic Pressure (75bar Max) When driving, hydraulic pressures should not exceed 75bar, although they will vary from point end to point end.
Pressures of more than 75 bar indicate excessive weight on the points, which must be located and rectified. Using a 'T piece', connect the hydraulic pressure gauge, in turn, to the Normal/Reverse hydraulic outlet on the power pack and, operating manually, measure and record the pressure required to unlock, throw and lock the points in both Normal and Reverse positions.
3.62 Normal/Reverse "At Rest" Hydraulic Pressure (85 - 105bar) Operating manually with a hydraulic pressure gauge connected, ensure that the pressure at the end of travel peaks at not more than 105bar nor less than 85bar.
Pressures outside these values indicate that the pressure relief valve in the power pack is incorrectly set and the power pack must be renewed.
3.63 Normal/Reverse "At Risk" Hydraulic Pressure (steady) Operating manually with a hydraulic pressure gauge connected, ensure that the "At Rest" pressure remains steady for at lest one minute.
Loss of pressure indicates a faulty power pack or leaking hydraulic hoses/actuators. If a Smiths power pack is fitted and there is loss of pressure, it may be caused by the non-return valves in the pack. Renew the power pack as necessary.
3.64 Normal/Reverse Hydraulic Pressure (On Power) Operating from the Signalbox, ensure that similar values/results as in service items 61, 62 and 63 (3.12.4, 3.62 and 3.63) are obtained.
Remove the pressure gauge, secure new locking wires and check that the level of hydraulic fluid is within 6mm of the top of the reservoir. Top up as necessary. Technicians should report the following to the supervisor: Any units that are found leaking, even if the fault was rectified. Any units that require more than one litre of fluid.
3.65 Torque Settings Using the torque spanners, re-check all bolts to the torque settings shown below:
Lock body and switch rail bracket bolts Locking piece screws Detector blade lug Detector blade locking nut Tie bar bolts Actuator socket mounting bolts 250Nm. 60Nm. 70Nm. 100Nm. 100Nm. 100Nm.
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3.66 WJR Time-out (6-9 secs) Obstruct the open switch blade and operate the points from the Signalbox. Ensure that the WJR takes aprox. 6-9 seconds to operate. If the time is outside these limits, replace the time relay (WJR)
Record the approximate time-out.
3.67 Functional Test to Signal Box If any wiring has been disconnected, carry out a full functional test as described in the "Signalling Works Testing Handbook".
Test by operation from the signal box and observe that the apparatus functions correctly.
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Issue One Date August 1995 Page K 1 of 6
Part K Associated Equipment

1 Mk 1 Clamp Lock
Body Heater
1.1 General The Assembly is an aluminium thermal pad with an element embedded within the block, which is secured to the clamp lock body with M12 studs locked by tab washers. The heater comes as a complex kit ready for installation.
The Signal Engineer is responsible for the installation and subsequent replacement of the studs but only the initial installation of the heaters. Heater testing, replacement and renewals are the responsibility of the Electrification Engineer. Prior to fitting the heater assembly, arrangement must be made to work on the points, as stated in the Rule Book. The serial number of the heater and date of fitting must be recorded and passed to the Electrification Engineer. Two heaters are required for each point end and should be positioned with the heater cable pointing towards the existing heater harness, as shown in figure K1 Note that the fitting position utilises the four bolt holes nearest to the 4 foot, ie. the innermost position.
Heater Position when Power Supply is in the "4 foot" Heater Position when Power Supply is in the "6 foot" or Cess Cable 2.5mm (f) Multicore
2
Figure K1
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Code of Practice
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One August 1995 K 2 of 6

The components and general order of assembly is shown in Figure K2.
Heater
'Tab'
'Pip'
Lock Slide
Washer Locking Nut
Locking Plate Double Stud
Note The double stud must be tightened securely into the clamp lock body side before the Tab & Pip of the locking plate are bent as shown above
Figure K2
On existing clamp lock installation fitted with a second drive take-off, the rod may foul the heater mounting studs (Figure K3)
Figure K3
RAILTRACK

Code of Practice
GK/RC0774
1.2 Pre-forming The Locking Plate Before proceeding to site, it is essential that the locking plate is pre-formed as indicated below. A bench vice must be used to make the bends; a pair of pliers will not be suitable. Use a suitable packing piece when inserting into the vice to avoid buckling the lower tab when the vice jaws are closed.
Bend the tab of the locking plate at right angles to the plate itself. Ensure that the 7mm (+ 1mm) dimension is correctly achieved. (Figure K4). Bend the pips of the locking plate to an angle approximately 45, taking care not to deform the tab setting. Ensure that the pips are bent in the opposite direction to that of the tab. (Figure K4).
Tab
7mm
Pips
Bend 45o
Pips
Use a suitable packing piece when inserting into vice to avoid buckling the lower tab when the vice jaws are closed.
Tab
Figure K4
RAILTRACK
Code of Practice
GK/RC0774
Issue Date Page

I.3 Installation Clean the side of the clamp lock body before commencing installation. Check that the Spirol pins are not protruding out of the body on the side where the heater will be fitted. If any pins are protruding, drive them in flush with the body side.
Check that the Spirol pins do not penetrate inside the body, as this will foul the movement of the drive slide. If any pins protrude on the inside of the body, they must be replaced by 7/8 long x 7/16 dia.Spirol pins. Replacement must be done one pin at a time, using the new pin to push out the old pin. Finally, ensure that any new pin fitted is flush with the body size and does not protrude inside the clamp lock body. Select the heater position with respect to the supply harness (refer to Figure K1). The sequence of bolt removal/stud fitting shown in Figure K5 is designed to ease installation.
Heater Block
Figure K5
Unbend the original locking plate between bolts numbered 1 and 2. Remove bolt No.1 completely. Unscrew bolt No. 2 just sufficiently to enable the old locking plate to be pushed to one side. (It will not be required for re-use with the studs). Note that each stud will have its own locking plate which has a tab on one side and two pips on the other. Fit the stud and new locking plate of bolt No.1. Note that the shorter screw of the stud fits into the clamp lock body, the heater fits over the longer screw.
RAILTRACK

Code of Practice
GK/RC0774
Ensure the tab of the locking plate fits over the top of the body size. Tighten the stud securely and bend the two preformed pips over the hexagon of the stud to lock it in place. Remove bolt No.2 and discard the old locking plate. Fit a stud with the tab of the locking plate underneath the body. Tighten the stud and bend the two pips over the hexagon. Repeat the procedure for bolt Nos 3 and 4. Position the heater block on the four studs, ensuring that a good contact is made between the heater block and the body side. If the heater block does not fit as specified above, it should be removed and the cause investigated and rectified. Place a washer and lock-nut onto each stud and tighten to secure the heater block. The heater cable should be placed between the body side and the flexible 50/0.25mm cable from the cable gland in the clamp lock body mechanism. Connect the heater to the supply harness using the spare socket provided or by using a two-way T adaptor socket.
Heater Failure In the event of a heater failure, the complete heater must be changed. No attempt must be made to separate the heater element from the block.
2 Mk 2 Clamp Lock Body Heater

On Mk 2 equipment, clamp lock body heaters are of the cartridge type, which are normally fitted by the Plant & Machinery Department. Each clamp lock body has one 200W cartridge heater inserted through the hole in the side of the body, and is secured on place by a star-lock washer (Figure K6).
Star-Lock Washer
Cartridge Heater
Figure K6
RAILTRACK
Code of Practice
GK/RC0774
Issue Date Page
3 Mk 1 Clamp Lock Support Bracket

By 1988, it was becoming evident that increased speed was causing occasional failures in the fabricated Mk 1 body. Generally these were weld failures, though some plate failures are known. A support bracket was designed which, when correctly fitted, was 10mm below the bottom if the body. In the event of body failure, the bracket allowed the body to fall sufficiently to break detection, but not far enough to allow the points to become unlocked. It was initially recommended that the brackets be fitted in the normally close side of facing points and switch diamonds where speeds exceeded 40mph. By 1989, approximately 60 bodies (out of 11,000) had failed and though all had been identified by regular crack detection or detection failure, two bodies had fallen off the rail. This led to the introduction of an emergency support bracket fitting programme in March 1989. Brackets had to be fitted to all facing points, with priority being given to sites over 60mph. If a bracket is fitted and has to be removed, and the Mk 1 body is not replaced with a Mk 2 cast body, ensure that the bracket is replaced correctly. A typical installation is shown in Figure K7.
10mm Nominal 200mm Min

RH Support Bracket
LH Support Bracket
Figure K7
RAILTRACK
Code of Practice
GK/RC0774

Part L Parts List
1 Mk 1 Spares
86/32135 86/32206 88/746 -
Issue One Date August 1995 Page L 1 of 9
Locking piece. Locating stud (steel) Lock arm (Type A3 with force-down (LM Region modification)
See section 4 for additional spares.
2 Mk 2 Packages
2.1 Railway Cat No 86/32002 Package for one plain lead point end Flat Bottom vertical switch consisting of:
86/32113 86/32059 86/32309 86/32270 86/32002 86/32220 86/32050 Lock and detector Assembly Switch Rail Bracket Assembly (A6) Adaptor Block Assembly (Type FBV) Taper Packing FB (Type A) Tie Bar (Type A) Centre Thrust Bracket (Type A) Drive lug 2 2 2 2 1 1 1
2.2 Railway Cat No 86/32001 Package for one plain lead point end Flat Bottom inclined switch consisting of:
86/32113 86/32383 86/32313 86/32270 86/32002 86/32220 86/32005 Lock and Detector Assembly Switch Rail Bracket Assembly (F6) Adaptor Block Assembly (Type FB1) Taper Packing FB (Type A) Tie Bar (Type A) Centre Thrust Bracket (Type A) Drive lug 2 2 2 2 1 1 1
RAILTRACK
Code of Practice
GK/RC0774
Issue Date Page
One August 1995 L 2 of 9
3 Mk 1 Spares
3.1 Stock Rail Equipment
86/32113 86/32304 86/32309 86/32313 86/32081 86/32087 86/32337 86/32372 Lock and Detector Assembly Locking Piece Adaptor Block Assembly (Type FBV) Adaptor Block Assembly (Type FBI) Adaptor Block Assembly (Type BHI Chamfer Cut ) Adaptor Block Assembly (Type BHI Straight Cut) Adaptor Block Assembly (Type FBV/FVDC Switch Diamonds 1 in 17 and flatter) Adaptor Block Assembly (Type FBI/FIDC Switch Diamonds 1 in 17 and flatter)
3.2 Switch Rail Equipment

86/32059 86/32334 86/32339 86/32340 86/32345 86/32346 86/32358 86/32364 86/32385 86/32382 Switch Rail Assembly (Type A6) Switch Rail Assembly (Type B6) Switch Rail Assembly (Type SDI (LH) C6) Switch Rail Assembly (Type SDI (RH) C6) Switch Rail Assembly (Type SD2 (LH) D6) Switch Rail Assembly (Type SD2 (RH) D6) Switch Rail Assembly (Type SD3 (LH) C6) Switch Rail Assembly (Type SD3 (RH) C6) Switch Rail Assembly (Type E6) Switch Rail Assembly (Type F6)
3.3 Lock Arms and Detector Blades

86/32327 86/32336 86/32344 86/32349 86/32388 86/32383 86/32328 86/32329 86/32395 Lock Arm (Type A6) Lock Arm (Type B6 (DSL)) Lock Arm (Type C6) Lock Arm (Type D6) Lock Arm (Type E6) Lock Arm (Type F6) Detector Arm Bush (lead bronze) Detector Blade Lug (Type A6) Detector Blade (Type A)
RAILTRACK
Code of Practice
GK/RC0774
3.4 Centre Thrust Brackets 86/3220 (Type A) 86/32245 (Type B1) 86/32377 (Type B2) 86/32247 (Type DSL) 86/32393 (Type E)
4 Mk 1 and Mk 2 Equipment
The components listed below can be used on either Mk 1 or Mk 2 equipment. 86/32002 86/32026 86/32141 86/32142 86/32215 86/32216 86/32770 86/32232 86/32242 86/32316 86/32333 86/32050 55/27011 86/32138 86/32139 86/32121 88/02444 88/02445 88/02446 88/02454 Tie Bar (Type A) Tie Bar (Type B) Shim 0.6mm (for locking piece) Shim 1.6mm (for locking piece) Plate Packing 1.6mm (for switch rail bracket) Plate Packing 3mm (for switch rail bracket) Tapered Packing (Type A) Cam adj.long Cam adj. Short (Switch Diamonds) Switch and Terminal Block Assembly Drive Lock Slide * Drive Lug Bush flanged insulating bolt coupling Locking Piece Tab Washer Locking Piece Screw Disconnection Box Cable 4c 50/0.24mm preformed termination 2.3m long Cable 4c 50/0.24mm performed termination 3.3m long Cable 4c 50/0.24mm performed termination 4.3m long Cable 4c 50/0.24mm performed termination 7.8m long
* This component is to be used with lock arm (Railway Cat no 88/746) to convert unmodified Mk 1 equipment to force down. It is suitable for both Mk 1 with force-down and for Mk 2, but not to be used with unmodified (i.e. pre-force-down) Mk 1.
RAILTRACK
Code of Practice
GK/RC0774
Issue Date Page
5 Hydraulic Equipment
86/32521 86/32541 86/32592 86/32596 86/32600 86/32610 86/32620 86/32630 86/32639 86/32640 86/32635 86/32636 86/32637 86/32638 86/32500 86/32499 86/32590 86/32193 8/063690 Hydraulic Power Pack 50 volts (Four port) Hydraulic Power Pack 110 volts (Four port) Hydraulic Hose (non-insulated black) 500 mm long Hydraulic Hose (non-insulated black) 2000 mm long Hydraulic Hose (non-insulated black) 3000 mm long Hydraulic Hose (non-insulated black) 4000 mm long Hydraulic Hose (non-insulated black) 6000 mm long Hydraulic Hose (non-insulated black) 7000 mm long Hydraulic Hose (insulated orange) 500 mm long Hydraulic Hose (insulated orange) 2000 mm long Hydraulic Hose (insulated orange) 3000 mm long Hydraulic Hose (insulated orange) 4000 mm long Hydraulic Hose (insulated orange) 6000 mm long Hydraulic Hose (insulated orange) 7000 mm long Hydraulic Actuator (Standard) 24 x 210 mm Hydraulic Actuator (Switch Diamonds only) 32 x 210 mm Hydraulic Pump Handle Hydraulic Actuator Cover THose Connection B.S.P.
Listed below is the hydraulic equipment required for one point end: Qty Hydraulic Power Pack Hydraulic Hose Hydraulic Actuator 6 way concrete rodding block (Railway Cat No 4/12774) 1 1 2 2
The voltage rating of the power pack is dependent on the application and reference should be made to the wiring diagram for the points. Hose length is dependent on the position of the power pack.
RAILTRACK
Code of Practice
GK/RC0774
Where clamp locks are to be fitted to a Switch Diamond or Double Slip layout, requirements are as follows:
Qty
Hydraulic Power Pack Hyraulic Hose Hydraulic Actuator 6 way concrete rodding block (Railway Cat No 4/12774) 2 4 4 2
6 Plain Lead Layout

6.1 113A Flat Bottom Vertical Rail
86/32003 Complete package for FBV plain leads
Qty 1
6.2
110A/113A Flat Bottom Inclined Rail

86/32001 Complete package for FBI plain leads 1
6.3
95 lb Bull Head inclined Straight Cut Rail

86/32003 86/32087 86/32285 Complete package for FBV plain leads Adaptor Block Complete Type BHI Straight Cut Taper Package (Type BH) 1 2 2
6.4
95 lb Bull Head Inclined Chamfer Cut Rail

86/32003 86/32081 86/32285 Complete package for FBV plain leads Adaptor Block Complete Type BHI Chamfer Cut Taper Packing (Type BH) 1 2 2
6.5
UIC 54B Rail

86/32003 86/32385 86/32393 Complete package for FBV plain leads Switch rail Assembly (Type E6) Centre Thrust Bracket (Type E) 1 2 1
RAILTRACK
Code of Practice
GK/RC0774
Issue Date Page

7 Switch Diamond Layout
7.1 Switch Diamond 1 in 5 and 1 in 6 Flat Bottom Vertical Rail Qty
86/32113 86/32309 86/32345 86/32346 3/195622 86/32026 86/32245 86/32377 Lock and Detector Assembly Adaptor Assembly complete (Type FBV) LH Switch Rail Assembly (Type SD2/D6) RH Switch Rail Assembly (Type SD2/D6) Tapered Washer (20mm hole 5 deg taper) Tie Bar (Type B) Centre Thrust Bracket (Type B1); or, if chair heater pads are fitted, use: Centre Thrust Bracket (Type B2) 4 4 2 2 4 2 2 2
7.2 Switch Diamond 1 in 6 Flat Bottom Vertical Rail

86/3211 86/32309 86/32345 86/32346 3/195622 86/32300 86/32026 86/32245 86/32377 Lock and Detector Assembly Adaptor Block Assembly complete (Type FBV) LH Switch Rail Assembly (Type SD2/D6) RH Switch Rail Assembly (Type SD2/D6) Tapered Washer (20mm hole 5 deg taper) Taper Packing (Type SD) Tie Bar (Type B) Centre Thrust Bracket (Type B1); or, if chair heater pads are fitted, use: Centre Thrust Bracket (Type B2) 4 4 2 2 4 4 2 2 2
RAILTRACK
Code of Practice
GK/RC0774

7.3 Switch Diamond 1 in 7 Flat Bottom Vertical Rail
Qty
86/32113 86/32309 86/32345 86/32346 3/195622 86/32300 86/32026 86/32345 86/32377 Lock and Detector Assembly Adaptor Block Assembly complete (Type FBV) LH Switch Rail Assembly (Type SD2/D6) RH Switch Rail Assembly (Type SD2/D6) Tapered Washer (20mm hole, 5 degree taper) Taper Packing (Type SD) Tie Bar (Type B) Centre Thrust Bracket (Type B1); or, if chair heater pads are fitted, use: Centre Thrust Bracket (Type B2) 4 4 2 2 4 8 2 2 2
7.4 Switch Diamond 1 in 7 and 1 in 9 Flat Bottom Vertical Rail

86/32113 86/32309 86/32339 86/32340 86/32026 86/32245 86/32377 Lock and Detector Assembly Adaptor Block Assembly complete (Type FBV) LH Switch Rail Assembly (Type SD1/C6) RH Switch Rail Assembly (Type SD1/C6) Tie Bar (Type B) Centre Thrust Bracket (Type B1); or, if chair heater pads are fitted, use: Centre Thrust Bracket (Type B2) 4 4 2 2 2 2 2
7.5 Switch Diamond 1 in 10 and 1 in 13 Flat Bottom Vertical Rail

86/32113 86/32309 86/32339 86/32340 86/32300 86/32026 86/32245 86/32377 Lock and Detector Assembly Adaptor Block Assembly complete (Type FBV) LH Switch Rail Assembly (Type SD1/C6) RH Switch Rail Assembly (Type SD1/C6) Taper Packing (Type SD) Tie Bar (Type B) Centre Thrust Bracket (Type if chair heater pads are fitted, use: Centre Thrust Bracket (Type B2) B1); 2 2 4 4 2 2 4 2 or,
RAILTRACK
Code of Practice
GK/RC0774
Issue Date Page
7.6 Switch Diamond 1 in 15 and 1 in 17 Flat Bottom Vertical Rail Qty

86/32113 86/32309 86/32339 86/32340 86/32300 86/32026 86/32245 86/32377 Lock and Detector Assembly Adaptor Block Assembly complete (Type FBV) RH Switch Rail Assembly (Type SD1/C6) LH Switch Rail Assembly (Type SD1/C6) Taper Packing (Type SD) Tie Bar (Type B) Centre Thrust Bracket (Type B1); or, if chair heater pads are fitted, use: Centre Thrust Bracket (Type B2) 4 4 2 2 8 2 2 2
7.7 Switch Diamond Flatter than 1 in 17 Flat Bottom Vertical Rail

86/32113 86/32337 86/32372 86/32358 86/32364 86/32026 86/32245 86/32377 Lock and Detector Assembly Adaptor Block Assembly complete (Type FVDC); or, on inclined rail, use: Adaptor Block Assembly complete (Type FIDC) LH Switch Rail Assembly (Type SD3/C6) RH Switch Rail Assembly (Type SD3/C6) Tie Bar (Type B) Centre Thrust Bracket (Type B1); or, if chair heater pads are fitted, use: Centre Thrust Bracket (Type B2) 4 4 4 2 2 2 2 2
RAILTRACK
Code of Practice
GK/RC0774

8 Double Slip Layout
8.1 113A Flat Bottom Vertical Rail
Qty
86/32003 86/32113 86/32309 86/32334 86/32270 86/32002 86/32247 Complete package for FBV plain leads Lock and Detector Assembly Adaptor Block Assembly complete (Type FBV) Switch Rail Bracket Assembly (Type B6) Taper Packing (Type A) Tie Bar (Type A) Centre Thrust Bracket (Type DSL) 1 2 2 2 2 1 1
8.2 110A/113A Flat Bottom Inclined Rail

86/32001 86/32113 86/32313 86/32334 86/32270 86/32002 86/32247 Complete package for FBI plain leads Lock and Detector Assembly Adaptor Block Assembly complete (Type FBI) Switch Rail Bracket Assembly (Type B6) Taper Packing (Type A) Tie Bar (Type A) Centre Thrust Bracket (Type DSL) 1 2 2 2 1 1 1
8.3 95 lb Bull Head Inclined Rail

86/32003 86/32113 86/32087 86/32081 86/32334 86/32270 86/32002 86/32247 86/32285 Complete package for FBV plain leads Lock and Detector Assembly Adaptor Block Complete (Type BHI Straight Cut on Chamfer Cut rail use) Adaptor Block Complete (Type BHI Chamfer Cut) Switch Rail Bracket Assembly (Type B6) Taper Packing (Type A) Tie Bar Type A) Centre Thrust Bracket (Type DSL) Taper Packing (Type BH) 1 2 4 4 2 2 1 1 4
RAILTRACK

Code of Practice
GK/RC 0774
Issue Date Page
One August 1995 M 1 of 2
Part M Tools and Gauges

The following is a list of tools and gauges that are required for installation and maintenance of the Clamp Lock. 86/003052 86/11610 86/11611 86/11612 86/11613 86/11614 86/11615 86/11616 86/11617 86/11618 86/11619 86/11620 86/11621 86/11622 86/11623 86/11624 86/11625 86/11626 86/11628 86/11631 86/11632 86/11633 86/11634 86/11635 86/11636 86/11637 86/11638 86/11639 86/11640 86/11641 86/11642 86/11643 24/30mm Ring Spanner 24/30mm O/E Spanner 17/19mm O/E Spanner 10/13mm O/E Spanner 18" Adjustable Spanner 12 x 13mm Tubular Box Spanner 6" Adjustable Spanner Norbar TH 300 Torque Handle 30mm ring fitting for above Norbar TH 100 Torque Handle 24mm ring fitting for above 19mm ring fitting for above Screwdriver 350mm Screwdriver 250mm Screwdriver 150mm 6mm Allen Key 6" Pliers 5" Side Cutters 2 BA Insulated Spanner Hammer 21b Chisel Jemmy Bar 7" Scriber 10 metre Fibron Tape 300mm Steel Rule Hydraulic Pressure Gauge complete with 'T' Connector Inspection Mirror
" square drive ratchet handle

30mm " square drive socket 30mm " square drive deep socket 24mm " square drive socket
RAILTRACK

Code of Practice
GK/RC0774
Issue Date Page
One August 1995 M2 of 2
86/11644 86/11645 86/11646 86/11609 86/32590 86/32355 86/32365 86/32363 86/76140 86/76141 39/29383 39/29382 39/29378 39/29379 39/29761 39/28029 39/28005 39/28030
24mm " square drive deep socket Gauge Wallet 8" Outside Calliper Circlip Pliers extend 25 - 90mm straight nose Clamp Lock Pump Handle Switch Rail Marking Template Stock Rail Marking Template Centre Punch for above Template Stretcher/Tie bar marking off guide Centre Punch for above guide Limit Switch Gauge 1.5mm Limit Switch Gauge 2mm Detection Setting Gauge 2.5mm Detection Setting Gauge 4mm FPL Setting Gauge 3.5 - 5mm Lock Arm Clearance Gauge 3mm Supplementary Detection Gauge 6 - 8mm Insulated Gauge 4 x 25mm
RAILTRACK

Acc Con Locks

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Issue One Date August 1995

Rail Clamp Point Locks

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Rail Clamp Point Locks

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Health and Safety Responsibilities

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Rail Clamp Point Locks Part B

Date August 1995 Page B 1 of 36

eliminates extended sleepers.

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Rail Clamp Point Locks

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Rail Clamp Point Locks

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Lock &Detector Mechanism Assembly (Cast Body) Hydraulic Actuators

Adaptor Block Assembly

Position of Jaw Block Cartridge Heater

Sleeve Nut Drive Lug

Point Identification number on plate to BRS-SM 2463

Connecting Rod for mechanical drives may be fitted on either side

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Rail Clamp Point Locks

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Rail Clamp Point Locks

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Lock Arm Profile

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Rail Clamp Point Locks

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Rail Clamp Point Locks

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6 Drive Lock Slide Position

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Rail Clamp Point Locks

Switch Rail Bracket

Switch Rail Web

Long Arm Pivot Pin

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Rail Clamp Point Locks

Date August 1995 Page B 9 of 36

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Rail Clamp Point Locks

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Rail Clamp Point Locks

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Figure B15 Mk 1 Assembly

Figure B16 Mk 2 Assembly

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Rail Clamp Point Locks