issue date comments - nremployeesitenremployee.yolasite.com/resources/hy drive system issue 2...

Ref: NR/GN/SIG/19808 Issue: 2 Date: 03/09/2011 Compliance date: N/A

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Issue record

Issue Date Comments

1 12 Feb 2007 New document for the Installation & Set-Up of Alstom SO Hydraulic Supplementary Point Drive System

2 03/09/2011 Maintenance of document, no change to requirements

(CCMS document number 61388603)

Reference documentation

NR/GN/SIG/11725 Alstom SO Supplementary Point Drive System -Signalling Works Test Specification

NR/L3/SIG/11231 Signalling Maintenance Testing

NR/L3/SIG/10663 Signalling Maintenance Specifications

NR/L3/SIG/11303 Signalling Installation Handbook

NR/GN/SIG/11774 Clamp Lock Handbook

BRS-SM 3002 Hy-Drive Point Layout – NR60C Layout

BRS-SM 3003 Hy-Drive Point Layout – NR60D Layout

BRS-SM 3004 Hy-Drive Point Layout – NR60E Layout

BRS-SM 3005 Hy-Drive Point Layout – NR60F Layout

BRS-SM 3006 Hy-Drive Point Layout – NR60SG Layout

BRS-SM 3007 Hy-Drive Point Layout – NR60G Layout

BRS-SM 3008 Hy-Drive Point Layout – NR60H Layout

Disclaimer

In issuing this document for its stated purpose, Network Rail makes no warranties, express or implied, that compliance with all or any documents it issues is sufficient on its own to ensure safe systems of work or operation. Users are reminded of their own duties under health and safety legislation.

Supply

Copies of documents are available electronically, within Network Rail’s organisation. Hard copies of this document may be available to Network Rail people on request to the relevant controlled publication distributor. Other organisations may obtain copies of this document from IHS. Tel: 01344 328039.


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Contents

1 Purpose 4 2 Scope 4 3 Definitions 4 4 SO Hydraulic Supplementary Point Drive System 4 4.1 Introduction 4 4.2 Installation & Set-Up 8 5 Maintenance Requirements 15 5.1 Signalling Maintenance Specification 15 5.2 Signal Maintenance Testing 15 5.3 Signal Works Testing 15 5.4 Fault Finding Guidance 15 6 Identification of Parts 16 6.1 List of Parts 16

Figure 1 – Complete Hy-Drive System (including s) 5 Figure 2 – Clamp Lock Twin Motor Power Pack Variant (Shows removable lifting handles) 5 Figure 3 – Break-out Device (BoD) 7 Figure 4 – Operated BoD (In) 7 Figure 5 – Operated BoD (Out) 7 Figure 6 – SO Backdrive Unit - Assembly of Bearer Fixings 10 Figure 7 – IBCL Backdrive Distribution Manifold 11 Figure 8 – ‘Closed’ Position (Normal Operation) 12 Figure 9 – ‘Open’ Position (For Bleeding Air) 12 Figure 10 – Plug Coupler Installation Arrangement 12

Table 1 – SO Unit Requirements 6 Table 2 – Gauging Requirements 8 Table 3 – Manual Handling Information 9 Table 4 – List of Parts 18


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1 Purpose

The contents of this standard are to give guidance on how to install and set-up Alstom’s SO Supplementary Point Drive System on Network Rail controlled Infrastructure.

2 Scope

The contents of this standard are of relevance to all who are engaged in, or manage, Signalling Installation and Maintenance works on Network Rail controlled Infrastructure that includes Alstom SO Supplementary Point Drive System

3 Definitions

Hy-Drive' When the Alstom SO Hydraulic Supplementary Point Drive System is fitted with In-Bearer Rail Clamp Point Rail Lock and a Hi-Flow Power Pack the complete system is referred to as “Hy-Drive”.

RT60 Point layouts using CEN60 rail section to Railtrack specification

NR60 Network Rail designed point layouts using CEN60 rail.

CEN60 Rail Section of 60kg/m rail

BoD Break-out Device

IBCL In-bearer Clamp Lock

4 SO Hydraulic Supplementary Point Drive System

4.1 Introduction

4.1.1 Background

The SO Hydraulic Supplementary Point Drive System is an established system used in Italy and being introduced into the UK to overcome difficulties in operating long switches.

The intention in the UK is for a number of SO Units (depending on the switch length) to be used in conjunction with an In-Bearer Clamp Lock (IBCL) and a Hi-Flow Power Pack in order to operate NR60 layouts. The three sub-systems together fitted to a point layout is also known as “Hy-Drive”

In conjunction with the SO Units, the IBCL system has been designed to provide tampable S&C.

Switch Roller Baseplates should not be installed in conjunction with Hy-Drive.

4.1.2 System Overview

The SO Units perform the driving, holding and detecting functions of the points, and includes a “Break-out Device” (BoD), which is an additional to the original Italian design in order to comply with UK Railway Group Standards.


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Figure 1 – Complete Hy-Drive System (including s)

The design of the SO System is such that it allows for +/-4.5mm of vertical movement to cope with switch rail hogging. If worse than the above tolerance then arrangements should be made to have the rails replaced.

The Hy-Drive System consists of three main components:

1) Hi-Flow Power Pack

This is a twin motor variant of the standard Rail Clamp Point Lock Power Pack. It provides a greater flow rate than the standard single motor version.

Figure 2 – Clamp Lock Twin Motor Power Pack Variant (Shows removable lifting handles)


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Due to the specific arrangement of the Twin Motor Hi-Flow Power Pack, provided for use with the Hy-Drive System, this power pack is not interchangeable with a standard Clamp Lock power pack.

The size of the dual-motor power pack, being larger than a standard power pack, means that it may not be possible to replace a standard power pack with a dual-motor power pack in the same mounting position without infringing on the train kinematic envelope, and care should be taken in this regards.

2) ‘SO’ Units

The SO Unit provides the drive via hydraulic actuators within the casting. In addition, the unit also provides holding and detection via an internal slide, gear system and rotary electrical switch.

The SO Unit provides switch rail movement via drive rods, with a factory set drive stroke available in a number of versions, (94mm, 88mm, 80mm, 76mm, 66mm and 36mm), which is clearly displayed on a label on the top of the unit.

The combination of SO Units used depends on the switch type and drive positions, as shown in the following table:

Switch Type

No. of SO Units

Required

SO Unit Positions(Bearers*)

SO Unit Strokes (mm)

BRS-SM Drawing

NR60C 1 7 80 BRS-SM 3002

NR60D 2 6, 10 94, 66 BRS-SM 3003

NR60E 2 7, 13 94, 66 BRS-SM 3004

NR60F 3 6, 11, 16 94, 80, 66 BRS-SM 3005

NR60SG 4 6, 11,16, 21 94, 80, 76, 66 BRS-SM 3006

NR60G 4 7, 13, 19, 24 94, 80, 76, 66 BRS-SM 3007

NR60H 6 8, 14, 19, 25, 31, 38 94, 88, 80, 76, 66, 36 BRS-SM 3008

Table 1 – SO Unit Requirements

NOTE Bearer positions in the table above are numbered from the IBCL at Bearer 1.

3) Break-out Device (BoD)

The BoD, which is the Switch Rail Bracket Assembly for the SO Units, is connected to the end of each SO Unit via a Gauge Adjustment Lug and Horizontal Drive Pin. The BoD is coupled to the switch rail using two M20 bolts, on 220mm centres and 56mm above the foot of the switch rail.

Insulated Bushes are installed between the BoD and the Horizontal Drive Pin on both sides in order to provide electrical isolation for track circuit operation.

The BoD incorporates a 30kN shear pin which is provided in order to protect the SO Units by uncoupling them from the switches in the event of the switches being run-through.


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NOTE In addition, it is important that Signalling Technicians attend prior to slewing activities to release the BoDs by removing the Horizontal Drive Pin, this is to check that the BoDs do not operate owing to loading forces. However, the BoD's do not need to be released for normal tamping activities, although they should require gauge testing on completion.

Figure 3 – Break-out Device (BoD)

NOTE A notch in the top of the Gauge Adjusting Lug aligns with the cover of the BoD when it is in the ‘Normal’ condition. Check that the device has not operated.

When the BoD has operated (e.g. as a result of a run-through), it is designed to lock in the operated position (either in or out, depending on the direction in which the switch rail has been forced), such that detection should fail on the next operation and then cannot be obtained until it has been replaced.

NB. Once operated, the BoD should be treated as a Modular Replaceable Unit and replaced. The failed unit should be returned to Alstom for resetting.

Figure 4 – Operated BoD (In) Figure 5 – Operated BoD (Out)

Notch (painted red – correctly in line with BoD cover)


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Manual Operation

Manual operation of the points takes longer with a Hy-Drive System, because of the increased of fluid required and care should be taken to check that the points are fully operated, locked and detected when moved.

It is also important that where multiple SO Units are in use (switch length D and above), care is taken to check that each and every SO drive position as well as the main Clamp Lock have all completed their travel during manual operation, (e.g. check that switch securing devices or clamps have not been fitted on the switch rail).

In-Bearer Clamp Lock (IBCL) This document provides technical information relating to the SO Unit, as used in conjunction with the IBCL, and although the scope of this document is not the installation of the IBCL, there are a number of minor issues of note relating to its installation:

1. The centre thrust bracket arrangement is consistent with that of Clamp Locks installed on Switch Diamonds, in that when the actuator packings are set-up, 3mm is deducted from the measurement on ‘both’ sides, rather than 3mm deducted from one side and 3mm added to the other.

NOTE When actuator packing requirements have been measured on one side, they should not be installed until after the other side has been measured to check that the closing actuator does not restrict the movement of the closing drive lock slide on the side being set.

2. Due to the location of the Clamp Lock mechanism in the bearer, the position of the Clamp Lock bodies differs in relation to switch tips, and as such the gauging requirements are slightly different from standard Clamp Lock installations. These are shown in the table 2 below, and detailed in the associated maintenance specification.

Gauge Requirement Standard Clamp Lock IBCL

FPL * 3.5mm & 1.5mm 3.5mm & 1.5mm

Detection (Cams) 4mm & 2.5mm 5mm & 3.5mm

Detection (Tappets) 2mm & 1.5mm 2mm & 1.5mm

Table 2 – Gauging Requirements

NOTE On a standard Clamp Lock, the FPL test is undertaken in two places: (i) in line with the lock arm (1.5mm) and (ii) in line with the first chair bolt / centre of the front bearer (3.5mm). In principle, this does not change foran IBCL, but due to the relocation of the Clamp Lock to the first bearer position, the lock arm is in the centre of the front bearer, and so both gauge tests are undertaken in the same place.

4.2 Installation & Set-Up

4.2.1 Installation

Pre-Installation NOTE Before transporting to site, the BoDs should not be connected to the SO drive rods, otherwise it is likely that the BoD Pins should shear during transit. So the Horizontal Drive Pin and insulators should be removed and stored safety. Also check the SO Unit seals are intact.

Installation Procedure


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NOTE Installation of the SO Units requires units with specific strokes to be installed on specific bearers. See Table 1 for details.

1. Check the condition of the bearer: • The bearer is not cracked or damaged; and

• The mounting holes have been cored in the correct bearers (see BRS-SM drawings).

NOTE The mounting holes in the bearers contain plastic inserts. They have caps that need to be removed for installation. When the caps are removed the plastic insert should not be proud of the top of the bearer.

2. Place the rubber pads onto the bearer and check that the holes in the bearer align with the holes in the rubber pads.

3. Place the wing plates the correct way round onto the rubber pads, so that the holes align correctly (see Figure 6).

4. Insert the Excalibur Screwbolt with integral nut into the bearer, screw down until the nut of the stud is flush with the top of the wing plate and the rubber pad has been slightly compressed (less than 0.5mm).

5. Place the half packing plates over the mounting studs. (NB. The packing plates should be forced down such that they engage and lock in place flush with the top of the wing plate when the machine is in place and torqued down).

6. Place the plastic cones onto the Excalibur Screwbolt so that they sit in the counter-bore of the packing plates.

7. Check that the hexagon head cap screws that secure the lid of the SO Unit are in place and properly secure, that the two diagonally opposite corner screws are lead-sealed, and that the screws that secure the detector box covers are properly secured with wire seals.

8. Place the SO Unit onto the packing plates, so that the ‘heel’ (‘tallone’) and ‘toe’ (‘punta’) identification marks correspond to the point layout. Care should be taken when lifting or moving SO Units, the weight of units are shown in Table 3.

Mass Component

<25kg • SO Unit

15 – 25kg • SO Main Cover

• Stretcher Bar Cover

>15kg • All other components

Table 3 – Manual Handling Information

9. Check that the correct stroke is being installed. Refer to Table 1.

10. Insert the metal top-hat washers and the flat washers onto the Excalibur Screwbolts and into the SO Unit mounting holes.

11. Secure the SO Unit using the Vargal lock nuts and torque down to 250Nm.


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NOTE When the Vargal prevailing torque nuts are torqued down, the packing platesshould be forced down so that they engage and lock in place. Check thepacking plates are flush with the top of the wing plate.

Figure 6 – SO Backdrive Unit - Assembly of Bearer Fixings

12. Fit the two Gauge Adjusting Lugs to the end of the SO Unit Drive Rods, and check that each Gauge Adjusting Lug contains its Steel Shuttle for correctly locating the Horizontal Drive Pin.

NOTE There are Locking Screws on the Gauge Adjusting Lugs which should be loosened to allow the Gauge Adjusting Lugs to be screwed in or out on the Drive Rods. These Locking Screws should then be re-tightened after the Set-Up Procedure has been completed.

13. Fully screw in the Gauge Adjusting Lugs on the ends of the Drive Rods, (holding the Steel Shuttles in place inside the Gauge Adjusting Lugs).

Rubber Pad

Half Packing Plate

Wing Plate

Vargal Nut

Plain Washer

Clip (for Detection Cable

Excalibur Screwbolt with welded nut

Steel Flange

Plastic Cone


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14. Insert the two M20 bolts in to the switch rail holes. Fit the BoDs onto each switch rail and secure with two M20 nuts and washers (torque to 250Nm).

NOTE Check that the BoDs have not been operated.

15. Secure the Gauge Adjusting Lugs to each of the BoDs using the Horizontal Drive Pin and insulating bushes, complete with spring washer and castle nut. (The Horizontal Drive Pin nut is secured using a split pin, but this should not be installed until after the Set-Up Procedure has been completed).

NOTE Check that both BoDs have been installed complete with the Insulated Bushes between the BoD and the Horizontal Drive Pin.

16. Connect all hydraulic hoses including the By-Pass Valve at the end of the last SO Unit.

NOTE The power pack hose connections for the Alstom SO Supplementary Point Drive System are connected to a ‘Backdrive Distribution Manifold’ mounted on the IBCL centre thrust bracket, as shown in Figure 7.

NOTE The power pack ports for the main Clamp Lock and Backdrive systems have different size connections (¼" and ½" respectively) to prevent accidental reversal.

Figure 7 – IBCL Backdrive Distribution Manifold

17. Check that the power pack has been filled with hydraulic fluid. The system should require any air to be bled out, as outlined below, and this is likely to result in further fluid being required. Bleeding of air, which is important for the reliable operation of the SO Units, is achieved by:

• Opening the By-Pass Valve (see Figure 9 )

• Manually operating the points in only one direction (either Normal or Reverse) for at least 90 seconds;


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• Close By-Pass valve (see Figure 8) , operate switches one way and re-open By- Pass valve (see Figure 9)

• Repeat the manual operation of the points in the same direction as before for 90 seconds;

• Close the By-Pass Valve (see Figure 8).

Figure 8 – ‘Closed’ Position (Normal Operation)

Figure 9 – ‘Open’ Position (For Bleeding Air)

By-Pass Valve Positions

18. Connect the tail cables to the SO Units using the bayonet plug connectors, ensuring that they correctly lock in position with the coloured markers aligned.

NOTE If the plug couplers for the ‘heel’ and ‘toe’ sides of an SO Unit are erroneously reversed, the detection circuit is such that the detection fuse should blow.

Figure 10 – Plug Coupler Installation Arrangement

19. Install the reinforced plastic trunking, which is used to protect the cable and the hydraulic hoses, as follows:

• The trunking should be secured to the concrete bearers using the 6 mm diameter screws supplied. (NB. The holes in the bearers need to be drilled on-site – details shown on BRS-SM drawings);


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• The trunking should be cut to length on-site so that it enters the main covers of the SO Units;

• The trunking covers should be secured using the supplied stainless steel straps; and

• The metal SO Unit protection covers should be fitted with the supplied Excalibur Screwbolts (without integral nut), secured with washer and Vargal nut, and torqued to 250Nm.

4.2.2 Set-Up Procedure

To adjust the SO Units for correct operation of the switches, the following steps should be completed on each SO Unit:

NOTE Detection should be monitored on the terminals in the associated Disconnection Box. (For details see appropriate wiring diagrams. The national standard wiring diagrams are numbered in the T275xx series but local variations may apply).

NOTE Before starting set-up, the BoDs should be fitted to the Switch Rail with the Horizontal Drive Pins removed.

1. Manually operate the points to one position such that the SO Unit has completed its travel and detection is obtained. At this stage it is not necessary for the ‘Closed’ switch rail to be fully closed against the stock rail to obtain detection, as long as the SO Unit has completed its travel. (NB. Because the Gauge Adjusting Lug has not yet been set, detection may not be obtained if the Gauge Adjusting Lug has not been wound far enough onto the Drive Rod).

2. Bar the ‘Closed’ switch against its associated stock rail and hold it in place (e.g. with a rail clamp) to check that it is properly closed when adjusting the Gauge Adjusting Lug on the Drive Rod.

3. Push the extended Drive Rod back into the SO Unit and check that it is against its stop, removing any over-travel of the Drive Rod.

4. Unscrew the Gauge Adjusting Lug fitted to the Normal Drive Rod (every half turn is equal to 1 mm of adjustment) until the length of the Drive Rod including the Gauge Adjusting Lug has been increased to align with the BoD.

5. Refit the Horizontal Drive Pin connecting the BoD to the Gauge Adjusting Lug. NOTE At all times when adjusting the position of the Gauge Adjusting Lug on the Drive Rod, check that the Drive Rod is still back against its stop in the SO Drive Unit (as per item 3 above).

6. Undertake the Detection Gauge Test, as outlined below.

7. Repeat steps 1 to 6.

8. Repeat 1 to 7 above for the remaining SO Units.

4.2.3 Detection Gauge Test

The gauging of the SO Units is carried out using a 2mm ‘GO’ and 4mm ‘NO-GO’ gauge.


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IMPORTANT: Whilst the detection gauge should be set-up so that each SO Unit locks and detects with a 2mm gauge, this does NOT mean that there should necessarily be any visible clearance between the switch and stock rail in normal operation. The hydraulic drive of the SO Unit checks that the switch and stock rail are closed during normal operation, and there is not normally any gap between them, e.g. as there might otherwise be with a mechanical supplementary drive. NOTE NOTE Detection should be monitored on the terminals in the associatedDisconnection Box (For details see appropriate wiring diagrams).The national standard wiring diagrams are numbered in the T275xx series but local variations may apply).

IMPORTANT: In addition to monitoring detection in a disconnection box, (there is one associated with each SO Unit), it also possible to monitor the detection relays individually, as there is a specific detection relay for the Clamp Lock as well as each individual SO Unit.

1. Check that the points are closed and locked one side, (manually operate if necessary), and confirm that the SO Unit under test is detected.

2. Insert the 2mm gauge between the switch and stock rail in line with the Drive Rod.

3. Manually operate the points to close the switch rail against the 2mm gauge, and confirm that the SO Unit under test is still detected.

NOTE If the SO Unit under test fails to detect with the 2mm gauge (detection too tight), then it should be adjusted in accordance with the guidance in 5.2.2.above

4. Manually operate the points to open the ‘Closed’ switch and remove the 2mm gauge.

5. Insert the 4mm gauge between the switch and stock rail in line with the Drive Rod.

6. Manually operate the points to close the switch rail against the 4mm gauge, and confirm that the SO Unit under test is NOT detected.

NOTE If the SO Unit under test detects with the 4mm gauge (detection too loose), then it should be adjusted in accordance with the guidance in above.

7. Manually operate the points to open the ‘Closed’ switch and remove the 4mm gauge.

8. Repeat steps 1 to 7 for the opposite lie of the points.

9. On completion of set-up / adjustment:

• The split pins should be installed in the Horizontal Drive Pin castle nuts, and should also be opened, in excess of 45 degrees up; and

• The Locking Screws on the Gauge Adjusting Lugs should be re-tightened to secure the Gauge Adjusting Lugs.


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10 Check for 60mm min free-wheel clearance.

5 Maintenance Requirements

5.1 Signalling Maintenance Specification

Refer to NR/L2/SIG/10663 (NR/SMS/PF04) for details of routine maintenance on SO Unit System.

5.2 Signal Maintenance Testing

Refer to NR/L3/SIG/11231, Signalling Maintenance Testing Handbook, for the following activities on SO Unit System:-

a) Signalling Maintenance Testing.

b) Maintenance & Missing Equipment Test Plans.

c) Signalling Failure Investigation.

5.3 Signal Works Testing

Refer to NR/GN/SIG/11725 - Signal Works Testing Requirements for SO Unit system.

5.4 Fault Finding Guidance

5.4.1 Examples of System Faults

This section is intended to provide some guidance when attending a failure on a SO Unit System, in order to avoid unnecessary testing and/or adjustment. However, this is by no means a comprehensive list of failures, and should not be treated as such.

NB. This section includes examples of failures that are specific and unique to the SO Unit System. Further information relating to failures of the Clamp Lock system, its power pack and hydraulic system can be found in NR/GN/SIG/11774 ‘Clamp Lock Manual’.

General

NOTE: Because the SO Units lock the switch in position once it has been moved, hydraulic pressure is required to release the switch and enable it to move. As a result, in the event of a hydraulic system failure, it should not be possible to bar the points across, as the points should be held until hydraulic pressure is regained.

Each SO Unit has its own disconnection box, as well as its own separate detection relay, and this can be used to aid diagnosis in the event of loss of detection.

Hydraulic System

A single power pack motor failure can lead to the switches moving slowly and either consistently or intermittently not completing their movement in sufficient time to gain detection prior to WJR time-out.

By-Pass-Valve

The ‘By-Pass Valve’ isolates the ‘Normal’ and ‘Reverse’ sides of the hydraulic system (when the points are in their normal operating condition). The By-Pass Valve can be operated to allow air to be bled from the system. (See Figures 8 and 9 in section 5.2.1). Possible failures of the By-Pass Valve include:


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• a component failure of the By-Pass Valve should lead to a loss of hydraulic pressure in the system, and thus non-operation of the SO Units;

• accidental damage to, or operation of, the By-Pass Valve should lead to a loss of hydraulic pressure in the system, and thus non-operation of the SO Units.

Break-out Device (BoD)

The BoD acts as the switch rail connection in order to uncouple the SO Unit from the switches in the event of the switches being run-through. As such, it is important to inspect the BoD is check that is has not been operated. (See section 5.2.1 for details).

SO Unit Plug Connectors

Each SO Unit is connected electrically via a bayonet plug connector. These should be inspected to check that the connecting plug/sockets are not damaged, that there is no obvious contamination and that the connector plug has been properly connected & locked in place.

Manual Operation

If the points are operated manually when the front is clipped and scotched, the SO Units will move the back of the switches and hold them in position once moved. Obviously detection will not be obtained in this case. Nonetheless, care should be taken to check that this does not occur.

5.4.2 Post Run-Through Actions

In addition to normal activities undertaken in the event of a run-through the SO Units should be checked to see if the BoDs have operated. (See Page 20).

NOTE For IBCL points, in the event of a suspected run-through normal checks and actions to be undertaken are the same as for a Rail Clamp Point Lock and ‘Clamp Lock Handbook’

6 Identification of Parts

The type and composition of the SO Unit System differs depending on the type length of switch being moved.

6.1 List of Parts

The following is a list of the permitted stackable assemblies, sub-assemblies and components, both for initial installation and for spare parts.

Alstom Part Number

Description PADS Number

P425020006A SO Hy-Drive Sub-System: NR60 "C" Plain Lead Complete 086/036501

P425020007B SO Hy-Drive Sub-System: NR60 "D" Plain Lead Complete 086/036502

P425020001V SO Hy-Drive Sub-System: NR60 "E" Plain Lead Complete 086/036503

P425020002W SO Hy-Drive Sub-System: NR60 "F" Plain Lead Complete 086/036504

P425020005Z SO Hy-Drive Sub-System: NR60 "SG" Plain Lead Complete 086/036505

P425020003X SO Hy-Drive Sub-System: NR60 "G" Plain Lead Complete 086/036506

P425020004Y SO Hy-Drive Sub-System: NR60 "H" Plain Lead Complete 086/036507

P422007S07U Troughing Kit 2800mm (bearer fixings included) 086/036571


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Alstom Part Number


P422007P01F SO Unit Cover (fixings included) 086/036552

P422007P02G Stretcher Bar Cover (fixings included) 086/036551

P422007F01X NR60 Bearer Mounting Kit for 1 SO Unit 086/036561

P422007E01P Detector Cable Kit for 1 SO Unit (bearer fixings included): 4.2m 086/036531

P422007E02Q Detector Cable Kit for 1 SO Unit (bearer fixings included): 7.2m 086/036532

P422007E03R Detector Cable Kit for 1 SO Unit (bearer fixings included): 10.2m 086/036533

P422007B01N Breakout Device (1 off) [2 required for 1 actuator] 086/036581

P422007T15M SO Hydraulic Hoses Set NR60 "C" Plain Lead (inc by-pass) 086/036521

P422007T16N SO Hydraulic Hoses Set NR60 "D" Plain Lead (inc by-pass) 086/036522

P422007T10F SO Hydraulic Hoses Set NR60 "E" Plain Lead (inc by-pass) 086/036523

P422007T11G SO Hydraulic Hoses Set NR60 "F" Plain Lead (inc by-pass) 086/036524

P422007T14L SO Hydraulic Hoses Set NR60 "SG" Plain Lead (inc by-pass) 086/036525

P422007T12H SO Hydraulic Hoses Set NR60 "G" Plain Lead (inc by-pass) 086/036526

P422007T13K SO Hydraulic Hoses Set NR60 "H" Plain Lead (inc by-pass) 086/036527

P422007A02E SO Unit 66mm Stroke 086/036515

P422007A03F SO Unit 76mm Stroke 086/036514

P422007A04G SO Unit 80mm Stroke 086/036513

P422007A05H SO Unit 88mm Stroke 086/036512

P422007A06K SO Unit 94mm Stroke 086/036511

P422007A07L SO Unit 36mm Stroke 086/036516

P422007S05S Set of Fixings for SO Mounting Plate (Excalibur Screwbolt, Washer, Vargal Nut)

086/036601

P422007S04R Complete Set of Fixings for mounting SO Unit to Bearer (Excalibur Screwbolt, Conical Plastic Collar, Metal Flange, Washer & Vargal Nut)

086/036602

N422007065T Rubber Pad 086/036603

N422007068W Wing Plate 086/036604

N422007072A Steel Half-Packing Plate NR60 086/036605

E041080900M Wing Plate Cable Clip (Thomas & Betts, ECM-2024) 086/036606

P422007S02P BoD Switch Rail Fixing Kit (M20 Bolts, Washers, Vargal Nuts) 086/036611

P422007S03Q Gold Pin and Fittings (Gold Pin, Insulated Bush, Shuttle Pin, Split Washer, Castle Nut, Split Pin)

086/036612

N422002008W Shuttle Pin 086/036613

N422001055L Insulated Bush for Breakout Device (2 off) 086/036614

N422007039Q Hoses Actuator to Actuator NR60 4 bearer spacings 086/036634

N422007029D Hoses Actuator to IBCL NR60 5 bearer spacings (short) 086/036625

N422007028C Hoses Actuator to Actuator NR60 5 bearer spacings 086/036635

N422007027B Hoses Actuator to IBCL NR60 6 bearer spacings (short) 086/036626

N422007026A Hoses Actuator to Actuator NR60 6 bearer spacings 086/036636

N422007038P Hoses Actuator to IBCL NR60 7 bearer spacings (short) 086/036627

N422007030E Hoses Actuator to Actuator NR60 7 bearer spacings 086/036637

P422007K01N By-pass kit (consisting of By-pass Valve, Hoses & Ties) 086/036641

N422007041S Gauge 086/036701


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Alstom Part Number


Detector Cable with Straight Plug Coupler (bearer fixings included): 4.2m

Detector Cable with 90° Plug Coupler (bearer fixings included): 4.2m





Table 4 – List of Parts

25/05/2010 - Version 1

Standards Briefing Note

Ref: NR/GN/SIG/19808 Issue: 2 Title: Alstom SO Hydraulic Supplementary Point Drive System – Installation and Set-Up Publication Date: 03/09/2011 Compliance Date: N/A Standard Owner: Professional Head of Signal Engineering Non-Compliance rep (NRNC):N/A Further information contact: Pardip Basran Tel: 085 78479 Purpose: The contents of this standard gives guidance on how to install and set up Alstom’s SO Supplementary Point drive System on NR controlled infrastructure.

Scope: The contents of this standard are of relevance to all who are engaged in or manage, Signalling Installation and Maintenance works on NR controlled infrastructure that includes the Alstom SO Supplementary Point Drive System.

What’s New/ What’s Changed and Why: This is a document maintenance exercise to this standard, the following changes have been made;

Job titles have been updated Must and Ensure – these words removed and replaced with suitable text References to standards have been updated

There are no technical changes to this document.

Affected documents:

Reference

NR/GN/SIG/19808 ISSUE 2

Impact

Superseded

Briefing requirements: Where Technical briefing (T) is required, the specific Post title is indicated. These posts have specific responsibilities within this standard and receive briefing as part of the Implementation Programme. For Awareness briefing (A) the Post title is not mandatory.

Please see http://ccms2.hiav.networkrail.co.uk/webtop/drl/objectId/09013b5b804504da for guidance.

Briefing (A-Awareness/

T-Technical)

Post Team

Function

A All responsible for the installation and set-up of SO

Hy-drive systems.

*NOTE: Contractors are responsible for arranging and undertaking their own Technical and Awareness Briefings in accordance with their own processes and procedure

http://ccms2.hiav.networkrail.co.uk/webtop/drl/objectId/09013b5b804504da

issue date comments - nremployeesitenremployee.yolasite.com/resources/hy drive system issue 2...

Documents