switches and crossings (s&c)26.2 temporary installation of fully-fabricated of part-fabricated...

Ref: NR/L2/TRK/001/mod05 Issue: 7 Date: 03 June 2017 Compliance date: 02 September 2017

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Switches and crossings (S&C)

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Contents 1 Scope 6

2 Definitions 6

3 S&C Inspection; basic visual, Section Manager and Track Engineer 7

3.1 Basic visual inspections 7

3.2 Section Manager and Engineer inspections 7

3.3 Joint Inspection and maintenance of S&C by Signalling and Track staff 7

4 Inspection to assess wear and damage to switch rails and stock rails 8

5 Inspection of premium rail switches 8

Table 1 – Frequency of inspection for premium steel switches

6 False flange damage on stock rails and crossings in S&C 9

Table 2 – Rectification timescales for grinding or weld repair to remove false flange damage 9

7 Inspection for plain rail sidewear 9

8 Management of gauge 9

8.1 General 9

8.2 Detailed gauge inspections 10

Table 3 – Frequency of detailed S&C inspections 10

8.3 Use of field face to field face (back to back) gauges 11

Table 4 – Possible causes of gauge measurement conflict between dimensions obtained with a ‘field face to field face’ gauge and those obtained with a standard ‘four foot’ gauge 11

8.4 Gauge variation 12

Table 5 – Intervention limits and rectification timescales for track gauge variation (measured over 3 metres) 12

8.5 Wide gauge in the moving parts of switches 12

Table 6A – Intervention limits for wide gauge in the moving parts of switches 12

Table 6B – Rectification timescales for wide gauge in the moving part of switches 12

8.6 Use of gauge management shims 13

8.7 Tight gauge in the moving parts of switches 13

Table 7 – Intervention limits and actions for tight gauge in the moving part of switches 13

8



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9 Free Wheel Clearance (FWC) and Flange Back Contact (FBC) 14

Figure 1 - Terminology of dimensions measured at switches 14

9.1 Flangeways 14

9.2 FWC 15

9.3 FBC 15

10 Stretcher bars 16

10.1 In running lines 16

10.2 In non-running lines 16

11 Switch toes 16

11.1 Position of switch toes 16

Table 8 – Switch toe position on first slide chair/baseplate 16

11.2 Switch diamond toes 16

11.3 Switch toe opening 17

Table 9 – Switch toe openings (excluding switch diamonds) 17

Table 10 – Switch diamond toe openings 17

12 Soleplates 17

Table 11 – Minimum action and maintenance requirements; cracked or damaged soleplate 18

13 Slide chairs 18

13.1 Lubrication 18

13.2 Dry slide chairs 18

13.3 Roller baseplates 19

14 Track geometry 19

14.1 Management of track geometry within S&C 19

14.2 Dimensions and geometry 19

14.3 Top and line 19

14.4 Voiding in S&C 19

15 Bearers 20

15.1 Hardwood bearers 20

15.2 Concrete bearers 20

15.3 Modular bearers 20

16 Lateral resistance plates 20



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17 Bolts and other fastenings 20

17.1 Tightness 20

17.2 Missing or damaged components 20

18 Ballast 21

19 Switch heating 21

20 Use of correct components and tools 21

20.1 Use of correct components 21

20.2 Using correct tools 21

21 Use of bullhead keys 22

Table 12 – Use of bullhead keys in S&C 22

22 Replacement of switches 23

22.1 General 23

22.2 RT60 switches 23

22.3 Vertical S&C - Shallow depth switches 23

Table 13 – NR56V design changes 24

23 Securing and plain lining of S&C 24

23.1 Switches and crossings secured out of use 24

Table 14 – Requirements for securing switches out of use 25

23.2 Plain lining of S&C 25

Table 15 – Requirements for the plain lining of S&C on timber bearers 26

Table 16 – Requirements for the plain lining of S&C on concrete bearers 26

24 Crossings 27

24.1 General 27

24.2 Management of gauge through crossings 27

24.3 Management of flangeways 27

Table 17 – Check rail gauge and check rail flangeway dimensions; common crossings 28

24.4 Check rail bracket failure 28

25 Inspection for wear and damage to crossings 29

25.1 New cast crossings 29

Table 18 – Inspection of newly installed cast crossings 29

25.2 All crossings 29

Table 19 – Inspection intervals for crossings 29



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26 Replacement of crossings 30

26.1 Renewal of check rails 30

26.2 Temporary installation of fully-fabricated of part-fabricated crossings 30

27 Hand-operated points 31

27.1 Inspection 31

Table 20a – Frequency of inspection for hand operated points (risk) 31

Table 20b – Frequency of inspection for hand operated points (frequency of use) 31

27.2 Maintenance of hand points 31

Table 21 – Actions for faults on hand operated points 32

27.3 Proprietary lever boxes 32

27.4 Switchlocks 32



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1 Scope This module of NR/L2/TRK/001 covers: a) Inspection by patroller, Section Manager and TME; b) Inspection requirements and tolerances for

1) wear, 2) flange back contact, 3) free wheel clearance, 4) false flange damage, 5) gauge, 6) switch position.

c) inspection and maintenance of S&C components including 1) bearers, 2) slide chairs, 3) baseplates, 4) fastenings, 5) lateral resistance plates.

d) track geometry through S&C; e) replacement of switch sets and crossings; f) securing (out of use) and plain lining; g) hand operated points;

This module does not cover: h) management of joints (see NR/L2/TRK/001/mod04); i) visual inspection and ultrasonic testing of rails (see NR/L2/TRK/001/mod06). 2 Definitions See Glossary (NR/L2/TRK/001/mod01).



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3 S&C Inspection; basic visual, Section Manager and Track Engineer Switches and crossings (S&C) are designed to steer trains safely from one track to another. S&C is more complex than plain line and requires detailed attention in order to manage the risk of derailment and reduce the potential for points failures. 3.1 Basic visual inspections Undertake basic visual inspection of S&C at the frequencies shown in NR/L2/TRK/001/mod02. Carry out inspections in accordance with track patrol diagrams (which show the route to be taken by the patroller through the S&C). Record inspections on TEF3015. Report defects and items requiring urgent attention. Video inspection is an alternative process to undertake basic visual inspection of S&C track components. 3.2 Section Manager and Engineer inspections The Section Manager [Track] (SM [T]) and Track Maintenance Engineer (TME) shall undertake inspection of S&C at the frequencies shown in NR/L2/TRK/001/mod02. The person undertaking the Section Manager inspection shall be competent in Track Engineering competency Tr7 (053 inspection). Record SM[T] inspections on TEF3022. Report and action defects and items requiring attention. Record TME inspections on TEF3017. 3.3 Joint Inspection and maintenance of S&C by Signalling and Track staff A joint approach to the inspection and maintenance of S&C is effective in delivering S&C that performs well (e.g. by the elimination of track faults that have an effect on point operating equipment - such as wide track gauge or excessive voiding). Joint inspection and maintenance by track and signalling staff should be carried out in accordance with a plan prepared by the Signal Maintenance Engineer (SME) and agreed with the Track Maintenance Engineer (TME). Joint inspections and maintenance shall be carried out by persons with the necessary competence to fulfil the requirements of the inspections.



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4 Inspection to assess wear and damage to switch rails and stock rails During the routine SM [T] inspection a visual inspection, in accordance with NR/L2/TRK/053 – “Inspection and repair to reduce the risk of derailment at switches”, shall be carried out to determine whether a detailed inspection is required (and if any immediate actions are required). Pay particular attention to: a) the tell tale signs as detailed in NR/L2/TRK/053; b) any pieces broken from the top of the switch rail; c) signs of new, changed or aggressive wear patterns; d) wear on recently ground switches; e) state of lubrication of the switch and stock gauge face. Where indicated by visual inspection check throughout the affected switch for contact between the P8 wheel profile and switch rail below the 65º line. Check, where required, the switches in both normal and reverse positions.

5 Additional inspection of switch rail running edge radius. Undertake additional running edge inspections (see NR/L2/TRK/053/mod03 section 3.8) on switches meeting the following criteria only:

Newly installed switches manufactured from premium grade rail,

Premium grade switches which have been ground,

Newly weld repaired ‘high risk’ switches (all rail grades). Six months after installation or repair undertake a new switch risk assessment using TEF3253 and implement the determined inspection frequency. Carry out additional inspections at the required frequencies shown in table 1. Table 1 – Running edge inspection frequencies for new or ground premium rail and weld repaired High risk switches.

Time after installation, weld repair or grinding

Inspection Frequency

Maximum interval between inspections

0 – 1 month 1 – 6 months

7 days 28 days

8 days 31 days



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6 False flange damage on stock rails and crossings in S&C Irregular, and mainly traverse, severe surface damage is called ‘false flange damage’. Flattening or hollowing of the rail head will usually occur. Where false flange damage has occurred, grind and weld repair to remove cracking and to reinstate a suitable rail profile. A speed restriction is not required unless tongue lipping or an ultrasonically detected defect is present. Rectify to the timescales shown in Table 2.

Table 2 – Rectification timescales for grinding or weld repair to remove false flange damage

Track category Action

1A, 1 & 2 Repair within 13 weeks 3 & 4 Repair within 26 weeks 5 & 6 Repair within 52 weeks

7 Inspection for plain rail sidewear Checks shall be made for localised sidewear in S&C. Details for sidewear monitoring are in NR/L2/TRK/001/mod9.

8 Management of gauge 8.1 General Track gauge in S&C is maintained to meet the requirements of NR/L2/TRK/001/mod11 except that at the switch toes and within the movable length of switches. Track gauge in this length is maintained to tighter tolerances (see section 8.5). Achieving the correct gauge is important to maintain other critical dimensions (such as free wheel clearance) and reduce the failure rate of components (such as stretcher bar assemblies due to flange back contact). Check for the early signs of gauge spreading (e.g. wear pattern on top of rail, crushed or displaced ferrules and insulators, bent chair screws, sheared screws in concrete bearers and baseplate shuffle). When work is carried out which allows the opportunity to regauge the track (e.g. retimbering the switch area or the installation of a new switches), the target for the installed track gauge shall be within +3mm and –2mm of design gauge.



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8.2 Detailed gauge inspections 8.2.1 Frequency of inspections The SM[T] shall undertake detailed gauge inspections of S&C in running lines at the frequencies shown in Table 3.

Table 3 – Frequency of detailed S&C inspections

Bearer type Frequency

Timber 52 weekly

Concrete 104 weekly

Reduce the interval between detailed gauge inspections in areas where: a) the component condition is poor, or b) there are high rates of wear, or c) there is significant deterioration. 8.2.2 Objective of detailed gauge inspections The objective of the detailed gauge inspection is: a) to create a periodic report of gauge and flangeway dimensions; b) confirm construction details; c) to collect information to drive maintenance activity (e.g. monitor deterioration

rates so that maintenance work can be effectively planned). 8.2.3 Detailed gauge inspection reports Record detailed inspections using the appropriate report form: a) TEF3060 – Inside slip, b) TEF3061 – switch diamond, c) TEF3062 – outside slip, d) TEF3068 – standard turnout. The TME shall review the inspection reports with the SM[T].



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8.3 Use of field face to field face (back to back) gauges NR/L3/TRK/3310 details the process of measuring gauge using dimensions between the field faces of the stock rails. This method has been introduced primarily for re-gauging, or installing new half sets. Using this method could create a situation where the resulting four-foot gauge measurements are not compliant with dimensions shown in Table 6A. If the gauge is recorded as non-compliant when measured in the four-foot, but correct for back to back dimensions, investigate the cause of this conflict.

Possible causes of gauge reading conflict in these circumstances are shown in Table 4.

Table 4 – Possible causes of gauge measurement conflict between dimensions obtained with a ‘field face to field face’ gauge and those

obtained with a standard ‘four foot’ gauge

Problem Wide Gauge

Tight gauge

sidewear on switch or stock rail Yes No

position of switches (squareness of switch toes) Yes Yes

incorrect free wheel clearance dimension Yes Yes

stock rail machining on NR60 or RT60 (see RE/PW/2009 for amended gauge dimensions to use in the moveable length of NR60 and RT60 switches)

Yes No

poor switch rail machining (inaccurate factory machining)

Yes No

poor switch rail grinding Yes No

size of switch block (incorrect block fitted or small difference in block size due to manufacturing tolerances)

Yes Yes

rolling tolerances in rails (can produce a 2mm discrepancy in gauge dimension)

Yes Yes

If back to back dimensions are correct, do not pull in the rails to achieve a compliant four foot dimension. Undertake appropriate remedial action identified by the above investigation. NOTE The two most likely causes of a significant four foot non-compliant gauge dimension are

sidewear or poor switch grinding (requiring the renewal of the half set).



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8.4 Gauge variation When correcting gauge in switches, do not introduce sudden changes in track gauge (gauge variation) within the S&C. NOTE Gauge variation can disturb the wheel running, can affect alignment and can lead to the

formation of localised wear and RCF.

Re-gauge if the limits for gauge variation (measured over a distance of 3 metres) specified in Table 5 are reached. Timescales to be met for rectification are as shown in Table 5.

Table 5 – Intervention limits and rectification timescales for track gauge variation (measured over 3 metres)

Speed Variation Action

Up to 60mph 8mm Re-gauge within 52 weeks 65 – 95mph 7mm Re-gauge within 26 weeks

100 – 125mph 6mm Re-gauge within 13 weeks

8.5 Wide gauge in the moving parts of switches The limits for wide gauge in the moving part of switches are specified in Table 6A. If the gauge measurement reaches, or exceeds, the limits shown in Table 6A, rectify within the timescales shown in Table 6B.

Table 6A – Intervention limits for wide gauge in the moving parts of switches

S&C type Gauge

Vertical CEN56 1439mm or more

Bullhead or 109/110A/113A inclined 1442mm or more

RT60 and NR60 1442mm or more

Note: Refer to NR/L2/TRK/3310 for details on correcting track gauge using field face to field face measurements.

Table 6B – Rectification timescales for wide gauge in the moving part of switches

Speed Action

over 40mph Re-gauge within 52 weeks over 60mph Re-gauge within 26 weeks

100mph or above Re-gauge within 13 weeks



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8.6 Use of gauge management shims The fitting of gauge management shims to correct wide gauge within the switch area is only permitted if: a) the switches are full depth vertical and b) line speed is ≤ 40mph and c) the baseplates are blockless slide baseplates (marked BPV). Shims can only be used as a temporary repair Complete the permanent repair (to permit the removal of the shims) within 12 months. The maximum permitted number of shims which may be inserted is 2 per baseplate and 4 per bearer. See NR/GN/TRK/7001/TWI3S106 for details of the fitting process. 8.7 Tight gauge in the moving parts of switches The limits for tight gauge in the moving part of switches and the actions required are specified in Table 7.

Table 7 – Intervention limits and actions for tight gauge in the moving part of switches

S&C type Gauge Immediate action Follow-up action

All types Less than 1426mm (dynamic 1)

Impose an immediate 20mph speed restriction

Maintain the TSR until the gauge is corrected Report to Section Manager [Signalling] and agree a joint action plan for remedial action required.

Vertical CEN56 Between 1426 and 1429mm

Report to Section Manager [Signalling] within 36 hours and agree a joint action plan for any remedial action required.

Bullhead or 109/110A/113A inclined

Between 1426 and 1432mm

RT60 and NR60 2 Between 1426 and 1432mm

Note: 1. There may be tolerance within the components which allows a static gauge less than 1426 mm to widen to

1426mm or more under dynamic loading. 2. Refer to standard drawing RE/PW/2009 for correct dimensions when measuring gauge using a standard four

foot track gauge. 3. Refer to NR/L2/TRK/3310 for details on correcting track gauge using field face to field face measurements,

particularly useful with RT60 and NR60 switches.



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9 Free Wheel Clearance (FWC) and Flange Back Contact (FBC)

Figure 1 - Terminology of dimensions measured at switches

9.1 Flangeways

All flangeways in the switch area shall be kept clear of obstructions to permit the free passage of the wheel flange and allow the switch rail to move and close properly against the stock rail. A minimum free wheel clearance (FWC) shall be maintained between the open switch and stock rail throughout the flangeway. When evidence of flange back contact (FBC) is found on the back of the open switch rail, corrective action must be taken to stop this occurring.

FBC will result in excessive loading being applied to the stretcher bars leading to loosening of fastenings and damage to the stretcher bar. Damage due to flange back contact is more likely in a contra-flexure turnout.

Free Wheel Clearance

(50mm minimum)

Free Wheel Passage

Residual Switch Opening

1.5mm desirable, 4mm maximum

Flange Back Contact

(if FWP ≥ 1382mm)



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9.2 FWC 9.2.1 Measurement of FWC Measurement of the free wheel clearance is made in a plane 14mm below the top surface of the head of the rail. 9.2.2 FWC less than 50mm (plain leads) or 45mm (slips) Undertake minimum actions as specified in NR/L2/TRK/6100 where FWC is less than 50mm in plain leads or 45mm in slips. 9.2.3 Type A and B switches A and B type switches may not have supplementary drives and so a FWC value of 50mm might not be achievable. For these switches check if FWC + RSO = 50mm. If this sum is less than 50mm and the line speed is greater than 40mph, the TME shall agree the action to be taken with the SME and the IME.

9.3 FBC 9.3.1 Inspection for FBC Undertake inspections, in accordance with NR/L2/TRK/6100, for FBC during routine SM [T] track inspections. Examine for flange back contact (FBC) of the switch between the rear stretcher bar and a point 1000 mm beyond the end of the switch head planing. Include both a visual check (for rubbing) and a check on physical clearance using a TGP8 track gauge in the examination. 9.3.2 FBC present If visual and TGP8 checks reveal that FBC might be occurring, then measure track gauge, free wheel clearance (FWC) and residual switch opening (RSO) and record using TEF3074. The detailed requirements for these checks are in NR/L2/TRK/6100. If FBC is confirmed, undertake minimum actions as specified in NR/L2/TRK/6100/Mod08.



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10 Stretcher bars 10.1 In running lines The maintenance of stretcher bars in running lines is carried out by the signal engineering staff but collaboration between track and signalling teams at local level is essential for the successful management of this area. Installation, inspection and maintenance of stretcher bar assemblies is managed in accordance with NR/L2/TRK/6100. Instructions and guidance for patrollers in the identification of defective stretcher bar assemblies is in NR/L2/TRK/001/mod19. 10.2 In non-running lines The inspection of stretcher bars in switches operated by hand points in non-running lines is the responsibility of track engineering staff. Any requirement to maintain or install stretcher bars should be referred to the SM[signalling] and carried out by signalling staff. 11 Switch toes 11.1 Position of switch toes Maintain switch toes, other than those in single or double slips, so that they are at the distance specified in Table 8 in advance of the centre-line of the first slide chair or baseplate.

Table 8 – Switch toe position on first slide chair/baseplate

Type of switch Dimension from end of switch rail back to the

centreline of first slide chair/baseplate mm

Bullhead, flatbottom inclined and Vertical 90 ± 6

RT60 and NR60 255 ± 6

Note: Maximum stagger across gauge (‘out of square’) will not exceed 12mm.

11.2 Switch diamond toes Maintain switch diamond toes at a nominal distance of 115mm either side of the centre line of the wing rail knuckle and maintain the toe-to-toe dimension at 230 +6 –2mm. This dimension is particularly critical in mechanical or motor operated switch diamonds as the points detection rods from each set of switches pass close to one another as the switches are operated. A combination rail creep and expansion of the switch rails in hot weather can lead to the rods fouling.



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11.3 Switch toe opening Switch toe opening dimensions are shown in Tables 9 and 10. These dimensions can only be adjusted or corrected by S&T staff, so are provided for guidance only. If site dimensions are not within the ranges shown, inform the SM [Signalling].

Table 9 – Switch toe openings (excluding switch diamonds)

Method of switch operation Toe opening

(range) mm

Toe opening (optimum)

mm

All rail sections; hand lever operated 102 – 120 108

All rail sections; mechanical, lever or motor operated 102 – 120 108

HPSS 112 - 114 113

All rail sections; clamp lock operated 105 – 110 108

Table 10 – Switch diamond toe openings

Method of switch operation Toe opening

(range) mm

Toe opening (optimum)

mm

All rail sections; mechanical or motor operated 102 – 120 108

All rail sections; clamp lock operated 85 – 90 85

12 Soleplates Inspect soleplates during basic visual inspection of S&C and during the SM[T] track inspection. Undertake actions to manage and rectify cracked or damaged soleplates on facing switches as specified in Table 11. For trailing switches, apply actions shown in Table 11 where practicable (as determined by the TME).



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Table 11 – Minimum action and maintenance requirements; cracked or damaged soleplate

Defect Track gauge

retained?

Minimum action Maintenance

Gauge stops cracked or

missing

No Block the line until temporary

gauge retention is fitted

Replace soleplate

Gauge stops cracked or

missing

Yes Fit tie-bars Repair or replace within 4

weeks

Soleplate damaged No Block the line until temporary

gauge retention can be fitted

Replace or repair soleplate

within 7 days

Soleplate damaged Yes Fit tie-bars Repair or replace within 4

weeks

Sole plate insulator damaged in

such a way that could cause a

track circuit failure.

N/a Protect the track circuit by

effecting a temporary repair

(e.g. using a resin repair kit)

Change or replace all

insulation and fastenings

In newer designs of S&C, the soleplate has been replaced by a hollow steel bearer.

Rectify gauge retention defects on these bearers in accordance with the actions described for

soleplates in Table 11.

13 Slide chairs 13.1 Lubrication Keep slide surfaces of slide chairs or baseplates (not fitted with low friction inserts or rollers) clean and lubricated. The frequency of lubrication shall be such that the switches are able to move freely. The switches shall be reversed during application where practicable so that all slide surfaces can be lubricated. 13.2 Dry slide chairs Do not lubricate dry-slide baseplate inserts. Check for wear and remove any contamination from the slide surface (to avoid abrasion damage). Do not install plastic dry-slide inserts on train operated points.



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13.3 Roller baseplates Use roller baseplates where practicable when replacement switches are installed on existing bearers. Survey both half-sets of switches before fitting to check compatibility of the proposed roller arrangements with: a) existing slide baseplates (for example baseplate thickness and length); b) the point operating mechanism (by consultation with the Signal Maintenance

Engineer); c) maintaining the required clearance between the stock rail and stretcher bar

kicking strap. When fitted, do not lubricate roller baseplates unless this is recommended by the manufacturer. Do not install roller baseplates, irrespective of type, on: a) train operated points (e.g. spring points and hydro-pneumatic points); b) handpoints.

14 Track geometry 14.1 Management of track geometry within S&C Apart from gauge within the moving parts of switches (see section 8), manage track geometry in S&C in accordance with NR/L2/TRK/001/mod11. 14.2 Dimensions and geometry Dimensions and geometry within an S&C layout are critical. It is important to maintain the correct track gauge, flangeway openings, switch clearances and geometry (top and line) through an S&C layout to enable the switches to move reliably and minimise the forces generated by trains. 14.3 Top and line Check top and line both on the approach to the S&C and through the layout. Check cross level (particularly at the stretcher bar locations). 14.4 Voiding in S&C Voiding within three metres of switch toes and crossing noses shall not exceed 7mm. Excessive voiding in the area of the switch toes will lead to damage to the points operating equipment and lead to point failures.



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15 Bearers 15.1 Hardwood bearers Inspect for splits, decay, indentation of chairs/baseplates, loss of screw grip or shearing of screws. Replace defective bearers. 15.2 Concrete bearers Inspect for transverse and longitudinal cracks, loose, damaged and/or skewed cast-in housings and other damage to the concrete (including loss of cover to pre-stressing tendons). Replace defective bearers. 15.3 Modular bearers Check integrity of bearer ties, pads and fastenings. Maintain as required. Check horizontal alignment at the joint. 16 Lateral resistance plates Check that lateral resistance plates are fitted and secure on timber bearers carrying BV, CV and DV switches at line speed ≥ 100mph. 17 Bolts and other fastenings 17.1 Tightness Keep stock rail, check rail and crossing bolts tight so that components are securely held together. Check: a) Between switch rails and stock rails for loose or broken fastenings. b) That clips and keys are in place and tight. c) That baseplates are securely held down to the bearers. Unintended movement between components generates further movement, leading to increasing looseness. This in turn leads to high loads on both track and signalling components. Maintain all bolts within S&C assemblies to the correct torque (see RE/PW drawings). 17.2 Missing or damaged components Replace any missing, damaged or ‘always loose’ components with items of a compatible type. Due to the high dynamic forces in S&C arising form the tight curvature, high cant deficiency and discontinuities inherent in switches and crossings, the risk of component failure is higher than that of plain line.



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18 Ballast Keep ballast clear of rails, baseplates and fastenings. Keep ballast clear, as far as practicable, of electrification and signalling equipment and surface cable troughing routes. Keep ballast 100 mm lower in drive beds. Identify where the ballast shoulder is not to the correct profile (as described in NR/L2/TRK/001/mod03), particularly at the ends of extended bearers. Make good any ballast deficiencies (substandard profile) before the onset of hot weather. For details of the action required in hot weather if the profile is deficient, see NR/L2/TRK/001/mod14. 19 Switch heating This should be isolated in summer and re-commissioned for the winter. Report switch heating that is operational during the summer period to the Infrastructure Control Centre. Rails which are being heated during the summer, have a significantly increased risk of buckling. 20 Use of correct components and tools 20.1 Use of correct components The correct components need to be used and installed as intended. The length and torque of bolts, the number and type of washers, the type of clips or keys, the type of fishplates, the shape and position of spacer blocks are all examples of components that need to be correct. Incorrect components, wrongly fitted components, or components that don’t fit together properly will fail under load. Do not use Pandrol “e” series clips in grey (flake graphite) cast iron baseplates (e.g. V and CV). 20.2 Using correct tools The correct tools need to be used to keep components tight. To measure the correct geometry through S&C it is essential to use the correct gauges, with valid calibration where necessary.



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21 Use of bullhead keys Use bullhead keys in S&C in accordance with Table 12.

Table 12 – Use of bullhead keys in S&C

Location Permitted key types

Common chairs Tapered steel (see notes 1 and 2), wood, Panlock (see note 3)

Crossing, switch heel, check and parallel wing chairs (see note 4)

Wood (see note 2) or proprietary keys approved for this purpose

Notes:

1. Do not use steels keys in a vertical position.

2. Drive in tapered steel keys and wood keys in the direction of predominant traffic or in alternate directions on single lines and lines with balanced traffic.

3. Panlock keys have a lower resistance to rail creep than tapered steel keys. Do not use at locations where there is a tendency to rail creep. Monitor locations where Panlock keys have been used in quantity (including new installations) for rail creep.

4. Do not use Panlock keys on crossings, at the switch heel or in check and parallel wing chairs.



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22 Replacement of switches 22.1 General Replace both switch and stock rail together as a matching half-set. This allows correct fit in the closed position and safe operation of the switches. If the switch rail has been damaged during installation it may be replaced on its own by a new switch rail providing the stock rail is also new. This requires approval by the RAM[T]. General requirements for ordering replacement switch and crossing components are specified in NR/L3/TRK/3001. 22.2 RT60 switches 22.2.1 Design There are minor design differences between RT60 S&C units produced by the different suppliers. This means that components are not necessarily interchangeable. 22.2.2 Point operating equipment (POE) When placing orders for replacement switches, record the manufacturer and original type of POE on the order. Where available, include the manufacturers site specific drawing number. This requirement is in addition to the inclusion of site measurements on the requisition. 22.3 Vertical S&C - Shallow depth switches 22.3.1 Manufacture All new Vertical CEN54 shallow depth switches are manufactured to NR56 drawings (RE/PW1600 series). NR56 switches are universal and suitable for use with all existing vertical shallow depth S&C manufactured with UIC54B or CEN54 shallow depth switches. 22.3.2 Point operating equipment (POE) There are switch rail drilling differences between HPSS and other types of POE and half sets of switches are not interchangeable. When placing orders for replacement switches for HPSS-fitted layouts, record the manufacturer and type of POE on the order. Where available, include the manufacturers site specific drawing number.



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22.3.3 Design changes The design changes, shown in Table 13, need to be taken into account when ordering maintenance replacement switches.

Table 13 – NR56V design changes

Switch half set joint positions

The stock rail is longer and now ends in the same bed as the switch rail. The stock rail may be cut back if required to suit existing positions, but it is also recognised that maintenance half sets are often ordered overlength

Stock rails These are drilled to suit provision of either stress transfer blocks or Ball & Claw movement indicators. The specific requirement shall be noted on the maintenance order for assembly with the correct components.

Switch toes These have a toe extension to suit In Bearer Point mechanisms, but have universal drilling to suit conventional Point Mechanisms. Existing switch extension pieces and lock stretcher bars may still be used.

Newer designs of vertical shallow depth slide baseplates have a 5 mm increase in the depth of the baseplate compared to older designs using PVT clips. When ordering replacement half sets or individual baseplates, do not allow different depths of baseplates on the same bearer. 23 Securing and plain lining of S&C 23.1 Switches and crossings secured out of use

Switches, switch diamonds and swing-nose crossings in running lines shall be secured out of use if any of the following circumstances apply: a) when disconnected from signal box or ground frame operation; b) where the associated crossing has been removed;

c) where the line to which it connects has been taken out of use.

Secure switches out of use as described in Table 14. When switches are signed out of use or prohibited for facing train movements, the relevant Signalling Maintenance Engineer (SME) shall be consulted. The SME shall take action to prevent the route being set (action in addition to that taken by the Signaller).



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Table 14 – Requirements for securing switches out of use

Type of Bearer Requirements

Timber Point clip fitted Point clip padlocked Switch scotched Fishplate holding switch rail positioned and

secured to bearer Stretcher bars in place and correctly installed

Concrete Switch securing device fitted and padlocked Point clip fitted Point clip padlocked Switch scotched Stretcher bars in place and correctly installed

Undertake an inspection of switches secured out of use at each Section Manager inspection. Keep records of inspections on TEF3019. The SM[T] shall maintain a register of switches secured out of use. See NR/L2/SIG/11704 for the timescales relating to undetected points. 23.2 Plain lining of S&C The requirements for the plain lining of switches or crossings on timber bearers are specified in Table 15. The requirements for the plain lining of switches or crossings on concrete bearers are specified in Table 16. Before the line is re-opened to traffic, after plain lining a switch or crossing, confirm that: a) temporary signalling designs are completed; b) the signalling system is correctly tested and c) the need for an emergency speed restriction (ESR) has been considered (and

applied if required). The relevant SME or representative can confirm a) and b) above.



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Table 15 – Requirements for the plain lining of S&C on timber bearers

Component removed Method

Facing Switch Secure the remaining half set in the closed position. If the closed position does not meet operational requirements (wrong route now set), then plain

line both sets. Removal of the normally closed switchblade only, is not permitted.

Replace all switch baseplates with the correct type for the plain rail section.

Trailing Switch Secure the remaining half set. Replace all switch baseplates with the correct type for the plain rail section.

Crossing Replace all crossing baseplates with the correct type for the plain rail section.

Switch diamond Only complete half sets (two switch rails and one wing rail) can be plain lined. The TME and SME shall agree the method of securing the remaining

half set and any other precautions necessary (e.g. an ESR).

Fixed diamond Where a diamond crossing is plain lined by removal of one of a pair of obtuse crossings, maintain check cover to the remaining crossing.

Table 16 – Requirements for the plain lining of S&C on concrete bearers

Component removed Method

All If approved plain-lining baseplates are not used, interlace timber bearers (fitted with the correct type of baseplate for the plain rail section) in each

bay between the concrete bearers in order to maintain gauge. The existing concrete bearers will continue to support the vertical load. Consideration shall be given to the application of an ESR.

Additional requirements for

switches

plain line both half sets.

Additional requirements for switch

diamonds

Only complete half sets (two switch rails and one wing rail) can be plain lined. The TME and SME shall agree the method of securing the remaining

half set and any other precautions necessary.

Additional requirements for fixed

diamonds

Where a diamond crossing is plain lined by removal of one of a pair of obtuse crossings, maintain check cover to the remaining crossing.



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24 Crossings 24.1 General Track gauge, check rail gauge and crossing flangeways are linked and it is important that all parameters are met when work is undertaken (e.g. regauging and changing crossings). 24.2 Management of gauge through crossings

Track gauge shall be maintained such that wheels are guided correctly into the flangeways of check rails and wing rails.

Maintain check rail gauge dimensions for common crossings to the values shown in Table 17. Damage to crossing nose or the check rail flare could indicate gauge problems. Inspect the relationship (or stagger) of the two crossings of a diamond to determine any corrective action required to maintain the correct gauge on the two routes and prevent damage to the point rail noses. The stagger at diamond crossings is specified in NR/L2/TRK/2049. 24.3 Management of flangeways Keep all flangeways clear of obstructions to permit the free passage of the wheel flange. During winter keep flangeways sufficiently clear of snow and ice to permit the free passage of the wheel flange. Maintain check rail flangeway dimensions for common crossings to the values shown in Table 17. Achievement of check rail gauge takes precedence over check rail flangeway. In fixed obtuse-angle crossings, maintain a minimum flangeway clearance of 48mm between the check rail and the wing rail at the knuckle of the crossing.



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Table 17 – Check rail gauge and check rail flangeway dimensions; common crossings

S&C Type Nominal track gauge (mm)

Check rail gauge

(mm)

Check rail flangeway

(mm)

All BH and older designs of FB inclined S&C

1435

1391 (+1 -3) 44 (+3 -1)

CEN 56 Vertical S&C

1432 1391 (+1 -3) 41 (+3 -1)

CEN 56 Vertical S&C with ‘high speed’ check rails (See note 1)

1432 1394 (+1 -3) 38 (+3 -1)

RT60 and NR60 (See note 2)

1435 1394 (+1 -3) 41 (+3 -1)

Notes: 1. Few sites with high speed check rails exist and they may be identified by the branding on the

check rail blocks and baseplates (for example CV38). Some sites may also have rail web supports and a sole plate fitted at the crossing nose.

2. Early RT60 installations were installed with a check gauge of 1391 mm and a flangeway of 44 mm. In the course of maintenance the flangeway should be reset to 41 mm by the insertion of shims behind the check rail.

3. Achievement of check rail gauge takes precedence over check rail flangeway.

24.4 Check rail bracket failure RT60 layouts manufactured by Corus Cogifer between 2002 and 2005 have been found to suffer from cracked bearers and sheared screws associated with the check rail bracket. This has the potential for the check rail to move under load with a resulting loss of check cover to the nose. If cracked bearers and or sheared screws are found associated with the crossing check rail brackets of Corus Cogifer RT60 layouts, seek advice from the route RAM(Track) for the mitigating action to undertake.



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25 Inspection for wear and damage to crossings 25.1 New cast crossings Inspect newly installed cast crossings at the frequencies shown in Table 18. Re-profile (grind or weld repair) as required.

Table 18 – Inspection of newly installed cast crossings

Time after installation Action

6 weeks Inspect and grind or weld repair as required



25.2 All crossings Carry out detailed inspection of crossings in accordance with NR/L2/TRK/1054 at the frequency shown in Table 19.

Table 19 – Inspection intervals for crossings

Track category

Planned Inspection Interval

AMS Crossings


Bainitic Crossings


Other pearlitic (normal grade)

Assessment for wear and batter only

1A 26 weeks 26 weeks 52 weeks

1 26 weeks 26 weeks 52 weeks




5 Timescale determined by specific location

52 weeks Timescale determined by specific location

6 Timescale determined by specific location

104 weeks Timescale determined by specific location

Note: This table is from NR/L2/TRK/1054 (Inspection, maintenance and repair procedures for cast, welded and fabricated crossings in the track)



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26 Replacement of crossings 26.1 Renewal of check rails When crossings are replaced, change the associated check rails at the same time unless it can be demonstrated that the existing wear: a) is such that the checks rails will provide protection to the new crossing or b) has been compensated by the use of shims (where the design permits). An existing crossing may tolerate a worn check rail and/or incorrect check gauge as they will have worn together. If a new crossing is installed then nose damage due wheel strikes can occur. The wheel profile on the TGP8 gauge can be used as a check to indicate if the nose is likely to be struck. 26.2 Temporary installation of fully-fabricated of part-fabricated crossings A fully-fabricated or part-fabricated crossing may be installed as an emergency temporary replacement for a failed cast crossing. This temporary situation is allowed provided that: a) the installation is approved by the RAM[T]; b) where tonnage exceeds 15 EMGTPA, a temporary speed restriction (TSR) of

75mph is applied for fully-fabricated crossings or a TSR of 90mph is applied for part-fabricated crossings;

c) the crossing is replaced with a weldable leg end cast crossing as soon as reasonably practicable and shall not remain in track for more than 26 weeks.

Fully-fabricated crossings are not suitable for installation in CWR track. If they are installed, precautions must be taken to protect them from the thermal forces associated with CWR.



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27 Hand-operated points 27.1 Inspection The frequency of inspection for hand-operated points and their lever boxes is dependant primarily on the degree of risk to adjacent running lines (due to location or type of use). If the risk parameters do not apply, the inspection frequency is determined by the frequency of use of the points. The inspection frequency for hand points is specified in Table 20a (type of use). or Table 20b (frequency of use). Observe the points under traffic where practicable.

Table 20a – Frequency of inspection for hand operated points (risk)

Location/Type of use of the points Inspection frequency

forming spring points or catch points in running lines located where a derailment could foul a running line used for regular trailing moves without pre-setting located where rubbish accumulates or there is spillage from trains

13 weekly

Table 20b – Frequency of inspection for hand operated points (frequency of use)

Frequency of use of the points Inspection frequency

Switches used more than once per day 13 weekly

Switches used less than once per day 26 weekly

Switches used less than once per week 52 weekly

Record the details of the inspection on TEF3048. 27.2 Maintenance of hand points The maintenance and setting up of hand points is described in NR/L3/TRK/002/G17. Action defects identified in hand operated points as specified in Table 21.



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Table 21 – Actions for faults on hand operated points

Fault Immediate action Follow-up action

Lever box spring broken or defective

Secure switches out of use one way or before use in a facing direction

Replace spring as soon as practical but within four weeks

“One-Way” lever box: Switch not held firmly against stock rail

If spring points or catch points no immediate action

Adjust as soon as practicable to avoid damage to switches and linkage but within four weeks

If in a siding clip switches for one direction or before use in a facing direction

Adjust as soon as practicable but within four weeks

“Two-Way” Lever box: Switch operation not evenly balanced both ways

Secure switches out of use one way or before use in a facing direction

Adjust to balance operation as soon as practical but within four weeks

Switch rails do not close properly against their stock rails

Secure switches out of use one way or before use in a facing direction. Assess for full NR/L2/TRK/0053 inspection

Grind off lipping or replace switches as soon as practicable but before next inspection is due

Lever box not securely held down

No immediate action unless the problem is likely to deteriorate suddenly

Fit coils to screws or tighten through bolts or change timbers before next inspection is due

Significant lost motion in the linkage (lever moves a long way before any movement of the switches occurs)

No immediate action required Identify worn pins and linkage parts and replace before next inspection due.

27.3 Proprietary lever boxes Where proprietary lever boxes are in use (e.g. in American style switch stands), maintain in accordance with the manufacturer’s recommendations. 27.4 Switchlocks In sidings where switchlocks have been installed, check to confirm that they are only fitted with two-way switch levers. The fitting of one-way levers is not permitted. Do not allow any passenger traffic over switches fitted with switchlocks unless they are clipped out of use ( NOTE Switchlocks are not fitted with conventional stretcher bars.

Maintain switchlocks in accordance with the manufacturer’s recommendations. Further requirements are specified in NR/L3/TRK/002/G17, Maintenance of Handpoints.



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switches and crossings (s&c)26.2 temporary installation of fully-fabricated of part-fabricated...

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