Chapter 12: Mechanical Signalling Equipment Installation (PDF)

Chapter 12: Installation, Testing & Maintenance of Mechanical Signalling Equipment Section 1: Installation 12.1.1 Lever Frame Conformity to Drawings and Specifications: Interlocking frames shall conform to approved drawings and specifications. 12.1.2 Marking of Parts (a) Standards, quadrants, quadrant supports, levers shoes, locking boxes and covers, shafts and intermediate supports shall be marked with identifying letters or figures painted on them. (b) Plungers, interlocking bars, mechanical interlocking locks and other parts constituting the 'Locking’ shall be stamped as under: (i) Plungers shall be marked with their relevant lever numbers and number of the ‘locking' box; (ii) Interlocking bars shall bear the number beginning from the first left hand side lock to last right hand side lock, the number of the channel of the locking box, and its position in the channel; and (iii) Mechanical interlocking locks (popularly called 'dogs') shall be marked with their respective lever number and the number of the channel of the locking box. 12.1.3 Assembling Mechanical Locking: Mechanical locking shall be assembled in accordance with approved Locking Diagram. Approval shall be obtained for any alteration, constructional or technical, found essential during the course of assembling locking. Some important instructions for assembling locking are detailed below: (a) Locking boxes shall be correctly aligned. (b) All pin joints shall be made a proper fit with no slackness. This is of particular importance in catch handle type of locking where a number of pin joints are provided to work the locking through the catch handle. For newly fitted locking frames there shall be practically no lost motion in connections or locking. Levers shall be straightened where required to maintain proper alignment. It shall be ensured that all parts of the lever frames including spare levers and their tappets are intact. (c) Notches shall be marked off in accordance with the locking diagrams. Marking shall be done with the help of templates and the outline punch marked. (i) In the case of catch handle locking, it is most important that the catch rod and links are in correct position before marking. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 236 of 530 (ii) It is a good practice to operate the catch handle several times, both in the normal and the reverse positions, in the case of catch handle locking and operate the lever several times in the case of Direct Lever Locking before the notches are actually marked. While doing so, the catch block shall be properly held against the quadrant. (d) Notches shall be cut to proper sizes and shapes as marked. Normal and reverse notches for point levers and those signal levers which have back tails or long leads may be cut with a small clearance up to 1 mm. Notches of straight edge locks may have a clearance up to 3 mm for the straight edge of the lock. (e) Joints in interlocking bars shall be avoided as far as possible. Where necessary, the joints shall be made smithy welding. The welded bars shall be kept truly straight and perfect in shape. (f) All locks and driving pieces shall be securely fixed square to the interlocking bar. Locks (dogs) shall have free movement in the channels of the locking box. (g) Unsupported and long interlocking bars spanning more than 10 levers in SA 1101 Lever Frame and 7 levers in SA 530 Lever Frame shall be provided with a carrier lock or dummy pieces. (h) Any top piece fixed in the plunger shall be ordinarily rivetted except when it is accessible from outside, it shall be welded on to the plunger. (i) Each assembled interlocking bar shall be checked and tested to see that - (i) It is in accordance with approved Locking Diagram. (ii) The locking provided through each bar is in accordance with approved interlocking table. (iii) The lost motion of a lever, which is locked, shall be such that the lever block cannot be moved more than 12 mm over the lever quadrant in the case of locking operated directly by the lever. In the case of catch handle operated locking, it shall not be possible to raise the catch handle block more than 10 mm. (iv) The locking shall be strong, durable and accurate. It shall not be possible for any mechanical lock to enter a notch other than that for which it is intended or to force the locking. (v) The locking in the lever frame shall be effected just at the commencement of the movement of the lever or the catch handle as the case may be. (vi) The release locking shall not be effected before the completion of the movement of the lever. (vii) The locked lever shall not be free before the releasing lever has completed its travel proving thereby that there are no conflicting notches. (j) Plungers, interlocking bars and locks (dogs) shall be marked as detailed in Para 12.1.2. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 237 of 530 (k) Locking strips shall be in accordance with approved plans. (l) Locking box covers shall be securely fixed so that it is not possible to force the locking by displacing the locks or bars. The covers shall be padlocked and sealed. (m) After assembling locking, it shall be carefully checked and compared with the approved Locking Diagram. 12.1.4 Checking of Components: The SSE/JE (Signal) shall carefully check the components of a new interlocking frame on receipt against plans and take necessary action. 12.1.5 Erection: Interlocking frames shall be erected in accordance with approved plans and locking fitted in accordance with the approved Locking Diagram. The locking shall then be carefully checked and compared with the approved Locking Diagram and tested by pulling of individual levers against the approved Interlocking Table as per instructions laid down in para 12.26.7. 12.1.6 Subsequent Additions and Alterations (a) Any additions and alterations to interlocking frames shall be carried out only in accordance with the approved revised plans and interlocking tables. (b) The SSE/JE (Signal) shall requisition all requirements of materials in accordance with the additions and alterations shown on the approved revised plan and locking diagram and when requisitioning new plungers shall quote correct drawing number and if that is not available, state the type of frame and length of plunger required. When requisitioning new mechanical interlocking locks (dogs), the locks (dogs) required must be specified by quoting the type number shown against each lock on the standard drawings. (c) After carrying out additions and alterations, locking shall be checked completely as detailed in para 12.26.7. 12.1.7 Information to the Divisional Signal & Telecommunication Engineer: The SSE/JE (Signal) shall inform the DSTE/ADSTE incharge of the section when a new interlocking frame or an alteration to the existing interlocking frame is ready for his test and introduction. Section 2: Point Rodding and Fittings 12.2.1 Point Rodding: Point rodding shall be solid and shall be in accordance with I.R.S Specification No. S 5. 12.2.2 Alignment: Point rodding shall be straight before being laid. Runs of rodding shall normally be in a straight alignment. 12.2.3 Distance from the Centre of Track: The distance from the nearest rod to the centre of the nearest track shall not be less than 1905 mm on BG lines and 1370 mm on MG/NG lines except when platform walls or other structures render this impossible. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 238 of 530 12.2.4 Branching Off: Where practicable, rods in a main run shall be arranged so that they branch off on the track side in regular order. 12.2.5 Rodding Running Under Track: When practicable, rodding running under tracks shall be arranged to permit the standard spacing and packing of sleepers. The top of the rodding shall not be less than 25 mm below the bottom of the rails. Whenever possible, the running of rods under rail joints shall be avoided. 12.2.6 Fixing Roller Standard: The top of roller standards adjacent to tracks shall not be fixed more than 64 mm above rail level. 12.2.7 Spacing of Rollers: Runs of rodding shall be supported on rollers spaced not more than 2.2 metre apart for solid rodding and 1.85 metre apart for tubular rodding. On curves the distance apart shall be 1.85 metre for both types. 12.2.8 Offsets in Roddings: Offsets in rodding shall be limited, wherever possible to 60 mm. Offsets of 90 mm may, however, be made where solid rodding is used. The minimum length of the offset shall not be less than twice the amount of the offset. Where more than one offset is necessary, a guide shall be provided. When making offsets in joints, the pin shall be kept in place to keep the pin holes true. Section 3: Point Operation in Mechanical Signalling 12.3.1 Essential requirements before Interlocking of a Point: Before any newly laid point is connected to the lever frame or a point machine and interlocked, it shall be ensured that the SSE/JE (P-Way) has taken necessary steps as detailed in Annexure:12-A1. 12.3.2 Adjustment of Point Switches: Point switches and switch and lock movements shall be so adjusted that the lever operating them is sprung equally in the normal and reverse positions. This springing shall normally be 12 mm on the lever quadrant. 12.3.3 Permissible Distances: The distance at which Points may be worked by rodding must not exceed 320 meters except where the stroke at the lever tail is not less than 200 mm, in which case the above distance may be increased to 460 meters. For special type of switches, the Chief Signal and Telecommunication Engineer may stipulate the permissible distance. Section 4: Facing Point Locks, Switch & Lock Movements and Spring Point Levers 12.4.1 Layout (a) Facing Point layouts shall be installed in accordance with approved plans. (b) Facing Point lock shall be fitted on the gauge tie plate where steel sleepers are not provided. (c) A key lock shall be so placed as to be inaccessible during the passage of a train unless the arrangement is such that a key is used to release the signals and cannot be brought back to the points until such signals have been put to the 'ON' position. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 239 of 530 (d) The FPL may be fitted nearer to the closed switch rail leading to higher speed movement. 12.4.2 Notches: Notches in stretcher blades shall be cut clean and square and to correct size. 12.4.3 Facing Point Lock - Plunger Type (a) Facing Point lock plunger shall be square ended and installed 12 to 20 mm clear of the stretcher blades when the points are unlocked. (b) The plunger shall have a stroke of at least 150 mm. 12.4.4 Obstruction Test: Facing point locks shall be tested by 'obstruction test' with a test piece of 5 mm thickness placed between the switch and stock rails at 150 mm from the toe. With the obstruction in, it shall not then be possible for the lever working the facing point lock to be latched. 12.4.5 Switch and lock layouts are not permitted in new installations. Spring point levers self-reversing shall be installed in accordance with approved plan. Section 5: Location of Signals in Mechanical Signalling 12.5.1 Placement of Signal (a) Signals shall be so located that they do not infringe the Schedule of Dimensions. Deviations shall be sanctioned by the competent authority. (b) Signal posts shall normally be on the left side and adjacent to the line to which they refer, and signals shall be located so that they are normally on the left of, or above the line to which they apply, unless authorised by special instructions. (c) Signals shall be inspected by a Signal sighting committee consisting of officials of Signal, Traffic and Mechanical/Electrical Departments before being brought into use. 12.5.2 Fixed Green Light of Warner Signal: The fixed green light above a Warner Signal on a post by itself shall be provided and shall be repeated. 12.5.3 Fixing Signal arms: All signal arms shall be fixed on the left hand side of the post. 12.5.4 Placement of Warner Signal: A warner Signal may be placed, either (a) on a post by itself with a fixed green light by night 1.5 metres to 2 metres above it at an adequate distance (not less than 1200 metres unless otherwise permitted by approved special instructions) outside the First Stop Signal or Gate Stop Signal; or (b) on the same post, but 1.5 metres to 2 metres below the arm of the outer Signal; and Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 240 of 530 (c) on the same post as, but 1.5 metres to 2 metres below the Last Stop Signal of a station in rear. (d) Warner Signal below a Stop Signal: When the Warner Signal is placed below a Stop Signal, the variable light of the Stop Signal shall take the place of the fixed green light of the Warner Signal and the arrangements shall be such that the Warner Signal cannot be taken 'OFF' while the Stop signal above it is 'ON'. 12.5.5 Stop Signals (a) Semaphore arm: The Semaphore arm of a Stop Signal shall be square ended. The front of the arm shall be red with a white bar. The back of the arm shall be white with a black band. The bars shall be parallel to the end of the arm. (b) Day and night indications: By day the arm of a Stop Signal shall be horizontal in the 'ON' position and 45° to 60° below the horizontal in the 'OFF' position. By night, the signal shall display a red light in the 'ON' position and a green light in the 'OFF' position. 12.5.6 Location of Stop Signals (a) Outer Signals: The outer signal where provided or the Home Signal, where an outer Signal is not provided, shall be placed not less than 400 metres in rear of the Points up to which the line may be obstructed after Line Clear has been given to the Station in rear. (b) Home Signals: The Home Signal shall be placed in rear of all connections, if any, on the line to which it refers. (c) Routing Signal: A Routing Signal shall be placed in the rear of the Points, which it protects. (d) Starter Signals (i) A starter Signal shall be placed at not less than 400 metres in advance of the Home Signal. (ii) Where a Starter Signal is provided for each converging line, it shall be placed as to protect the adjacent running line or lines. (iii) Where one starter Signal only is provided for two or more converging lines, it shall be placed outside the connections on the line to which it applies. (e) Intermediate Starter: An Intermediate Starter Signal shall be placed clear of fouling marks in rear of the points, if any, which it protects. (f) Advanced Starter: Unless approved under special instructions, an Advanced Starter Signal shall be placed outside all connections on the line to which it applies. It shall be placed at not less than 180 metres from the outermost point in the case of single line section. This distance shall be reckoned from the starter in the case of double line section. On special nominated sections, the portion between the fouling mark to block section limit shall be track circuited when Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 241 of 530 (i) visibility of the portion between fouling marks to block section limit is obscured from the place of operation; or (ii) frequent shunting involving main line takes place; or (iii) Advanced Starter is placed at a distance of full train length beyond the trailing points. 12.5.7 Where Signals are carried on gantries, left hand signal in each case shall refer to the left hand line, the second signal from the left shall refer to the next line from the left and so on. The Signal for the main line shall be placed at a higher level than the signal or signals referring to the other running line or lines. 12.5.8 Calling-on Signal Semaphore arm: The Semaphore arm of a Calling-on Signal shall be a short square ended arm. The front of the arm shall be white with a red bar. The back of the arm shall be white with a black bar. The bars shall be parallel to the end of the arm. (a) Day indication-By day, the arm shall be (i) Horizontal in the 'ON' position; (ii) 45° to 60° below the horizontal in the 'OFF' position. (b) Calling-on Signal shall be placed below a Stop Signal governing the approach of a train. Under approved special instructions, a Calling-on Signal may be provided below any other Stop Signal except the last Stop Signal. 12.5.9 Shunt Signal (a) Under special instructions, a shunt Signal may be a miniature Semaphore arm. (b) Miniature Semaphore Signal: (i) The Semaphore arm of a shunt Signal shall be square ended. The front of the arm shall be red with a white bar. The back of the arm shall be white with a black bar. The bars shall be parallel to the end of the arm. (ii) By day the arm of a Stop Signal shall be horizontal in the 'ON' position and 45° to 60° below the horizontal in the 'OFF' position. By night, the signal shall display a red light in the 'ON' position and a green light in the 'OFF' position. (c) Diverging routes: More than one shunt signal may be placed on the same post and when so placed, the top most Shunt Signal shall apply to the extreme left-hand line and the second shunt signal from the top shall apply to the next line from the left and so on. One shunt Signal with or without a route indicator may also be provided for a number of diverging routes. 12.5.10 Repeating Signal (a) A repeating signal is a signal placed in rear of a fixed signal for the purpose of repeating to the driver of an approaching train aspects of the fixed signal in advance. It shall be provided with a marker consisting of a white-enameled disc with letter 'R' in black. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 242 of 530 (b) A repeating signal shall be of a square ended Semaphore arm. (i) The arm of a semaphore repeating signal shall be square ended. The front of the arm shall be yellow with a black bar. The back of the arm shall be white with a black bar. The bars shall be parallel to the end of the arm. (ii) By day, the arm shall be horizontal in the 'ON' position and 45° to 60° below the horizontal in the 'OFF' position. By night the signal shall exhibit a yellow light in the 'ON' position and a green Light in the 'OFF' position. 12.5.11 Co-acting Signals: Co-acting signals are duplicate signals fixed below Stop Signals and are provided where, in consequence of the height of the signal post or of there being an over-bridge or other obstacle, the main arm or light is not in view of the Driver during the whole time that he is approaching it. Multiple Aspect Signalling 12.5.12 Distant Signals (a) Electric Lighting of Distant Signal: Distant Signals shall be electrically lit on all the Trunk routes and important main lines. (b) Location: On both double and single line sections, the Distant Signal shall be placed at an adequate distance in rear of the First Stop Signal, the adequate distance being not less than 1 kilometre. (c) Semaphore arm: The Semaphore arm of a Distant Signal shall be fish- tailed. The front of the arm shall be yellow with a fish-tailed black bar. The back of the arm shall be white with a fish-tailed black bar. (d) Day and night indications (i) By day, the arm of a Distant Signal shall be horizontal in the 'ON' position displaying the 'Caution' aspect. It shall be 40° to 45° above the horizontal in the 'OFF' position displaying 'Attention' aspect. It shall be 85° to 90° above the horizontal in the 'OFF' position displaying the 'Proceed' aspect. (ii) By night, the signal shall display one yellow light for the 'Caution' aspect, two yellow lights in a vertical line 1.5 metres apart for the 'Attention' aspect and one green light for the 'Proceed' aspect. 12.5.13 Stop Signals (a) The Semaphore arm of a Stop Signal shall be square ended. The front of the arm shall be red with a white bar. The back of the arm shall be white with a black band. The bars shall be parallel to the end of the arm. (b) Day and night indications (i) By day, the arm of a Stop Signal shall be horizontal in the 'ON' position displaying the 'STOP' aspect. It shall be 40° to 45° above the horizontal in the 'OFF' position displaying the 'Caution' aspect. It shall be 85° to 90° above the horizontal in the 'OFF' position displaying the 'Proceed' aspect. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 243 of 530 12.5.14 Location of Stop Signals (a) Home Signal: The Home Signal shall be placed in rear of all connections, if any, on the line to which it refers. The Home Signal shall be placed not less than 180 metres in rear of the points upto which the line may be obstructed after line clear has been granted to the station in rear. (b) Routing Signal: A Routing Signal shall be placed as in Para 12.5.6 (c). (c) Starter Signals: When one Starter Signal is provided for each converging line, it shall be so placed as to protect the adjacent running line or lines. (d) Intermediate Starter Signal: An Intermediate Starter Signal shall be placed clear of fouling marks in rear of the points, if any, which it protects. (e) Advanced Starter Signal: Unless approved under special instructions, an Advanced Starter Signal shall be placed outside all connections on the line to which it applies. It shall be located at a distance of not less than 120 metres from the outermost points in the case of Single Line Section. This distance shall be reckoned from the starter in case of Double Line Section. On special nominated sections the portion between the fouling mark to block section limit shall be track circuited when (i) visibility of the portion between fouling mark to block section limit is obscured from the place of operation; or (ii) frequent shunting involving main lines takes place; or Advanced Starter is placed at a distance of full train length beyond the trailing points. 12.5.15 Calling On signal (a) The Semaphore arm of a Calling-on Signal: By day, the Semaphore arm of a Calling-on Signal shall be- (i) Horizontal in the 'ON' position, and (ii) 40° to 45° above the horizontal in the 'OFF' position. 12.5.16 Holding Route (a) Signals governing movements over Points shall be placed as close as possible to the Points. Where a signal is more than 180 meters from the Facing points it controls, arrangements shall be made to keep the Points locked until the train has passed them. Similar arrangements shall also be made to hold consecutive Points, where the distance between them should be more than 180 meters. (b) At a station where trains run through at speeds more than 50 kilometres per hour, such arrangements to hold the route are also required in case of trailing points situated more than 180 meters from the signal controlling them. However, such arrangements are not required if the Points are locked in either position by the signal in advance. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 244 of 530 (c) Route holding arrangements for facing or trailing points are however not necessary, if due to the manipulations required in the system of control, it is impossible under normal working conditions for the Points to be operated before the train has passed. Section 6: Signal Wire Run 12.6.1 Single Wire/Rope (a) Galvanised steel wire strand No.7/1.40 mm (dia) to IS Specification No. 2265, or galvanized solid steel wire 3.35 mm (dia) to IRS Specification No. Sl62, shall be used for signal connections. (b) Coils of wire shall be run out from a creel. Twists, kinks and nicks shall be avoided. 12.6.2 Galvanized wire rope: Galvanized steel wire rope for signalling purposes ordinarily used for single wire runs shall be to IRS Specification No. S-3. 12.6.3 Wire rope round wheels: Wire rope when used for making turns on wheels shall not be less than 2 meter in length. 12.6.4 Wire rope on cabin wire adjusters: Wire rope when used on cabin wire adjusters and draft wheels shall be in a continuous length. Section 7: Painting of Mechanical Signalling 12.7.1. Equipment to be painted: The following are the main items of mechanical signalling equipment that need regular painting: (a) Signal arms, Point Indicators, boards and markers; (b) Signal posts and Signal fittings; (c) Interlocking frames, their levers & fittings; (d) Ground and miscellaneous gear, such as rodding, guide roller assembly, cranks, compensators, turnout wheels; (e) Lifting barriers, if maintained by Signal and Telecommunication department. 12.7.2 Colouring Scheme: Items detailed in Para:12.7.1 shall be painted in accordance with colouring scheme shown for the respective item as in Drg No:12-D1. 12.7.3 Interval of Painting: The general principles for fixing intervals shall be the following: (a) Signal arms, indicators etc. which are required to be painted to conventional shapes and/or colours shall be painted once a year. (b) Signal posts which are to be kept conspicuous and cabin levers which are to be distinguished by colours, shall be painted once in three years; (c) Rodding, guide roller assembly etc. which only need a protective covering, shall be painted once in six years. Note: The intervals mentioned above may be reduced in areas where, on account of weather or other local conditions painting at shorter intervals is necessary. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 245 of 530 12.7.4 Record of Painting (a) Each SSE/JE (Signal) shall maintain a Painting Register, one page or more being allotted to each station or cabin on his section. Record of the painting work done with dates of commencing and completing the work shall be regularly entered in this register. (b) Each SSE/JE (Signal) shall also record the date of painting with particulars of the programme carried out in the Signal Incidences Book maintained at each station. This should be done on the very first inspection by him after painting work has been completed. 12.7.5 General Instructions on Paints/Painting (a) Storage: Paint shall be stored in a cool dry place away from flame or naked light. (b) All containers shall be kept securely closed when not in use, to avoid loss of material due to skinning and contamination. Paints, especially quick drying paints, shall not be left open to the atmosphere. 12.7.6 Mixing of Paints (a) Paints from pigments and pastes shall be prepared in accordance with standard specifications. (b) Linseed oil or turpentine shall not be added to ready mixed paints. Mixing of kerosene with paints is forbidden. 12.7.7 Painting of Steel Works (a) The surface of metal shall be clean and free from dirt, scale, deteriorated old paint and rust and shall be perfectly dry before application of paint. Painting shall be done preferably during dry weather. (b) For a new steel work, three coats of paints shall be applied. First coat shall be 'Red Lead', the second 'Red Oxide' and the third of the specific paint recommended for the structure. When repainting a structure, if the old paint does not show any signs of blistering, scaling or cracking, it need not be scraped off. It may be used as foundation for the new coat. (c) When there are patches of blistering, scaling or cracking, these patches shall be cleaned down to the steel and treated in a manner as recommended for a new structure. (d) The surface of metal shall be cleaned by scraping, chipping or scrubbing with brickbats. No chemical of any kind shall be used. Old paint may be burnt, if necessary and then scraped off. (e) Paint shall be applied with brushes and spread evenly, smoothly and as thin as possible. Rags or waste cotton shall not be used for the application of paint. (f) Brushes shall be thoroughly cleaned in proper driers after use. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 246 of 530 12.7.8 Enamel Signal Arms (a) Enamel signal arms shall be scrubbed with soap to clean them. If corroded in places, these shall be touched up with enamel paints. (b) Signal arms which are not enamelled, shall be painted with enamel paints. 12.7.9 Numbering of Points and Signals (a) The cabin lever number of points and facing point Lockbars shall be painted in 50 mm letters on the web and close to the toe of the switch rail. (b) The number of the cabin lever operating the signal shall be painted in 50 mm letters at the back of the signal arm blade. 12.7.10 Numbers shall be written in codes as under: (table) i) Points - 20 W ’20 W’ stands for lever No. 20 West Cabin ii) Points & Facing Point ‘P32” stands for points lever No. 32 and ‘L33E’ lock (P32 L33E) stands for lock bar lever No. 33, East Cabin iii) Signals - 51 A ‘51A’ stands for lever No. 51 ‘A’ Cabin, - 52 B ‘52B’ stands for lever No. 52 ‘B’ Cabin - 53 GFA ’53 GFA’ stands for lever No. 53 Ground Frame ‘A’. (a) Numbers of interlocking frame levers shall also be painted on the front and back side of the main girder supporting the frame opposite each lever in 50 mm white letters. 12.7.11 Dates of Painting: The year and the month of painting work shall be clearly and neatly shown on all interlocking frames, signal posts, block instruments, Station master's slide control frames and instruments. Suitable entries shall also be made in the Register maintained for this purpose. Section 8: Maintenance of Mechanical Signalling 12.8.1 Cabin equipment: All cabins shall be equipped with (a) A Cabin Diagram showing the location and normal position of all points. Facing point locks, Signals and Level Crossings, with their respective cabin lever numbers; (b) A lever pull chart suitably exhibited; (c) Lever collars; (d) A suitable staging with ladder for attending to interlocking frame; (e) Telephones, as necessary; Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 247 of 530 (f) All equipments as required to be provided by concerned Departments including a clock, and (g) A name board of sufficient size. Note: The lever pull chart, referred in (2) above, need not be provided in Cabins where the number of release lever concerned are indicated on the lever name plates to guide the Cabin man in following the correct sequence for pulling the levers. 12.8.2 Numbering of levers: All levers, including spares, shall be numbered consecutively through the frame from left to right. Each lever shall be provided with a number plate. This will show the function in the order of operation which must precede to release when no lever description board is provided. 12.8.3 Cabins-Cleanliness, Repair and Fittings (a) Ground floor of cabins shall be kept clean and tidy. (b) Cabins including battery room and repair room shall be kept in good condition and periodically painted/distempered. The roof shall be so maintained as to prevent leakage. "Ghara" stands shall be kept properly drained off. Wash basins, where provided, shall be kept in perfect repair. Any repair required shall be promptly notified to the SSE/JE (Woks). (c) SSE/JE (Signal) shall bring to the notice of his Sr.DSTE or DSTE or ADSTE incharge of the section when repairs to cabin are delayed. (d) Windows of cabins shall be kept clean. This is the duty of the operating staff. (e) Each SSE/JE (Signal) shall see that the cabin diagram, pull chart, Cabin man's instructions and Maintained programme provided in the Cabin are up-to-date and their glazed frames are in proper repair. Section 9: Maintenance of Lever Frame 12.9.1 Responsibility: Each SSE/JE (Signal) is personally responsible for efficient maintenance of the locking of the interlocking frames under his charge. Locking box covers shall be kept padlocked and sealed with his personal seal supplied to him for the purpose. 12.9.2 Instructions for Technicians (a) All accessible working parts of interlocking frames shall be thoroughly lubricated and cleaned. (b) All split pins shall be checked to ensure that they are intact and properly open. Also all nuts and bolts shall be checked and tightened wherever necessary. (c) Handles of levers of interlocking frames shall be kept clean and bright by the Transportation Staff. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 248 of 530 12.9.3 Instructions for SSE/JE (Signal): (a) The SSE/JE (Signal) shall ensure that the interlocking frames are kept clean and lubricated. (b) Locking of all interlocking frames shall be tested as per instructions contained in para 12.26.7. (c) During the testing of interlocking frames, careful note shall be taken of slack locking and if the slack locking exceeds the limits laid down in Para no's.12.1.3(i), overhauling shall be taken up forthwith. (d) Locking of all interlocking frames shall be overhauled at least once every three years or earlier, if necessary, as per instructions laid down in para 12.25.5. Section 10: Maintenance of Lead outs (Rodding) 12.10.1 All lead outs shall be examined regularly and kept clean and well oiled. 12.10.2 All connections, especially the down rods, shall be examined to detect cracks and worn out threads. The whole of the apparatus shall be kept rigidly and solidly connected. Section 11: Maintenance of Point Rodding and Fittings 12.11.1 Examination (a) All runs of rodding shall be regularly examined to see that all joints make good and solid connections. (b) All couplings, adjusting screws and adjustable joints shall be examined for looseness, worn out threads or slack nuts. (c) Rodding shall be examined for detecting weak places due to rust, corrosion or other causes. 12.11.2 Alignment: The rods shall be kept in true alignment and free from all obstructions. 12.11.3 Rollers: Rollers shall fit properly in the standards and move freely. Broken roller standards, missing rollers and pins shall be replaced. 12.11.4 Roller Foundations: Roller foundations shall be realigned if found to have shifted or sunk and shall be renewed when necessary. 12.11.5 Points, Locks and Bars shall not be operated by wire but by rodding or by electrical means. 12.11.6 Operation of Facing Point lock: The operation of the facing point lock shall depend on the correct operation of the Lockbar. This Lockbar shall form a part of the transmission and be in series with it. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 249 of 530 Section 12: Maintenance of Cranks, Compensators, Screws, Bolts, Nuts, Pins and Cotters 12.12.1 Examination (a) All cranks and compensators shall be examined regularly and working parts well oiled. (b) The position of the compensators shall be carefully checked when a point or Lockbar does not work properly or where the stroke at the adjusting crank has to be unduly increased. 12.12.2 Replacement of cracked or broken parts: Cracked or broken parts of cranks, compensators shall be repaired or renewed. 12.12.3 Cleaning of oil holes: Oil holes shall be cleaned before oil is applied. Oil shall not be used in excess as it collects dust. 12.12.4 Screws, bolts and nuts: All screws, bolts and nuts shall be in place and shall be kept tight. 12.12.5 Adjusting Screws: Threads of point adjusting screws shall be oiled regularly and kept free from dust. Lock nuts of adjusting screws and set screws of adjusting cranks shall be kept tight. 12.12.6 Pins (a) All pins of cranks, wheels, etc., shall be in place and kept oiled regularly. All pins shall be raised slightly where possible, and oil applied underneath so as to ensure proper distribution. (b) All badly worn pins shall be replaced by new pins. (c) Tight pins can often be loosened with kerosene; if this is not possible, pins shall be driven out and thoroughly cleaned. Pin holes shall never be filed. 12.12.7 Keys and Cotters: All keys and cotters shall be examined regularly. Keys and cotters shall be in place and properly spread, split ends shall be spread not less than 10 mm. Keys and cotters shall be of proper size and in good condition, old nails or pieces of wire shall not be used. Section 13: Maintenance of Points 12.13.1 Visual inspection of the condition of insulation of insulated rod joints shall be done during maintenance inspections. 12.13.2 Responsibility of SSE/JE (P-Way) & SSE/JE (Signal): (a) Maintenance of switches, gauge tie plates and bolts and cotters for pad locks is the responsibility of the SSE/JE (P-Way). In addition, all non- interlocked switches, leading and following stretcher bars connecting rods, self reversing levers, hand points, spring loaded points are also maintained by him. Connections to switches other than those specified above such as facing point locks and bars, detectors, point and trap indicators are maintained by the SSE/JE (Signal). Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 250 of 530 (b) S&T Staff shall not take on themselves the responsibility of disconnecting the permanent way fittings or making adjustments thereof. (c) The primarily responsibility of points layout and its allied equipments binding with the concerned departments who own the equipment/gears. 12.13.3 Damaged Switches and Packing of Sleepers (a) Advice of switches found chipped or damaged shall be promptly given in writing to the SSE/JE (P way). (b) Sleepers under interlocked points and cross overs shall be kept well packed. Advice of loose packing shall be given promptly to the SSE/JE (P-Way). When packing of sleepers of interlocked points is being done by the permanent way staff, signal technician shall also be present there. 12.13.4 Testing and Adjustment (a) All switches shall be frequently tested to see if they are in correct adjustment. For testing, the switches shall be moved slowly and it shall be ensured that- (i) the switches are set properly against the stock rail, and (ii) the lever operating the points springs a little, equally in the normal and the reverse positions before being latched. (b) When two or more switches are operated by a single lever, all switches shall be adjusted correctly. (c) The switches get out of adjustment on account of wear in fittings and pins, creep of track and poor track maintenance. When the slackness in fittings becomes excessive, slack fittings shall be replaced. Where creep and maintenance of track is affecting the adjustment of signalling gear at the points, it shall be promptly reported to the SSE/JE (P-Way). After adjustment/replacement of fittings/switches, Obstruction test as per para 12.4.4 shall be done. Section 14: Maintenance of Facing Point Locks, Switch & Lock Movements and Spring Point Levers 12.14.1 Facing Point Locks: Facing point lock plunger shall be kept lubricated and free from rust. The end of the plunger shall be square. It shall be adjusted to be at least 12 mm clear from the stretcher blades, when the points are unlocked. The edges of notches in stretcher blades shall be kept square and sharp. 12.14.2 Switch & Lock Movement for existing installations: (a) All sliding parts of switch and lock movements shall be thoroughly lubricated. (b) Switch and lock movements shall be kept adjusted so that the Lockbar shall rise to two-thirds of its full height before the switch points start to open. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 251 of 530 12.14.3 Loose or cracked parts: Switch and lock movements and facing point locks and bars shall be examined closely to detect loose or cracked parts. Loose or cracked parts shall be replaced at the earliest. 12.14.4 Cross Slides: In the case of facing point bolt locks provided with cross slides or plunger detection, there shall be no undue play between the cross slide and the facing point detector connections. 12.14.5 Testing Switch and Lock movements and Facing Point Locks: Switch and lock movements and facing point locks shall be given an obstruction test by inserting a test piece of 5mm between the switch and stock rails at 150 mm from the toe of the switch. The obstruction shall; (a) In the case of facing point bolt lock, prevent the lever working the facing point bolt lock from being latched; (b) In the case of facing point lock, key type, prevent the extraction of the key; and (c) In the case of switch and lock movement, prevent the signal governing the movement over the switch and lock movement from being cleared. 12.14.6 Spring Points if used, in the facing direction must be fitted with facing point locks. They may be operated from a Cabin or from a ground lever. In the later case, the ground lever shall be of such a type that it will not move when the Points are being trailed through. Section 15: Maintenance of Lockbars 12.15.1 Length of Lockbars: The length of Lockbar shall exceed the greatest distance between any two adjacent axles of any vehicle likely to be used on the section. 12.15.2 Lockbars shall not be less than 12800 mm long for Broad Gauge and 12200 mm for Metre Gauge and Narrow Gauge lines. 12.15.3 Adjustment (a) Lockbars shall be so installed that with the operating lever normal (i) An outside Lockbarlies practically level with the top of the rail. Note: In new installations, outside Lockbars shall not be used; (ii) An inside Lockbarlies 38 mm below the top of the rail and the bar does not lean away from the rail. (iii) Whenever practicable, the end of the Lockbar shall not be more than 25 mm clear of the toe of the switch, when the points are bolted. (b) Each Lockbar shall be provided with not less than twelve clips and three stops located in such a manner that the maximum inter clip distance is 1220 mm. A Lockbar clip shall be fixed as near the end of the bar as possible but not more than 225 mm. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 252 of 530 (c) Lockbar shall not be installed over a check rail portion as a matter of course. Under special circumstances and only if other electrical means cannot be provided, Lockbars can be installed over check rail portion when they are fitted with a special type of check rail joint. (d) Lockbars shall preferably be installed on the rail associated with straight track. 12.15.4 Lockbar General (a) Lockbars shall be kept straight and true both vertically and horizontally, driving pieces shall be examined to see if there is any lost motion. (b) Lockbar clips, stops and guides shall be tightly attached to the rails. Arms and pins of clips shall be kept in good order so as to ensure that the Lockbars fit close up to the rail. Bearings of clips shall be kept well oiled. Lockbar clips shall not be bent to prevent leaning away. Care shall be taken to ensure that there is adequate clearance between clip hanger and the top studs when fully tightened so as to permit easy working. (c) All Lockbars, clips, stops and guides shall be overhauled and thoroughly cleaned at least once a year. Renewals shall be made where necessary. (d) If rail creep is affecting the working of Lockbars, Technician shall make a report in writing to the SSE/JE (P-Way), giving copy to the SSE/JE (Signal). 12.15.5 Testing Lockbars: Lockbars shall be tested to see that with the operating lever normal or reverse- (a) Outside Lockbars lie practically level with the top of the rail; (b) Inside Lockbars lie 38 mm below the top of the rail. They shall lie flush with the top of the rail when the lever is in the mid-stroke. Section 16: Maintenance of Mechanical Detectors 12.16.1 All detectors shall be examined regularly and the slides kept well lubricated. 12.16.2 Detector notches: Detector notches shall be kept square and not eased beyond the standard size. Notches in point slides shall be kept properly adjusted. 12.16.3 Cleaning of detector shoes and angle slides: Detector shoes and their angle slides should be regularly cleaned and graphited to permit free movement of the detector shoe. 12.16.4 Testing of detectors: Detectors shall be regularly tested by obstruction test with a test piece of 5 mm thickness placed between the switch and stock rail at 150 mm from the toe, with the obstruction in, the signal slide shall get obstructed. 12.16.5 Replacement of cracked or broken parts: Cracked or broken parts of detectors shall be repaired or renewed. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 253 of 530 Section 17: Maintenance of Signal Wire Run (Single Wire) 12.17.1 Alignment: All wire runs shall be maintained in proper level and alignment. 12.17.2 Wires Generally (a) Damaged wire or wire rope showing signs of corrosion or rusting shall be renewed. Kinked wire shall be straightened and bad joints removed. (b) To prevent excessive wear over pulley wheels at one point, the wire shall be periodically moved and worn out portion shifted off the pulley wheel. 12.17.3 Wires under track: Wires running under the track shall neither drag on the ground nor rub against ballast, base of rails or side of sleepers. Section 18: Maintenance of Pulley Stakes and Pulleys 12.18.1 Pulleys and Pulley Stakes (a) Brackets of pulley wheels shall be examined to see that they are securely fixed and that the wheels revolve freely. (b) All damaged, broken and missing pulley wheels or brackets shall be renewed promptly. (c) Bent pulley stakes shall be straightened and worn-out ones replaced. Section 19: Maintenance of Electrical Repeaters and Signal Lamps/LEDs 12.19.1 The SSE/JE (Signal) shall test the working of the signals fitted with electric repeaters when making their periodical inspection and see that they are in proper adjustment. 12.19.2 Examination and Replacement of Signal & Indicator Lamps (a) All Signals (oil lit and electrically lit) and Point and Trap Indicator lamps shall be examined regularly and any lamps or founts found defective shall be replaced promptly. Cases of excessive damage to lamps or neglect in cleaning shall be reported to the Sr.DSTE or DSTE or ADSTE incharge of the section. Cleaning of signal lamps is the responsibility of the operating staff. (b) Overhauling and Repairs: All lamps shall be overhauled once a year and the date of overhaul marked on each lamp. (c) Only petty repairs to Signal lamps are to be carried out by SSE/JE (Signal). Lamps requiring heavy repairs shall be carefully packed and sent to the Signal Workshops. Section 20: Maintenance of Double Wire Installations 12.20.1 Transmissions Generally (a) All transmissions shall work freely and loss of stroke at the end of transmission shall be avoided. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 254 of 530 (b) There shall be no binding in any part of transmissions and all wires and ropes shall lie properly in the grooves of pulleys and wheels respectively. All pulleys shall be parallel to the wire run. (c) All transmissions shall be kept taut; there shall be no appreciable sag between pulleys. (d) Care shall be taken to see that wires and ropes do not scrape against platform and other objects as rails, chairs, covers and lids. (e) All wheels and mechanisms shall be thoroughly lubricated with a grease gun and made to work easily. All cam paths shall be kept well lubricated with grease. 12.20.2 Maintenance of Compensators: Compensators shall be maintained as per the instructions for 'Installation and Maintenance of Double Wire Compensators'. Some of the salient features are- (a) All moving parts shall be lubricated every fortnight with axle oil medium to IS:1628 and where nipples are provided Grease to IS:507 shall be used with a grease gun. The compensator wheels grooves and the wire rope lengths working in them shall be lubricated with graphited grease grade I to IS:508. (b) It shall be checked that all bolts are properly tightened and all split pins and nuts are in proper positions. (c) All broken parts shall be replaced immediately. (d) It shall be checked that both the weight levers move independently. Weight levers shall not be bound together either by wire or by chain. (e) It shall be maintained that locking pawl is in a position normally free from the ratchet rod but during lever operation they shall be engaged properly with the ratchet rod teeth. (f) In case of hard working of Double Wire transmission during cold weather, it shall be checked by night that weight levers are not binding against stop pin at the bottom of the ratchet rod and adjustments made where required. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 255 of 530 12.20.3 Testing Point, Lock, Detector and Signal Levers: The SSE (Signal)/incharge of Double Wire transmission shall test each point, lock, detector and signal lever by means of dynamometer as shown in Diagram once every 6 months. It shall be ascertained that- (a) The force required to operate a lever does not ordinarily exceed 35 kg. In the case of a signal lever without detectors, it shall not ordinarily exceed 27 kg. (b) Point, lock or detector lever clutch does not trip after completion of lever movement. Should it do so, it indicates that the coupling spring adjustment is not correct or that somewhere in the transmission, usually at point or lock mechanism or detector, tight working or an obstruction exists. The cause shall always be carefully traced and rectified. 12.20.4 Broken wire locks: Broken wire locks on Point and Lock mechanisms shall be inspected to see that they are properly adjusted and are working correctly. (a) Reconnection or repairs after wire breakage. (b) After each test, or after wire breakage, compensator weights shall first be lifted by means of a pulley block to enable reconnection or repairs to be made. (c) The drum of a trailable or clutch lever shall be reset by an auxiliary lever. 12.20.5 Responsibility and Periodicity of Broken Wire Tests: Broken wire tests shall be carried out by each Senior Section Engineer (Signal)/incharge of maintenance of Double Wire installations atleast once a year and ensure that equipment failure is on safe side, unless otherwise specified. (a) Necessary steps shall be taken to shorten the wire wherever necessary in a newly laid Double Wire transmission for the wire stretch occurring in the course of time. Section 21: Maintenance of Signals and Fittings 12.21.1 Signal arms and its Fittings (a) Signal arms on a straight track shall be at right angles to the track concerned when sufficient approach is on the straight. On curves, signal arms shall be at right angles to an imaginary line drawn from the signal to the point where the best view is to be provided to the Loco Pilot. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 256 of 530 (b) Signal arms shall be kept securely fastened to the spectacles casting and maintained at the correct level when in the 'ON' position. (c) Signal arms shall be kept clean and properly painted. (d) It shall be ensured that spectacles are securely fixed on their spindles or studs, bearing brackets are firmly attached to the post and back light blinders are in their correct position. (e) Arm spindles or studs and counterweight lever connections shall be oiled regularly and kept working freely. It shall be ensured that counterweights are in their correct position and firmly secured and that the lock nuts on adjustable joints are tight. (f) Spectacle roundels or glasses found loose, cracked or broken shall be attended to and replaced promptly. 12.21.2 Slotting (a) Where signals are slotted, any of the controlling agencies shall be independently capable of returning the signal to 'ON'. (b) When a Warner arm is placed below a Stop arm, the slot lever shall be installed so that the Warner cannot be taken 'OFF' unless the Stop Signal above is at 'OFF'. When the Stop Signal is returned to 'ON', the Warner shall return to 'ON'. 12.21.3 Shunt Signals: Where a Shunt Signal is placed on the same post as a main line signal, it shall be placed not less than 2.5 meters below the main arm. 12.21.4 Balance Levers: Where practicable, balance levers shall be placed out of reach from the ground and parallel to the line. Counterweights shall be securely fastened to the levers and safety bolts provided at the end of the levers. 12.21.5 Back Lights (a) Indications: Except when the front light can be seen from the Cabin or interlocking frame location, back lights of mechanical signals shall show a white light when the arm is in the 'ON' position and no light in any other position. (b) Warner Signal Fixed green light: The fixed green light of a Warner Signal shall also show a back light. (c) Distant Signals: Distant Signals in multiple aspect area shall show two back lights in the 'ON' position and no light in any other position. However, where electric lighting of Distant Signals is provided, the Distant Signals in Multiple aspect area may show atleast one back light in the 'ON' position if the arrangement is such that the bottom light is lit only when the arm is displaying the 'attention' aspect. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 257 of 530 12.21.6 Trimming of Trees Obstructing Visibility: Where trees interfere with the Loco Pilot's or cabin man's sighting of signals, the SSE/JE (Signal) shall arrange with the SSE/JE (Works) for Trimming of tree branches or cutting of trees within the Railway boundary. If the trees are in private land, the Sr.DSTE or DSTE or ADSTE incharge of the section shall be informed so that he may arrange through Sr.DEN or DEN or ADEN for the removal or cutting of the trees. 12.21.7 Artificial backgrounds (a) Signals may be provided with an artificial background painted white, if found necessary to improve the sighting or when the background is a bridge or structure, such portion as necessary to form a background, may be painted white or be white washed. (b) Arms provided with an artificial background shall project 150 mm beyond or be provided with a tell tale arm so that it can be seen by the Station Master. 12.21.8 Posts: Signal posts shall be kept plumb. Signal post guys, where provided shall be kept tight and in good repair. 12.21.9 Deck Boards: Deck boards on bracket posts and gantries shall be inspected to detect decayed or loose boards. Missing or defective boards shall be replaced. 12.21.10 Provision of Signal Dubbers and Kerosene: Whenever kerosene lit signals are provided, the signal dubbers and kerosene shall be provided by Traffic staff. 12.21.11 Cleaning of Signal Glasses and Lamp Lenses: The Traffic staff are responsible for wiping and cleaning of signal glasses, roundels, and lenses of kerosene lit signals. Roundels of electrically lit signals shall be cleaned by signal staff. Section 22: Maintenance of Point, Trap and Shunting Permitted Indicators 12.22.1 Type, Provision, Placing and Indication (a) Point, Trap and Shunting Permitted Indicators shall be provided in accordance with the approved plans. (b) Type, Provision, Placing and Indication of these indicators are covered in detail in Chapter 7 of SEM. Section 23: Maintenance Schedule 12.23.1 The maintenance schedule for various items of 'Mechanical signalling equipment shall be as in Annexure: 12-MS1. At stations having dense traffic and high speeds, the Railways may prescribe more frequent inspections, if considered necessary. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 258 of 530 Section 24: Overhauling and Testing of Interlocking Mechanical/Electromechanical 12.24.1 Interlocking Frames (a) All interlocking frames, interlocking key boxes and Station Master's Slide Control frames shall be overhauled once in three years and tested periodically once in a year. The records of the same shall be maintained. (b) The Electromechanical Frames shall be overhauled and tested periodically as per requirement contained in the above para. 12.24.2 System and Equipment Testing (a) Relay interlocking and Electronic interlocking installations shall be tested as indicated in SEM Chapter 21. (b) Periodical testing and overhauling of mechanical signalling equipment used in signalling installations shall be done as per requirements contained in para 12.25.5 &12.26.7. Section 25: Overhauling of Interlocking Frames, Interlocking Key Boxes and Station Master's Slide Control Frames 12.25.1 Periodicity (a) All interlocking frames, interlocking key boxes and Station Master's Slide Control frames shall be overhauled once in every three years or earlier, if necessary. 12.25.2 Programme of Overhauling (a) The Sr.DSTE/DSTE shall draw out a programme of overhauling of interlocking frames, interlocking key boxes and Station Master’s slide control frames on the Division on a monthly basis spread preferably over the first 9 months of a calendar year. Any overhauling work that may fall into arrears due to unforeseen circumstances shall be completed during the remaining three months. (b) The programme shall indicate (i) Particulars of Interlocking Frames, Interlocking Key Boxes and Station Master’s slide control frames to be overhauled month by month; (ii) Dates of last overhauling. (c) A Copy of the programme shall be supplied to each SSE/JE (Signal) incharge who has to carry out the overhauling accordingly. 12.25.3 Requirement of Materials for Overhauling (a) The Supervisory SSE/JE (Signal)/incharge shall check before undertaking the work that the material needed for overhauling of interlocking frames, interlocking key boxes and Station Master's slide control frames is available. If not, he shall requisition the same sufficiently in advance so that it is available for the work in time. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 259 of 530 12.25.4 Interlocking Frame (a) Instructions for working of Traffic during overhauling: When a lever frame, Station Master's control frame or interlocked key box or any other interlocking frame is being overhauled, the station shall be worked in accordance with special instructions issued by each Railway to ensure full compliance with G.R.3.38 and 3.39 and the Station Master shall be responsible for ensuring that all the facing points over which the train will pass, are correctly set, clamped and padlocked and that all trailing points over which the train will pass are correctly set before taking 'OFF' signals. The manner in which Station Master will ensure this shall be clearly laid down. Detailed temporary working instructions shall be prepared for every station by the DSO for each phase of the work in consultation with concerned DSTE and supplied to the station before overhauling is commenced. (b) A notification showing the date and time when the overhauling work would be taken in hand, its probable duration and instructions for the station Master to issue Caution Order to Loco pilots and for Loco Inspector to advise Loco pilots to observe the temporary speed restriction shall be issued jointly by the Sr.DSTE/DSTE and the DSO. (c) For the portion of the yard, which is controlled by the Cabin to be overhauled (i) Before undertaking overhauling work wherever required, suitable communication facilities shall be provided. (ii) The Loco pilots shall be issued a Caution order at the last stopping station instructing him/her of the speed restriction of 30 Km/h at the station where overhauling of interlocking frame is in progress. (iii) Special instructions for reception/dispatch of trains and shunting operations, if any, should be drawn keeping in view GR & SR 15.09 (2) and annexed to the notification referred to in para 12.25.4(a). (iv) Distant/warner signal and main home signal proceed aspect shall be made inoperative. Distant/warner signal shall be kept at 'ON' position and first auto signal in automatic block sections to be kept inoperative for ‘Attention’ and ‘Proceed’ aspects. (v) Wherever work is required to be done during night hours, adequate lighting arrangements shall be provided. (vi) Section of the track, on which caution order is to be imposed, must be specified. (d) Only after the Station Master on duty has assured himself that the line has been correctly set and facing points locked for the required movement, he may permit the signals to be taken 'OFF' for the reception or dispatch of a train. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 260 of 530 (e) Disconnection Memo on Form No. S&T/DN (Annexure: 3-A10) shall be given by the SSE/JE (Signal)/incharge, to the Station Master on duty and his signature shall be obtained before starting the work and reconnection memo shall be given after the work is completed. (f) The issue of caution orders and the imposition of speed restriction of 30 KMPH shall remain in force until interlocking frame has been tested by the authorised official and normal working is restored. 12.25.5 Detailed Instructions for Overhauling (a) All interlocking frames shall be overhauled under the personal supervision of the SSE/JE (Signal)/Incharge. (b) Before taking up the overhauling of a lever frame, the SSE/JE (Signal)/incharge shall examine the lever frame and collect the necessary materials to carry out repairs/rectify deficiencies noticed. (c) Quadrants, Quadrant supports, Levers, Lever shoes, Locking Boxes, Locking Box supports and Holding down bolts shall be examined to see that they are rigidly fixed and properly secured. The levers shall be aligned in straight line in case any misalignment exists. It shall be ensured that all the parts of the Lever Frame including the spare levers and their tappets are intact. It shall also be ensured that proper padlocking and sealing facility exists. (d) All notches in tappets, locks and the lock rivets shall be examined to ensure that they have not become unduly worn or slack. False (spare) notches in tappets shall be filled up or the tappets replaced. (e) All interlocking bars shall be examined to ensure that they are rigid, truly straight and not twisted or buckled. Spare holes in interlocking bars shall be filled up. (f) All tappets and connecting link pins shall be examined to see that they are not unduly worn out and do not permit excessive lost motion. (g) All worn out/cracked parts must be replaced wherever necessary. (h) The inside of the locking box as also the bars, the tappets and the locks shall be thoroughly cleaned with a stiff brush and kerosene. Afterwards, they shall be polished with graphite mixed with thin oil and finally dusted with graphite. (i) Each interlocking bar shall be tested before refitting to ensure that the locking provided through it is correct and the lost motion of the locked levers or their catch handles is within the permissible limit, i.e. the lever block cannot be moved more than 12 mm over the lever quadrant in the case of locking operated directly by the lever. In case of catch handle operated locking, it shall not be possible to raise the catch handle block more than 10 mm. Defects, if any, shall be rectified. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 261 of 530 (j) Locking shall be refitted carefully. Before replacing the covers, the locking shall be again powdered with graphite. Thin mineral oil shall be used for lubrication when graphite is found unsuitable owing to climatic conditions. (k) It shall be ensured that waste cotton pieces or any other foreign materials are not left inside the locking boxes. (l) Before replacing the covers, the locking shall be carefully checked with the approved locking diagram. 12.25.6 Resumption of normal working (a) It will be personal responsibility of the Supervisory SSE/JE (Signal) to test all interlocking frames up to 20 working levers after completion of overhauling and to introduce normal working. As regards interlocking frames with 21 to 30 working levers, normal working can be introduced after completion of overhauling and testing of interlocking by the Supervisory SSE/JE (Signal). The DSTE/ADSTE must, however test the locking as soon as possible after normal working has been resumed by the Supervisory SSE/JE (Signal). (b) When the lever frame to be overhauled is more than 20 working levers, as soon as the overhauling work has been completed, it will be the personal responsibility of the SSE/JE (Signal) incharge to intimate the Signal Officer concerned that the interlocking frame is ready for his test. (c) In regard to interlocking frames with more than 30 working levers, it will be the personal responsibility of the Signal Officer concerned to test all such interlocking frames after completion of overhauling and to introduce normal working. (d) The testing referred to in para 12.26.7 shall be carried out as per approved locking table. (e) The Sr.DSTE/DSTE/ADSTE must keep in close touch with the progress of the overhauling work and see that the duration of the work is reduced to what is actually necessary to avoid undue continuance of the restrictions imposed on the traffic working. 12.25.7 Overhauling of Interlocking Key Boxes (a) Interlocking Key Boxes must be overhauled under the personal supervision of the SSE/JE (Signal) incharge. (b) Disconnection Memo on Form S&T/DN (Annexure: 3-A10) shall be issued by the SSE/JE (Signal) to the Station Master on duty and his signature obtained before starting and reconnection memo issued after completion of the overhauling work. (c) The responsibility for the safe custody of the interlocking keys released from the interlocking key box as long as the locking is disconnected shall rest with the SSE/JE (Signal)/incharge. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 262 of 530 12.25.8 Overhauling of Station Master's Slide Control Frame (a) Station Master's Slide Control Frames shall be overhauled under the personal supervision of the SSE/JE (Signal)/incharge. (b) Instructions for working of Traffic during overhauling as laid down in para 12.25.4 shall be applicable during overhauling of Station Master's Slide Control Frames. (c) The Supervisory SSE/JE (Signal)/incharge shall issue disconnection memo on Form S&T/DN Annexure-3-A10 to the Station Master on duty and his signature obtained before starting and reconnection memo issued after completion of overhauling work. The following precautions should also be taken by SM on duty to ensure the safety of the train movements. (i) The Cabin man on duty should be instructed to see that no signals are taken 'OFF' by him/her unless permitted by the Station Master on duty. (ii) It should be ensured that no electric slot or key is transmitted in an unauthorised manner and that no conflicting slot or key is transmitted. 12.25.9 Certificate of Overhauling (a) Locking overhauling certificates on Form S&T/LO Annexure-12-A3 for all interlocking frames, interlocking key boxes and Station Master's slide control frames shall be promptly submitted by the SSE/JE (Signal) to the Sr.DSTE/DSTE, in duplicate. The Sr.DSTE/DSTE shall, after necessary scrutiny forward a consolidated statement of the overhauling carried out every quarter along with one copy of the Certificate to the PCSTE for his record. Section 26: Testing of Interlocking Frames, Interlocking Key Boxes and Station Master's Slide Control Frames 12.26.1 Periodicity (a) Locking of interlocking frames, interlocking key boxes and Station Master's slide control frames shall be tested once in a year or earlier if required. (b) Locking shall also be tested before opening a new installation, after every addition and alteration and immediately after overhauling. 12.26.2 Programme of Testing (a) The testing of interlocking frames, interlocking key boxes and Station Master's slide control frames shall be done in a programmed basis on the same lines as laid down in Section '25' for overhauling. The testing programme shall be arranged as follows: (b) First at the time of overhauling, second a year later and third 2 years after overhauling. At the end of the third year, a test should be carried out separately only if overhauling is not proposed to be done within two months of the date on which periodical testing is due. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 263 of 530 12.26.3 Essential Requirements of Locking to be Tested (a) It is essential that the interlocking of all signals with the points is so effected as to ensure the following conditions:- (i) It shall not be possible to take 'OFF' a running signal until all points on the running line are correctly set and the facing points locked, all points giving access to the running lines from interlocked siding and goods lines are set against the running lines and interlocked level crossing gates on the routes including overlap are closed and locked across the road way. A signal lever when pulled shall lock or back lock as necessary the levers operating the points and gate locks referred to above. (ii) It shall not be possible to take 'OFF' conflicting signals at the same time. (iii) When signals are at 'ON', all points, which would be locked by the taking 'OFF' of such signals, shall be free. (iv) It shall not be possible to take 'OFF' a Warner Signal until all the relative Stop Signals in advance have first been taken 'OFF' and when 'OFF' it must back lock such signals. (v) It shall not be possible to take 'OFF' main home signal to proceed aspect unless all advance signals like advanced starter, intermediate starter and mainline starter are taken 'OFF'. (b) The locking in the frame shall correspond with that shown in the approved Interlocking Table. (c) The Locking shall be strong, durable and accurate and it should not be possible – (i) for any mechanical lock to enter a notch other than that for which it is intended; (ii) to force the locking. (d) The locking in the lever frame shall act on the commencement of the movement of the lever in the case of a direct type lever frame. In the case of a catch handle type of lever frame, the locking shall act on the commencement of the movement of the catch handle. (e) The release locking shall not be effected before the completion of the movement of lever and releasing the catch handle in the case of catch handle type lever frame. (f) Lever collars and slide collars shall be tested so that it is not possible to operate a lever or slide with a collar placed on it. 12.26.4 Methods of Testing (a) There are two methods of testing the locking:- (i) against the Interlocking Table, and (ii) against the signalling Plan. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 264 of 530 12.26.5 Testing by the SSE/JE (Signal)/incharge (a) TheSSE/JE(Signal)/incharge shall test locking against the interlocking table and do spot checks from the Signalling Plan. 12.26.6 Testing by the DSTE/ADSTE (a) DSTE/ADSTE shall test locking against the interlocking table as well as make spot checks from the Signalling Plan. 12.26.7 Instructions for Testing (a) All levers shall be placed in their normal position before testing is started. When testing against the interlocking table, levers shall ordinarily be tested consecutively beginning from lever number-1. (b) In each case where a lever is released by a combination of other levers, it is necessary to have all the levers of the group pulled over to test the back locks, then to put back each lever separately, leaving the other levers pulled over, to test each individual lock. (c) Some examples of testing locking are as follows (i) Warner Signal  Try the Warner lever. It should be locked.  Pull over the relative Loop Homes and Outer Levers and also Loop starters if worked from the same cabin. Try the Warner lever again, it should be locked.  Pull over the relative Main Home and Outer levers and try the Warner lever again. It should be locked.  Pull over the Main line Starter lever and once more try the Warner lever. It should be free if there is no other running signal in advance of the Starter signal.  After pulling the Warner lever, see if the Outer, the Home and the Starter signal levers are back locked. If Advanced starter exist then should be back locked.  Replace the Warner, the Outer and the Home signal levers, but leave the starter lever pulled over. Try again to pull the Warner lever. The Warner lever should be locked. (ii) Stop Signal  Set up each route separately, and if the stop signal is released by another signal (e.g., the Outer by the Home), prove that the releasing and back locking is correct as in the case of Warner signal levers.  See that all conflicting point and signal levers, both in advance and in rear of the signal under test, are locked. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 265 of 530  Replace the signal lever under test and pull over each conflicting point lever or combination of conflicting point levers in the route separately and see if the signal lever is locked.  Try each conflicting signal with the signal lever under test in the normal position, pulling such levers as required releasing each conflicting signal.  Points in rear of the signal under test should be tried both in the normal and reverse positions with the signal lever reversed to see if the both ways locking is correct.  The extent of this both ways locking in rear of each signal varies according to local condition. (iii) Junction Signal Test (iv) In Figure 1, when lever No.2 is tested, it is not sufficient to pull 3 and try if 4 is locked normal because 3 locks 4 both ways. The methods of testing where the facing points stand normally unlocked, should be as follows :-  Try 1 and 2. Both should be locked.  Pull 3 and try 1, 2 and 4, 2 and 4 should be locked and 1 free.  Pull 1 and see that 3 is back locked.  Replace all levers and pull 4 and 3, 1 should be locked, 4 locked in reverse and 2 free.  Pull 2 and see that 3 is back locked. (v) Point Locking (i) The locking between point levers is tested on the same principles as the locking between signal levers, care being taken that each point lever is free to be tested by pulling the releasing levers, if any, and also that points are not being held by facing point locks. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 266 of 530 (vi) Special/Conditional Locking (vii) Figure 2 is an example of special locking, where 1 is released by 3 when 2 is normal. The method should be as follows:-  Try 1, 1 should be locked,  Pull 2 and try 1, 1 should be free,  Pull 1, 3 should be locked and 2 backlocked.  Replace all levers. Pull 3 and try 1, 1 should be free,  Pull 1, 2 should be locked and 3 backlocked.  In each case, where a lever is released by a special combination, as in Fig.3, where 1 is released by 4 with 2 and 3 normal, each part of the combination must be tested on the same principle as before. Either 2 reverse or 3 reverse must "break-down" the release on 1 by 4.  Reciprocal Locks and Checking  As each lock is tested, its reciprocal should, whenever possible, be tested at the same time. As and when they are dealt with, the figures must be ticked off on the interlocking table so that no lock is missed.  Locked Levers  While testing a locked lever, a steady pressure should be applied so as to ensure that it is not free before the releasing lever has completed its travel. This will prove that there are no conflicting notches. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 267 of 530 12.26.8 Test Charts (a) Test Charts showing the manipulation of various levers to check each locking as detailed in para 12.26.7 should preferably be prepared to facilitate testing of large interlocking frames. 12.26.9 Lost Motion Test (a) When a lever or catch handle which should be locked can be moved more than the allowance stipulated in para 12.1.3(i).it should be considered as having too much lost motion, which must be removed. 12.26.10 Certificate of testing locking (a) Certificate of Testing locking on Form S&T/LT (Annexure-12-A4) for all interlocking frames, interlocking Key Boxes and Station Master's slide control frames shall be promptly submitted by the SSE/JE(Signal) to the Sr.DSTE/DSTE in duplicate. The Sr.DSTE/DSTE shall, after necessary scrutiny, forward a consolidated statement along with a copy of the certificate to the PCSTE for his/her record. Section 27: Records of Testing and Overhauling 12.27.1 Records of Testing and Overhauling (a) Record of testing and overhauling of interlocking frames, interlocking key boxes and Station Master's slide control frames shall be maintained as follows:- (i) At individual stations: In the Signal incidences and Inspection register. (ii) With the SSE/JE (Signal): In a separate Register, a separate page shall be used for each interlocking frame, interlocking key box and Station Master's slide control frame. (iii) With the Sr.DSTE/DSTE and the PCSTE on cards. One card shall be used for each interlocking frame, interlocking key box and Station Master's slide control frame. These cards shall be suitably filled to indicate -  Testing or overhauling due "current period".  Testing or overhauling "over-due".  Testing or overhauling "done during the period".  Testing or overhauling "done during previous period and not requiring immediate attention". (iv) A site verified copy of approved locking table and locking diagram, which was basis for testing on completion of overhauling shall each be maintained with the SSE/JE (signal) and the Divisional Office. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 268 of 530 12.27.2 Date of last Overhauling and Testing (a) Date of last overhauling and testing shall be painted on the lever frames, interlocking key boxes and Station Master's slide control frames. Section 28: Testing and Overhauling of Electromechanical Installations 12.28.1 Mechanical Locking (a) Instructions contained in the preceding paragraphs for the installation, maintenance, overhauling and testing of locking of mechanical interlocking frames shall also apply to electromechanical installations with mechanical locking frames wherever relevant. (b) The mechanical locking of interlocking frames shall be tested for lost motion, as per para 12.1.3(i) and lost motion, when in excess of the prescribed limits, shall be removed. 12.28.2 Electrical Locking (a) In electromechanical installations electric lever locks, key transmitters, circuit controllers, Detectors etc. shall be provided as per approved plan. (b) Diagram of electrical circuits for each such gears shall be prepared and shall show all the necessary controls which shall be required to release a particular lever. (c) Where lever locks have been provided in the mechanical lever frames for controlling operation of Electric Point Machine, Electric Signal Machine or for route holding etc the functioning of the same shall be tested. (i) Points Lever: In points lever ABDE locks are provided for Track & Indication locking. Lever shall be tested to ensure that the lever lock is energised and the lever is free to be operated in A/E position only when the controlling tracks are clear. The lever shall again be locked in D position when the point is being operated from normal to reverse and lever shall be free only when the points has operated fully and locked and detected in reverse position. Similarly, while operating the lever from reverse to normal the lever shall be first locked in E position to ensure track locking and subsequently will be held at B position for point operation. The lever lock shall not energise at B position unless the points have operated, set, locked and detected in normal position. (ii) Signal Lever: While pulling the signal lever from normal to reverse the lever shall be locked in A position and will be free only when route for the reception of the train has been correctly set, all facing points locked and all the controlling tracks are clear i.e. all conditions are fulfilled for taking 'OFF' the signal. While putting back the lever from reverse to normal position the lever shall be locked at B position and will be free only when the intended movement is completed and it is free from back locking as well as approach locking where provided. Normal indication locking must also be effective in B position in case of semaphore signal. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 269 of 530 12.28.3 Testing and overhauling of Electrical Locking (a) Mechanical interlocking frames provided with electrical signalling equipment shall be tested and overhauled as per requirements contained in paras.12.25.5 & 12.26.7. (b) The testing of electrical locking shall be carried out in accordance with the approved release circuit of each lever as shown on the approved diagram of electrical circuits. (c) For testing the electrical locking provided on a lever, the other levers required to release that lever shall be pulled and it must be ensured that the lever is free to be pulled mechanically. (d) All the conditions for the release of the electrical lock of the lever under test shall be set up. The lever shall now be pulled from normal to reverse for testing of A&D locks and reverse to normal for E&B locks and proper functioning of the lever locks checked. (e) A test lamp/voltmeter shall now be connected on the electrical lock of the lever under test. The lever shall now be pulled from normal to reverse and vice versa. The test lamp should lit up at lock positions. The lever shall be held at these positions one after the other and all the lock release conditions shall be broken one by one. It shall be ensured that feed to the lever lock is disconnected each time. While doing this test, care shall be taken to test each circuit individually one after the other duly isolating other parallel circuits. 12.28.4 Testing of other electrical equipment (a) Instructions contained in Chapter 19 of SEM for testing of electrical signalling installations shall also apply to electromechanical installations wherever relevant. (b) All electrical equipments such as electric lever locks, circuit controllers etc., as well as wiring shall be examined and tested for insulation. The insulation must not be less than 10 Mega Ohm. Defective equipments shall be replaced. (c) Moving parts of circuit controllers, their mechanical connections and contact makers shall be checked. Repairs and replacements should be carried out wherever necessary. 12.28.5 Date of last overhauling and testing (a) Date of last overhauling and testing should be painted on the interlocking frame. 12.28.6 Certificate of overhauling (a) Locking overhauling certificate on Form S&T/LO (Annexure:12-A3) for all mechanical interlocking frames shall be promptly submitted by the SSE/JE (Signal) to the Sr.DSTE/DSTE, who shall after necessary scrutiny forward a consolidated certificate to the PCSTE. Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 270 of 530 Note:- This Chapter has under mentioned Annexures S.No Annexure No Description 1 12-A1 Essential Requirements before Interlocking of a Point 2 12-A2 Certificate of Overhauling Interlocking Frames 3 12-A3 Certificate of Testing of locking Note: This Chapter has under mentioned Annexures in Appendix I S.No Annexure Description No 1 12-MS1 Maintenance Schedules for Mechanical Signalling Note: This Chapter has under mentioned Drawings in Appendix II Drawing S. No Description No 1 12-D1 Mechanical Signalling Gears – Colouring Scheme ( 6 Sheets) Chapter 12: Installation, Testing & Maintenance Of Mechanical Signalling Equipment Page 271 of 530 Para No. 12.3.1, 19.3.1 (b) Annexure: 12-A1 Essential Requirements before Interlocking of a Point Before the interlocking work at points is undertaken, it must be ensured that the JE/SSE( P-Way) has: (a) brought the track to correct level and alignment. (b) eased off rail joints on either side of points to be interlocked and closed the stock rail joints associated with lock bars. (c) fully ballasted and packed all points which are to be interlocked and taken adequate measures to prevent lateral and longitudinal movement of points. (d) provided creep and level pillars. (e) arranged the sleepers on adjacent tracks in alignment, where rods and wires have to cross. (f) seen that the gauge is correct. (g) provided and fixed special timbers as required. (h) provided means to prevent creep in the vicinity of points. (i) fitted gauge tie plates correctly. (j) made the stretchers of such a length so that the throw of switches is as per approved drawings. (k) adjusted loose heel switches so that: (i) they can be thrown both ways with ease and can be housed against the stock rail by hand and remain there when the pressure is removed. (ii) the planed surface of the switch rail fully houses against the stock rail as per approved drawings. (l) adjusted fixed heel switches so that : (i) they normally lie in the mid-position and flex equally in the normal and reverse positions. (ii) the planed surface of the switch rails fully houses against the stock rails as per approved drawings. (m) fitted flexible stretchers so that they flex equally in the normal and reverse positions, (n) provided a stop for the open position of a single switch layout. Page 272 of 530 Para No. 12.25.9(a), 12.28.6(a) Annexure: 12-A2

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