CHAPTER -XII

DETAILED INSTRUCTIONS FOR INSTALLATION & MAINTENANCE OF MECHANICAL SIGNALLING EQUIPMENT

INSTALLATION

SECTION 'A' - CABINS

12.1 CABINS :

12.1.1 SIZE : Cabins shall be of adequate size and provided with glazed windows to enable the Cabin man to have a clear view of Points, Signals and Level Crossing gates under his control.

12.1.2 SITE : Location and elevation of cabins shall be in accordance with Para 7.78 of Signal Engineering Manual Part I. The site of the Cabin shall be chosen jointly by Officers of Signalling, Safety and Civil Engineering Departments.

12.1.3 The cabins shall be so located as to allow future expansion of the yard and avoid damages by derailed vehicles on trap/sand humps.

12.1.4 As far as practicable, End Cabins shall be so sited that they are on opposite sides of the track, the cabin being on the upside approach end of the Up line and on the down side approach end of the Down Line.

12.1.5 The cabins shall not be sited in a place prone to water logging. The floor level shall be such that water does not stagnate and is conveniently drained out.

12.1.6 Cabins shall be so sited that Points are preferably within the range of mechanical operation.

12.1.7 The cabins shall have separate Relay Room, Power equipment room, and battery room where required.

12.1.8 Cabin Equipment: All cabins shall be provided with equipment listed at Para 7.79 of Part I of Signal Engineering Manual.

SECTION 'B' - LEVER FRAME

12.2 Conformity to drawings and specifications : Interlocking frames shall conform to approved drawings and specifications.

12.3 MARKING OF PARTS

12.3.1 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.

12.3.2 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.

12.4 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:

12.4.1 Locking boxes shall be correctly aligned.

12.4.2 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.

12.4.3 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.

In the case of catch handle locking, it is most important that the catch rod and links are in correct position before marking.

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.

12.4.4 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.

12.4.5 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.

12.4.6 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.

12.4.7 Unsupported and long interlocking bars spanning more than 10 levers in SA1101 Lever Frame and 8 levers in SA 530 Lever Frame shall be provided with a carrier lock or dummy pieces.

12.4.8 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.

12.4.9 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.

12.4.10 Plungers, interlocking bars and locks (dogs) shall be marked as detailed in Para 12.3.2 .

12.4.11 locking strips shall be in accordance with approved plans.

12.4.12 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.

12.4.13 After assembling locking, it shall be carefully checked and compared with the approved Locking Diagram

12.5 Checking of Components : The JE/SE/SSE (Signal) shall carefully check the components of a new interlocking frame on receipt against plans and take necessary action.

12.6 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 Chapter XIII.

12.7 SUBSEQUENT ADDITIONS AND ALTERATIONS

12.7.1 Subsequent additions and alterations to interlocking frames shall be carried out only in accordance with the approved revised plans and interlocking tables.

12.7.2 The JE/SE/SSE (Signal) shall requisition all requirements of materials in accordance with the additions and alterations shown on the approved revised plan and locking diagram and shall when requisitioning new plungers 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.

12.7.3 After carrying out additions and alterations, locking shall be checked completely as detailed in para 12.4.9.

12.8 Information to the Divisional Signal & Telecommunication Engineer : The JE/SE/SSE (Signal) shall inform the Divisional Signal and Telecommunication Engineer or Asstt. Signal and Telecommunication Engineer in charge of the section when a new interlocking frame or an alteration to the existing interlocking frame is ready for his test and introduction.

SECTION 'C - LEAD OUTS (RODDING)

12.9 Type : Lead outs shall be of the crank type unless otherwise instructed.

12.10 Arrangement of Accommodating Cranks : As far as possible, accommodating cranks shall be arranged on the lead out in the order of the lever to which they are connected.

12.11 Down rods : Down rods shall be 32 mm dia, solid rod and when over 2 metre in length shall be provided with guides. Down rods shall normally have 200 mm stroke.

12.12 Rod Connections to Accommodating Cranks : Rods from vertical cranks shall be run straight to medium accommodating cranks with an offset to high and low Accommodating Cranks.

12.13 Crank Fastening Bolts : Cranks shall be securely fastened to the foundations with 20 mm dia. bolts, the nuts being placed on the top.

12.14 Movement of Lead off Cranks: Lead off cranks in front of the cabin shall, as far as possible, be arranged to have a pull movement.

12.15 Use of High Cranks : High cranks shall be used only where absolutely necessary.

12.16 Rod Run on Curves: Relief cranks may be used for diversion upto 20 degree when rodding is run on curves. Alternatively a rodding compensator can be installed in a curved alignment by making straight runs on either side of it connected to the compensator cranks.

SECTION 'D' - POINT RODDING AND FITTINGS

12.17 Point Rodding: Point rodding shall be solid and shall be in accordance with I.R.S Specification No. S 5.

12.18 Alignment: Point rodding shall be straight before being laid. Runs of rodding shall normally be in a straight alignment.

12.19 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.

12.20 Branching Off: Where practicable, rods in a main run shall be arranged so that they branch off on the track side in regular order.

12.21 Rodding Running Under Track : When practicable, rodding running under tracks shall be arranged to permit of 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.

12.22 Fixing Roller Standard : The top of roller standards adjacent to tracks shall not be fixed more than 64 mm above rail level.

12.23 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.

(Note: Only solid rodding shall be used in future)

12.24 LOCATION OF CRANKS, COMPENSATORS, COUPLINGS & LUG EYES

12.24.1 Cranks and compensators in a main run shall be so located as to leave the field side clear for additional rodding.

12.24.2 Centro of cranks and compensators shall not be fixed nearer than 0.90 m from a rod roller.

12.24.3 With the lever in its middle position the couplings and lug eyes in rodding shall be located not less than 0.30 m. from rollers.

12.25 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.

12.26 Offset in Cranks and Compensators : Offsets in cranks and compensators are normally not permitted.

12.27 Fixing Trestles of Point Rod Rollers : Point rod rollers shall be securely fixed to adequate foundations. Where trestles of rollers are of the built up type, outside segments shall be fixed with two bolts or screws and intermediate segments with one bolt at alternate ends.

12.28 Fixing Trestles Foundations : Roller foundations need not be fixed in concrete. Soil shall be well rammed round the foundations.

12.29 Provision of Compensators : Compensators need not be provided where the length of rodding is less than 12 m for point connections and 18.5 m for lock or bar connections.

12.30 Fixing Cranks and Compensators : Cranks and compensators shall be so fixed, that the centre line of the rod connection passes through the centre of the joint pin when the crank or compensator is in its normal or reverse position. Care shall be taken to see that the throw on a crank or compensator is the same on each side of the centre.

12.31 Joints for Connections to Cranks and Compensators : Solid joints shall be used for connections to all cranks and compensators, unless otherwise specified.

12.32 Joints for Branching Off: Solid joints and lug eyes shall be employed where it is necessary to branch off from a rod which continues onwards. The rod connecting the lug and the crank shall not be less than 0.45m.

12.33 Location of Screw Joint: Adjustable joint (Screw Joint) shall be located as close as practicable to the unit to be adjusted.

12.34 POINT ADJUSTING SCREWS

12.34.1 Point adjusting screws shall be used in conjunction with each of the following -

i) Points including Traps; 

ii) Switch and Lock-Movement; 

iii) Midway ground lock slide; 

iv) Lock bar.

12.34.2 Point adjusting screws shall be located as near as practicable to the unit to be adjusted without being adjacent to one another or directly under the rails or crossings. Point adjusting screws shall be so installed as to permit equal adjustment in both directions.

12.35 Adjustable Cranks : The last crank in a run of rodding operating unit shall be an adjustable crank.

12.36 BOLTS, NUTS, WASHERS & PINS

12.36.1 Type : Nuts and bolts heads shall normally be hexagonal.

12.37 Washers : Washers shall be used under bolt heads and nuts where they come in contact with timber or concrete. Spring washers shall be used where bolts are used in conjunction with steel and cast iron components.

12.38 Coach Screws : Coach screws or spikes shall not be used without special permission.

12.39 Reaming of Pin Holes : All pin holes shall, where necessary be reamed after assembling so that the pin can be easily inserted.

SECTION 'E' - POINTS

12.40 Essential requirements before Interlocking : Before any newly laid point is connected to the lever frame or a point machine and interlocked, it shall be ensured that the JE/SE/SSE (P-Way) has taken necessary steps as detailed in Annexure 5.

12.41 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.

12.42 Permissible Distances : The permissible distances for operation shall be as in paragraph 7.61 of part I of SEM.

SECTION 'F' - FACING POINT LOCKS, SWITCH & LOCK MOVEMENTS AND SPRING POINT LEVERS-SELF REVERSING

12.43 Layout:

12.43.1 Facing Point layouts shall be installed in accordance with approved plans.

12.43.2 Facing Point lock shall be fitted on the gauge tie plate where steel sleepers are not provided.

12.43.3 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.

12.43.4 The FPL may be fitted nearer to the closed switch rail leading to higher speed movement.

12.44 Notches : Notches in stretcher blades shall be cut clean and square and to correct size.

12.45 FACING POINT LOCK-PLUNGER TYPE

12.45.1 Facing Point lock plunger shall be square ended and installed 12 to 20 mm clear of the stretcher blades when the points are unlocked.

12.45.2 The plunger shall have a stroke of atleast 150 mm.

12.46 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.

12.47 Switch and lock layouts are not permitted in new installations. Spring point levers self-reversing shall be installed in accordance with approved plans.

SECTION 'G' - LOCK BARS

12.48 Length : Lock bars shall not be less than 12800 mm long for Broad Gauge and 12200 mm for Metre Gauge and Narrow Gauge lines.

12.49 ADJUSTMENT

12.49.1 Lock bars shall be so installed that with the operating lever normal-

i) An outside lock bar lies practically level with the top of the rail. (NOTE : In new installations, outside lock bars shall not be used);

ii) An inside lock bar lies 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 lock bar shall not be more than 25 mm clear of the toe of the switch, when the points are bolted.

12.49.2 Each lock bar 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 lock bar clip shall be fixed as near the end of the bar as possible but not more than 225 mm.

12.49.3 Lock bar 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, lock bars can be installed over check rail portion when they are fitted with a special type of check rail joint

12.49.4 Lock bars shall preferably be installed on the rail associated with straight track.

SECTION 'H' - POINT, TRAP AND SHUNTING PERMITTED INDICATORS

12.50 TYPE, PROVISION, PLACING AND INDICATION

12.50.1 Point, Trap and Shunting Permitted Indicators shall be provided in accordance with the approved plans.

12.50.2 Type, Provision, Placing and Indication of these indicators are covered in detail in paras 7.66 to 7.69 of Part I of SEM.

SECTION T - LOCATION OF SIGNALS

12.51 Signals shall be so located that they do not infringe the Schedule of Dimensions. Deviations shall be sanctioned by the competent authority.

12.52 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.

12.53 Signals shall be inspected by a Signal sighting committee consisting of officials of Signal, Traffic and Mechanical/ Electrical Departments before being brought into use.

SECTION 'J' - SIGNALS AND FITTINGS

12.54 SIGNAL ARMS AND ITS FITTINGS :

12.54.1 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 driver.

12.54.2 Signal arms shall be kept securely fastened to the spectacles casting and maintained at the correct level when in the 'ON' position.

12.54.3 Signal arms shall be kept clean and properly painted.

12.54.4 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.

12.54.5 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.

12.54.6 Spectacle roundels or glasses found loose, cracked or broken shall be attended to and replaced promptly.

12.55 SLOTTING

12.55.1 Where signals are slotted, any of the controlling agencies shall be independently capable of returning the signal to 'ON'.

12.55.2 When a Warner arm is placed below a Stop arm, the slot lever shall be installed so that the Warner can not 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'.

12.56 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 metres below the main arm.

12.57 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.

12.58 BACK LIGHTS

12.58.1 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.

12.58.2 Warner Signal Fixed green light: The fixed green light of a Warner Signal shall also show a back light.

12.58.3 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.

12.59 Lopping of Trees Obstructing Visibility : Where trees interfere with the driver's or cabin man's sighting of signals, the SSE/SE/JE (Signal) shall arrange with the SSE/SE/JE (Works) for lopping of tree branches or cutting of trees within the Railway boundary. If the trees are in private land, the Divisional Signal and Telecommunication Engineer or Asstt. Signal and Telecommunication Engineer incharge of the section shall be informed so that he may arrange for the removal or cutting of the trees.

12.60 ARTIFICIAL BACKGROUNDS

12.60.1 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.

12.60.2 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.

12.61 Posts : Signal posts shall be kept plumb. Signal post guys, where provided shall be kept tight and in good repair.

12.62 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.

12.63 Provision of Signal Dubbers and Kerosene : Whenever kerosene lit signals are provided, the signal dubbers and kerosene shall be provided by Traffic staff.

12.64 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 'K' - DETECTORS

12.65 FITTING AND PLACING

12.65.1 Detectors shall be fitted to switches in accordance with approved plans.

12.65.2 Where practicable, detectors shall be placed in the main wire run.

12.66 WIRE CONNECTIONS AND ADJUSTMENT

12.66.1 Where there is more than one detector in a wire run, the wire shall be run from the cabin, first to the detector farthest from the signal it operates, then through the other detectors concerned and back to the signal.

12.66.2 The signal wires to the detector shall be in alignment with the respective slides of the detector.

12.66.3 Wires shall be so adjusted that when a signal is returned to the 'ON' position, all signal slides of detectors travel back to their stops.

12.67 Signal Slide Notches : The signal slide notches for the more important line shall preferably be so cut that the slide butts first against the closed switch blade before it touches the bolt detector blade or the open switch blade.

12.68 Obstruction Tests : A detector shall be tested by 'Obstruction test1 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 locked.

SECTION 'L' - SIGNAL WIRE RUN (SINGLE WIRE)

12.69 Spacing of Pulleys : Signal wires shall be carried in pulleys placed not more than 10 metre apart.

12.70 Sharp Diversions : Sharp diversions in wire runs shall be made around wheels with wire rope slings.

12.71 Wire runs under track : Wire runs leading under the track shall be run through protective pipes. For periodic and convenient renewal, wires on either side of the pipe shall be terminated and provided with links.

12.72 Wire Runs Under Level Crossings : For running wire under level crossings, either pipes or duct may be provided in the level crossings. For periodic and convenient renewal, wires on either side of the pipe shall be terminated and provided with links.

12.73 Wire runs on Curves : Wire runs shall normally be taken round a curve in succession of straights and angles. Angle pulleys shall be kept to a minimum as they cause loss of stroke.

12.74 Leading away wire from a main run : When leading a wire away from the main run or to a horizontal wheel for crossing, the change in alignment or level shall be gradual. Additional stakes shall be provided if necessary.

12.75 Bridge Stakes : For a large number of wires, stronger stakes, preferably bridge stakes with angle pulleys hanging vertically, shall be provided.

12.76 Wire crossing : Crosses shall as far as possible be avoided in wire leads from the cabin. The top pulleys shall carry the wires having the longest run and the pulleys below successive shorter runs.

12.77 SIGNAL WIRES

i) 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. Sl, shall be used for signal connections.

ii) Coils of wire shall be run out from a creel. Twists, kinks and nicks shall be avoided.

SECTION 'M' - PULLEY STAKES AND PULLEYS

12.78 Fixture and Alignment: Pulley stakes shall be firmly driven into the ground, shall be in true alignment and shall not be twisted or bent.

12.79 Fastening Pulley Brackets : Pulley brackets shall be fastened to pulley stakes with bolts, rivets or any other method providing equal security. When bolts and nuts are used, the ends of the bolts shall be burred to prevent thefts.

12.80 The maximum spacing between the pulley stakes shall not exceed 10 metres. To reduce the sag in the wire run, the stakes may be fixed at a spacing closer than 10 metres where required.

12.81 The face of the stake on which pulley brackets are fixed shall be truly parallel to wire run, so that friction is minimised.

SECTION 'N' WIRE JOINTS AND SPLIT LINKS

12.82 WIRE JOINTS

12.82.1 Signal wire joints shall be either of the sleeve or the wrapped type and shall be made in accordance with approved drawings. When making wire connections to fittings, standard thimbles shall be employed.

12.82.2 Special tools shall be used for making sleeve joints. If sleeves are rough from inside, the roughness shall be removed with a drift.

12.82.3 When making a sleeve joint in stranded wire or wire rope, the short end shall be next to the slot in the sleeve and be forced out to receive the rivet.

12.82.4 Joints shall be located at least 2 metres from pulley stakes and be always on the cabin side, where practicable. Joints in adjacent wires shall be suitably spaced to avoid entanglement.

12.83 Split Links : Split links shall be used in making all connections between wires and fittings wherever disconnection may be required.

SECTION 'O' -WIRE ROPE

12.84 Galvanized wire rope : Galvanized steel wire rope for signalling purposes ordinarily used for single wire runs shall be to IRS Specification No. S-3.

12.85 Wire rope round wheels : Wire rope when used for making turns on wheels shall not be less than 2 metre in length.

12.86 Wire rope on cabin wire adjusters : Wire rope when used on cabin wire adjusters and draft wheels shall be in a continuous length.

12.87 Precautions in cutting : Wire rope shall be soldered or bound before being cut to avoid splaying. The cut shall be made by sawing through the middle of the soldered portion or between the bindings.

12.88 Lubrication : Wire rope in service and in stock shall be kept well lubricated. 

SECTION 'P' - WIRE ADJUSTING APPARATUS (SINGLE WIRE)

12.89 Wire runs for all signals worked by single wire shall be provided with one wire adjusting screw connected to the lever tail in the cabin.

12.90 Cabin Wire Adjuster: Wire runs for signals located over 300 metres from the Cabin shall be provided with a cabin wire adjuster.

12.91 Where wire runs are carried through detectors, additional adjusting screws shall be provided at the detectors as necessary. One adjusting screw shall be placed in the wire run between the signal and the first detector when the signal is more than 9 metres from the detector, and also between intermediate detectors where the wire run is carried through more than one detector.

SECTION 'Q' - FOUNDATIONS (SINGLE WIRE)

12.92 Foundations Generally: Foundations shall be rigid, level and in good alignment.

12.93 Foundations for Cranks and compensators : Crank and compensator bases shall be set in concrete in accordance with standard plans.

12.94 Foundations for wheels, detectors, point indicators and dwarf signals : Except where the nature of the ground renders it necessary, foundation piers for wheels, detectors, dwarf signals or point indicators shall not be concreted in. Soil shall be placed round the foundations in layers of not more than 0.30 metre, each layer being thoroughly rammed before more soil is added. The bottom and top layers may consist of ballast well rammed if the nature of the soil makes it desirable.

12.95 Fixture of cranks, wheels, detectors, point indicators and dwarf signals to foundations :Cranks, wheels, detectors, dwarf signals and point indicators etc. shall be fixed to foundations with bolts, the nuts being always on the top. Wheels and their foundations shall be rigidly fixed diagonally, i.e. along the line bisecting the angle between the wires.

12.96 Foundations for signals : Foundations for signals shall be sufficiently strong. The type of soil will be taken into account while deciding the depth of the foundation. Foundation bolts of standard size shall be embedded in the foundation. Templates shall be used to ensure correct spacing of foundation bolts.

12.97 Pits for foundation adjacent to tracks : Where pits for foundations are excavated between or adjacent to tracks, the JE/SE/SSE (Signal) shall, if necessary, arrange with the JE/SSE (Works) Branch to make provision for the safety of the track.

12.98 Concrete foundations : Before any apparatus is connected thereto, concrete foundations shall be allowed to set fully.

SECTION 'R' - DOUBLE WIRE INSTALLATIONS - INTERLOCKING FRAMES AND LEAD OUTS

12.99 Type : Double wire interlocking frames shall conform to IRS Specification No. S-12.

12.100 Double wire levers may be of the following types :

(i) Direct lever;

(ii) Clutch lever;

(iii) Trailable lever;

(iv) Rack and Pinion lever;

(v) Miniature lever.

12.101 Size of Drums: 500 mm stroke drum shall normally be fitted to all levers, but where difficulty in operation is anticipated, a 600 mm stroke drum may be used. The normal limit of a 500 mm stroke drum is 1200 metres for Signals without detectors and up to 600 metres for a single or coupled detector lever transmission.

Notes; In all new installations points, locks and bars shall not be operated by wire but by rodding or by electrical means.

12.102 Erection : Interlocking frame supports, foundations and arrangement of levers shall be erected in accordance with approved plans.

12.103 Levers for operating Points, locks, detectors and signals : Levers operating double wire points, facing point locks, independent detectors and signals with detectors shall be of the trailable or clutch driven type and must be so adjusted as to cause the locking to be displaced when the clutch trips to provide a safe-guard against broken wire and levers being forced. 

Trailable levers shall be used with trailable point mechanism.

12.104 Clutch lever-adjustment of clutch : The clutch shall be so adjusted that the rope drum will trail freely with a pull of about 28 kgs. on the dynamometer, equivalent to a difference in tension between the transmission wires of 85 kg. With 24 kg the drum must not trail and the clutch shall not lift more than 2.5 mm. The method of testing is shown in the sketch below. Special attention is drawn to the distance between the fulcrum and where the dynamometer is fixed.

DOUBLE WIRE INTERLOCKING FRAME-TESTING CLUTCH LEVER WITH DYNAMOMETER

12.105 Clutch Resetting Lever: The clutch resetting lever shall be kept in a sealed and padlocked box. Instructions regarding use of resetting lever shall be embodied in the Station Working Rules.

12.106 Wire crosses : Wire crosses are not permitted inside the cabin.

12.107 Double wire operation from single wire lever : Double wire operation of Outer/Warner from a Single Wire lever frame shall be as per approved drawing.

12.108 Compensators : Double wire compensators shall be in accordance with IRS Specification No. S 15. and instructions in RDSO Booklet No. STS/M/DWJ/COMP/I/MI. Salient features of the Instructions are-

12.109 Application : Use of different types of D.W. compensators is shown in table given below.

12.110 INSTALLATION

12.110.1 All moving parts of the compensator shall be cleaned and lubricated.

12.110.2 Compensators shall be fixed on longitudinal channel just below the relevant lever. The bolts shall be kept slightly loose at first.

12.110.3 The position of the pedestal of the compensator shall be adjusted so that two fixed wheels of the compensator are equidistant from the wire rope coming from the groove of the lever drum.

12.110.4 Foundation bolts shall be tightened and all split pins spread out.

12.110.5 Stop bolt shall be fixed at the top end of the ratchet rod to prevent the weight levers from being lifted off the Rod.

12.110.6 After fitting weight, weight screws should be tightened with weight levers ensuring that they do not slide. Tighten the lock nuts on the screws. Stop bolts at weight end of the weight levers shall be fixed.

12.110.7 With the help of a pulley block, weight levers shall be lifted so that pawl arrangement rests at the Stop Pin at the bottom end of the ratchet rod, i.e., compensator is lifted to the position corresponding to lowest temperature value. Care shall be taken to see that the floating wheels of 2600 mm stroke compensators are also lifted to their highest position. The levers shall be supported in that position. The floating wheels of 2600 mm stroke compensator shall be held in the lifted position.

12.110.8 After fitting wire ropes soldered joints shall be made. Wires shall be connected commencing at the lever and compensator end working towards the mechanism allowing rope lengths and spacing of joints. Provision of wire adjusting screws and disconnecting links shall be done as required. For deciding the position of joints / rope length, the spacing is to be ensured in accordance with approved transmission plan keeping the wire under tension of 68 kg while cutting the wire for joining.

12.110.9 After ensuring that the wire rope is taken through the groove at all wheels without having escaped off the guides the support shall be removed and the weight levers lowered slowly by mean of pulley block till the grips of the pawls are opposite the lowest tooth of the ratchet rod. It must be checked that the direction of travel in relation to the rope lengths and spacing of joints is correct.

12.110.10 It must be checked that the location of joints are in accordance with the approved wiring diagram.

12.110.11 The final position of weight levers of the compensator is to be adjusted to suit prevailing temperature and length of transmission in accordance with the adjustment table. In case of new transmission, weight levers are to be adjusted to a position about 20 mm to 30 mm lower than as required in order to allow for permanent stretch.

12.110.12 Weight levers shall not pass the breakage mark provided in the ratchet rod to show extreme compensating position of weight levers for longest transmission at maximum temperature and to show beginning of broken wire way.

12.110.13 It shall be checked that both pawls of the compensator are out of engagement with the teeth of the ratchet rod when the transmission is at rest. The weight levers of the compensator shall be in level with each other.

12.110.14 Jockey weight shall be employed only after obtaining the approval of Divisional Signal and Telecommunication Engineer or Asstt. Signal and Telecommunication Engineer incharge of the section, to increase the tension when all other means to make a transmission work easily have failed.

12.110.15 It must be checked that the bolts of the compensator weights are tight and safety bolts are provided at the end of weight levers.

12.110.16 It must be ensured that the wire guards on all wheels of compensators are provided and that the clearance between the wire guard and wheel is less than 1.5 mm

12.110.17 It must be ensured that all the wheels are moving freely and do not wobble on their respective pins.

12.111 PULLEYS & STAKES

12.111.1 Pulleys for points lock and detector lever transmission shall be fixed not more than 15 metres apart.

12.111.2 Pulleys for a signal lever transmission shall be fixed not more than 20 metres apart on the straight. This distance may be reduced suitably on curves.

12.111.3 When both points and signal transmission run together, pulleys shall be fixed 15 metres apart.

12.111.4 These pulley spacing can be reduced, if required, to suit local conditions.

12.112 FIXTURE AND ALIGNMENT OF STAKES

12.112.1 Stakes shall normally be fixed not less than 2135 mm from the centre of the nearest track.

12.112.2 Stakes shall be rigidly fixed; if local conditions of soil do not provide adequate rigidity, stakes must be set in concrete.

12.112.3 Runs of stakes shall be installed in as straight a line as possible and shall be level. Where straight runs are not possible, owing to local conditions, then transmissions shall ordinarily be laid in a succession of straights. The installation of continuously curved runs shall be avoided as far as possible .

12.113 Running out wire : Coils of wire shall be run out from a drum or creel on a spindle and great care taken to avoid twists, kinks and nicks. If such a damage occurs that part of the wire shall not be used and either a fresh length run out or a piece, jointed in.

DIVERSIONS IN TRANSMISSIONS

12.114 Use of wire pulleys : When owing to curvature, stakes cannot be run in a continuously straight alignment, wire pulleys may be used only for diversions upto 10 degree.

12.115 Use of wheel with wire rope : Diversions exceeding 10 degree may be made by using wire rope around standard wheels. All wheels shall be accurately aligned.

12.116 Wheel Guides

12.116.1 Wheels in all diversions shall be provided with adequate guides to prevent ropes escaping from wheel grooves.

12.116.2 For diversions up to 25 degree, one guide shall be used for each independent set of wheels and one guide for the outside wheels of a nest, the wheel nests serving as guide for other wheels.

12.116.3 For diversions above 25 degree, two guides shall be used for each independent set of wheels.

12.117 Length of rope and spacing of joints at diversions:

12.117.1 Minimum lengths of ropes and spacing required at diversions shall be in accordance with approved drawings.

12.117.2 Wire rope shall be Double Wire signalling rope, 6x19 to IRS Specification No. S-11. Wire rope shall be kept well lubricated.

12.117.3 Coils of wire rope used for diversions around wheels shall be run out from a creel on a spindle.

WHEEL BASE

12.118 Fixing Wheels and Wheel Base foundations :

12.118.1 Wheels shall be fixed to bases with bolts of correct size, with nuts on top.

12.118.2 Wheel bases of all sizes shall be rigidity fixed in concrete.

12.118.3 Wheel base foundations for all diversions shall be fixed diagonally, i.e. along the line bisecting the angle of diversion between the wires.

JOINTS

12.119 Type and location : Joints between wires and wires and ropes and their location shall be made in accordance with approved drawings. The use of twisted or sleeve joints is prohibited.

12.120 Disconnecting Link :

12.120.1 One disconnecting link adjacent to the lead out and another near the signal mechanism for making broken wire tests shall be provided in both wires of each transmission.

12.120.2 Joints between wires and ropes used at diversions shall not be provided with any form of disconnection. The use of split links and shackles is prohibited.

12.120.3 Painting of Joints: Joints in the pull wire shall be painted red and those in the return wire black for identification.

ADJUSTING SCREWS

12.121 Provision : Adjusting screws shall be provided in each wire of the transmission as follows:

(i) One near the mechanism to be adjusted.

(ii) One near the disconnecting link, close to the cabin.

(iii) One in the wire running between each mechanism where two or more mechanisms are operated by one transmission.

Note: Under approval from the Chief Signal & Telecommunication Engineer, provision of the adjusting screws close to the cabin may be dispensed with, if the wires are not required to be adjusted near the cabin.

12.122 Minimum Spacing : Minimum spacing of adjusting screws in adjacent wires of transmissions shall be in accordance with approved drawings or instructions.

12.123 Opening : Adjusting screws shall be opened out to their fullest length when first installed. 

POINT, LOCK AND SIGNAL MECHANISMS

12.124 Type : Point and lock mechanism shall be of an approved type and shall be provided with broken wire locks. The Signal mechanism shall be of an approved over-run cam path type.

12.125 Installation of mechanisms :

12.125.1 All mechanisms shall be installed in accordance with the approved drawings.

12.125.2 The wire ropes shall be wrapped round drums sufficiently so that the mechanism rope studs will be in such a position as to maintain the wire partly wrapped round the drum when it has completed the full broken wire stroke.

12.126 Size of Wire : Galvanized solid steel wire 4.00 mm (dia) or 3.35 mm (dia) to IRS Specification No. S 13 and S 1 respectively shall be used for signal transmissions and 5.00 mm (dia) to IRS specification No. S-14 for Point transmission.

DETECTORS

12.127 Fitting of detectors to Points: Detectors shall be fitted to all facing points in accordance with approved plans.

12.128 Connections:

12.128.1 Detectors connected in the operating wire of a signal shall be worked off the pull wire.

12.128.2 In a detector lever transmission, the pull wire from the lever in the normal position shall first be carried to the end detector, then through each intermediate detector in series and back to the lever.

12.128.3 Both wire ropes shall be wrapped round the detector wheel at least one and a half times.

12.129 Number and spacing : In any transmission, the number of detectors shall not exceed three and the distance between the detectors shall not normally exceed 230 metres.

12.130 Size of wire : Galvanised solid steel wire of 5.00 mm (dia) to IRS Specification No.S-14 shall be used for detector lever transmissions.

12.131 Adjustment :

12.131.1 Notches in Point and Lock Slides shall be cut at site.

12.131.2 Detectors shall be so adjusted that the notches in wheels are clear of the point slides and the clearance between the notches in the wheels and the point slides shall not be less than 50 mm and not more than 100 mm when the transmission is normal.

12.132 Protecting Covers : Protecting covers of all mechanisms and detectors shall be kept in good condition and securely fixed to safeguard apparatus from unauthorised interference.

SECTION'S' -PAINTING

12.133 Equipment to be painted : The following are the main items of mechanical signalling equipment that need regular painting:

i) Signal arms, Point Indicators, boards and markers;

ii) Signal posts and Signal fittings;

iii) Interlocking frames, their levers & fittings;

iv) Ground and miscellaneous gear, such as rodding, guide roller assembly, cranks, compensators, turnout wheels;

v) Lifting barriers, if maintained by Signal and Telecommunication department.

12.134 Colouring Scheme : Items detailed in Para 12.133 shall be painted in accordance with colouring scheme shown for the respective item in Annexure 6.

12.135 Interval of Painting : The general principles for fixing intervals shall be the following :

i) Signal arms, indicators, etc., which are required to be painted to conventional shapes and/or colours shall be painted once a year.

ii) 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;

iii) 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.

12.136 Record of Painting :

12.136.1 Each JE/SSE (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.

12.136.2 Each JE/SE/SSE (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.

GENERAL INSTRUCTIONS :

12.137 Stores:

12.137.1 Paint shall be stored in a cool dry place away from flame or naked light

12.137.2 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.

12.138 Mixing of Paints :

12.138.1 Paints from pigments and pastes shall be prepared in accordance with standard specifications.

12.138.2 Linseed oil or turpentine shall not be added to ready mixed paints. Mixing of kerosene with paints is forbidden.

12.139 Painting of Steel Works :

12.139.1 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.

12.139.2 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.

12.139.3 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.

12.139.4 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.

12.139.5 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.

12.139.6 Brushes shall be thoroughly cleaned in proper driers after use.

12.140 Enamel Signal Arms :

12.140.1 Enamel signal arms shall be scrubbed with soap to clean them. If corroded in places, these shall be touched up with enamel paints.

12.140.2 Signal arms which are not enamelled, shall be painted with enamel paints.

12.141 Numbering of Points and Signals :

12.141.1 The cabin lever number of points and facing point lock bars shall be painted in 50 mm letters on the web and close to the toe of the switch rail.

12.141.2 The number of the cabin lever operating the signal shall be painted in 50 mm letters at the back of the signal arm blade.

12.141.3 Numbers shall be written in codes as under:

12.141.4 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.

12.142 Dates of Painting : The year and the month of painting work shall be clearly and neatly shown on all interloccking 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.

MAINTENANCE

SECTION 'A' - CABINS

12.143 Cabins-cleanliness, repair and fittings:

12.143.1 Ground floor of cabins shall be kept clean and tidy.

12.143.2 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 JE/SE/SSE (Woks).

12.143.3 JE/SE/SSE (Signal) shall bring to the notice of his Divisional Signal and Telecommunication Engineer or Asstt. Signal and Telecommunication Engineer incharge of the section when repairs to cabin are delayed.

12.143.4 Windows of cabins shall be kept clean. This is the duty of the operating staff.

12.143.5 Each JE (Signal) shall see that the cabin diagram, pull chart, Cabinman's instructions and Maintained programme provided in the Cabin are up-to-date and their glazed frames are in proper repair.

12.144 ( Left blank Intentionally)

SECTION 'B' - LEVER FRAME

12.145 Responsibility : Each 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.

12.146 Instructions for maintainers :

12.146.1 All accessible working parts of interlocking frames shall be thoroughly lubricated and cleaned.

12.146.2 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.

12.146.3 The transportation official on duty in the cabin shall be questioned by the Maintainer on his visits about any discrepancy or defect in the locking of the interlocking frame. Discrepancy or defect, if any, shall be brought to the notice of the JE (Signal) immediately.

12.146.4 Handles of levers of interlocking frames shall be kept clean and bright by the Transportation Staff.

12.147 Instructions for Junior Engineer (Signal):

12.147.1 The Junior Engineer (Signal) shall ensure that the interlocking frames are kept clean and lubricated

12.147.2 On his monthly inspections, the Junior Engineer (Signal) shall question the transportation official on duty in the cabin to know if there is any defect or discrepancy. If any defect or discrepancy is pointed out to him, the same shall be immediately attended to and rectified if within his competence or brought to the notice of the Divisional Signal and Telecommunication Engineer or Asstt. Signal and Telecommunication Engineer incharge of the section for instructions.

12.147.3 Locking of all interlocking frames shall be tested as per instructions contained in Chapter XIII.

12.147.4 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 12.4.9 (iii), overhauling shall be taken up forthwith.

12.147.5  Locking of all interlocking frames shall be overhauled at least once every three years or earlier, if necessary, as per instructions laid down in Chapter XIII.

SECTION 'C - LEAD OUTS (RODDING)

12.148 All lead outs shall be examined regularly and kept clean and well oiled.

12.149 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 'D' - POINT RODDING AND FITTINGS

12.150 Examination :

12.150.1 All runs of rodding shall be regularly examined to see that all joints make good and solid connections.

12.150.2 All couplings, adjusting screws and adjustable joints shall be examined for looseness, worn out threads or slack nuts.

12.150.3 Rodding shall be examined for detecting weak places due to rust, corrosion or other causes.

12.151 Alignment: The rods shall be kept in true alignment and free from all obstructions.

12.152 Rollers: Rollers shall fit properly in the standards and move freely. Broken roller standards, missing rollers and pins shall be replaced.

12.153 Roller foundations : Roller foundations shall be realigned if found to have shifted or sunk and shall be renewed when necessary.

SECTION 'E' -CRANKS, COMPENSATORS, SCREWS, BOLTS, NUTS, PINS AND COTTERS

12.154 Examination :

12.154.1 All cranks and compensators shall be examined regularly and working parts well oiled.

12.154.2 The position of the compensators shall be carefully checked when a point or lock bar does not work properly or where the stroke at the adjusting crank has to be unduly increased.

12.155 Replacement of cracked or broken parts : Cracked or broken parts of cranks, compensators shall be repaired or renewed.

12.156 Cleaning of oil holes : Oil holes shall be cleaned before oil is applied. Oil shall not be used in excess as it collects dust.

12.157 Screws, bolts and nuts : All screws, bolts and nuts shall be in place and shall be kept tight.

12.158 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.

12.159 Pins:

12.159.1 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.

12.159.2 All badly worn pins shall be replaced by new pins.

12.159.3 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.

12.160 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 'F' - POINTS

12.161 Visual inspection of the condition of insulation of insulated rod joints shall be done during maintenance inspections.

12.162 Responsibility of JE/SE/SSE (P-Way) & JE/SE/SSE (Signal):

12.162.1 Maintenance of switches, gauge tie plates and bolts and cotters for pad locks is the responsibility of the JE/SE/SSE (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 JE/SE/SSE (Signal).

12.162.2 S&T Staff shall not take on themselves the responsibility of disconnecting the permanent way fittings or making adjustments thereto.

12.163 Damaged Switches and Packing of Sleepers :

12.163.1 Advice of switches found chipped or damaged shall be promptly given in writing to the Junior Engineer/Senior Section Engineer (P way).

12.163.2 Sleepers under interlocked points and cross overs shall be kept well packed. Advice of loose packing shall be given promptly to the JE / SE / SSE (P-Way). When packing of sleepers of interlocked points is being done by the permanent way staff, signal maintainer shall also be present there.

12.164 Testing and Adjustment:

12.164.1 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 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.

12.164.2 When two or more switches are operated by a single lever, all switches shall be adjusted correctly.

12.164.3 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 JE / SE / SSE (P-Way).

SECTION 'G' - FACING POINT LOCKS, SWTICH & LOCK MOVEMENTS AND SPRING POINT LEVERS-SELF REVERSING

12.165 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.

12.166 Switch & Lock Movement (for existing installations) :

12.166.1 All sliding parts of switch and lock movements shall be thoroughly lubricated.

12.166.2 Switch and lock movements shall be kept adjusted so that the lock bar shall rise to two-thirds of its full height before the switch points start to open.

12.167 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.

12.168 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.

12.169 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-

i) In the case of facing point bolt lock, prevent the lever working the facing point bolt lock from being latched;

ii) In the case of facing point lock, key type, prevent the extraction of the key and

iii) In the case of switch and lock movement, prevent the signal governing the movement over the switch and lock movement from being cleared.

SECTION 'H' - LOCK BARS

12.170 General:

12.170.1 Lock bars shall be kept straight and true both vertically and horizontally; driving pieces shall be examined to see if there is any lost motion.

12.170.2 Lock bar 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 lock bars fit close up to the rail. Bearings of clips shall be kept well oiled. Lock bar 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.

12.170.3 All lock bars, clips, stops and guides shall be overhauled and thoroughly cleaned at least once a year. Renewals shall be made where necessary.

12.170.4 If rail creep is affecting the working of lock bars, Maintainer shall make a report in writing to the JE (P-Way), giving copy to the JE (Signal).

12.171 Testing Lock Bars : Lock bars shall be tested to see that with the operating lever normal or reverse-

i) Outside lock bars lie practically level with the top of the rail;

ii) Inside lock bars 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 'I' - DETECTORS

12.172 All detectors shall be examined regularly and the slides kept well lubricated.

12.173 Detector notches : Detector notches shall be kept square and not eased beyond the standard size. Notches in point slides shall be kept properly adjusted.

12.174 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.

12.175 Testing detectors : Detectors shall be regularly tested by obstruction test as laid down in Para 12.68.

12.176 Replacement of cracked or broken parts : Cracked or broken parts of detectors shall be repaired or renewed.

SECTION 'J' - SIGNAL WIRE RUN (SINGLE WIRE)

12.177 Alignment : All wire runs shall be maintained in proper level and alignment.

12.178 Wires generally :

12.178.1 Damaged wire or wire rope showing signs of corrosion or rusting shall be renewed. Kinked wire shall be straightened and bad joints removed .

12.178.2 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.

12.179 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 'K' - PULLEY STAKES AND PULLEYS

12.180 Pulleys and Pulley Stakes :

12.180.1 Brackets of pulley wheels shall be examined to see that they are securely fixed and that the wheels revolve freely.

12.180.2 All damaged, broken and missing pulley wheels or brackets shall be renewed promptly.

12.180.3 Bent pulley stakes shall be straightened and worn-out ones replaced.

SECTION 'L' - ELECTRICAL REPEATERS AND SIGNAL LAMPS

12.181 The JE / SE / SSE (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.

12.182 Examination and Replacement of Signal & Indicator Lamps :

12.182.1 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 Divisional Signal and Telecommunication Engineer or Asstt. Signal and Telecommunication Engineer incharge of the section. Cleaning of signal lamps is the responsibility of the operating staff.

12.182.2 Overhauling and Repairs : All !amps shall be overhauled once a year and the date of overhaul marked on each lamp.

12.182.3 Only petty repairs to Signal lamps are to be carried out by JE / SE / SSE (Signal). Lamps requiring heavy repairs shall be carefully packed and sent to the Signal Workshops.

SECTION 'M' - DOUBLE WIRE INSTALLATIONS 

INTERLOCKING FRAMES AND LEAD OUTS :

12.183 Transmissions Generally :

12.183.1 All transmissions shall work freely and loss of stroke at the end of transmission shall be avoided.

12.183.2 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.

12.183.3 All transmissions shall be kept taut; there shall be no appreciable sag between pulleys.

12.183.4 Care shall be taken to see that wires and ropes do not scrape against platform and other objects as rails, chairs, covers and lids.

12.183.5 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.

12.184 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-

12.184.1 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.

12.184.2 It shall be checked that all bolts are properly tightened and all split pins and nuts are in proper positions.

12.184.3 All broken parts shall be replaced immediately.

12.184.4 It shall be checked that both the weight levers move independently. Weight levers shall not be bound together either by wire or by chain.

12.184.5 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.

12.184.6 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.

12.185 Testing Point, Lock, Detector and Signal Levers : The Senior Section Engineer (Signal) incharge of Double Wire transmission shall test each point, lock, detector and signal lever by means of dynamometer as shown in Diagram in Para 12.104 once every 6 months. It shall be ascertained that-

i) the force required to operate a lever does not ordinarily exceed 35kg. In the case of a signal lever without detectors, it shall not ordinarily exceed 27 kg.

ii) 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.

12.186 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.

12.187 Broken wire tests :

12.187.1 The return wire shall be disconnected with the lever normal and the pull wire with the lever reverse, to prove operation of broken wire lock on Point or Lock mechanism. The disconnection shall be effected by removing the link pin adjacent to the lead out. The tripping of the clutch shall also be observed when taking broken wire tests of clutch levers.

12.187.2 To prove that the Point, Lock or detector lever clutch will trail or trip with a broken wire, the clutch shall be so adjusted that rope drum shall trail freely with a pull of about 28 kg on the dynamometer. With a pull of 24 kg the drum shall not trail and the clutch shall not lift more than 2.5 mm.

12.187.3 With the insertion of a 5 mm test piece between the switch and stock rail at 150 mm from the toe of the switch, it shall be tested that the signal governing the movement over the point is not cleared.

12.187.4 Each wire of transmission shall be disconnected, one at a time by removing a disconnecting link pin adjacent to the lead out, to prove that signal arm (or either signal arm in the case of two coupled signals) will return to or remain at ON' with a broken wire.

Note: If the 'Return' wire is broken when signal is at 'ON', the unbroken 'PULL' wire will, through the falling weights of the compensator, operate the arm momentarily to 'OFF' before returning to 'ON'.

12.187.5 Where clutch driven signal levers are used to prove that the clutch will trip with a broken wire, each wire of transmission shall be disconnected, one at a time, by removing an adjusting screw pin near the signal mechanism.

12.187.6 The tripping of the clutch shall be tested by means of an auxiliary lever and adjustment of the coupling spring checked. To assist trailing or tripping of the lever clutch in case of broken wire, the wedge surfaces of coupling pawl and rope drum shall always be kept clean and slightly greased.

12.187.7 The adjustment of clutch shall not be done by any one lower in rank than JE (Signal).

12.187.8 Broken wire locks shall be tested for easy movement every quarter by lifting the compensator weights.

12.188 Reconnection or repairs after wire breakage :

12.188.1 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.

12.188.2 The drum of a trailable or clutch lever shall be reset by an auxiliary lever.

12.189 Responsibility and Periodicity of Broken Wire Tests : Broken wire tests mentioned in Para 12.187 shall be carried out by each Senior Section Engineer (Signal) incharge of maintenance of Double Wire installations atleast once a year, unless otherwise specified.

12.190 Necessary steps shall be taken to shorten the wire wherever necessary in a newly laid Double Wire transmission for the wire stretch occuring in the course of time.

SECTION 'N1 - PAINTING

12.191 JE (Signal) shall, during the course of his monthly inspection, see that the painters are making satisfactory progress and that the painting work done is in accordance with the instructions.

12.191.1 Divisional Signal and Telecommunication Engineer or Asstt. Signal and Telecommunication Engineer incharge of the section shall see that the six-yearly painting programme is adhered to and that it is completed in due time, He shall, during the course of his inspection, also see that all the equipment and apparatus is kept properly painted in accordance with the instructions.

SECTION 'O' - MAINTENANCE SCHEDULES

12.192 The maintenance schedule for various items of 'Mechanical signalling equipment shall be as in Annexure '7'. At stations having dense traffic and high speeds, the Railways may prescribe more frequent inspections, if considered necessary.

Annexure 5

Para 12.40

ESSENTIAL REQUIREMENTS BEFORE INTERLOCKING OF A POINT

Before the interlocking work at points is undertaken, it must be ensured that the JE/SE( P-Way) has :-

i) brought the track to correct level and alignment.

ii) eased off rail joints on either side of points to be interlocked and closed the stock rail joints associated with lock bars.

iii) fully ballasted and packed all points which are to be interlocked and taken adequate measures to prevent lateral and longitudinal movement of points.

iv) provided creep and level pillars.

v) arranged the sleepers on adjacent tracks in alignment, where rods and wires have to cross.

vi) seen that the gauge is correct.

vii) provided and fixed special timbers as required.

viii) provided means to prevent creep in the vicinity of points.

ix) fitted gauge tie plates correctly.

x) made the stretchers of such a length so that the throw of switches is as per approved drawings.

xi) adjusted loose heel switches so that:-

a) 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.

b) the planed surface of the switch rail fully houses against the stock rail as per approved drawings.

xii) adjusted fixed heel switches to that:-

a) they normally lie in the mid-position and flex equally in the normal and reverse positions.

b) the planed surface of the switch rails fully houses against the stock rails as per approved drawings.

xiii) fitted flexible stretchers so that they flex equally in the normal and reverse positions,

xiv) provided a stop for the open position of a single switch layout.

Annexure 6

Annexure 6
Para 12.134
Sheet 6