Discipline Engineering Standard –NSW Category Signalling Title Points Reference Number SDS 14 –(RIC Standard: SC 00 13 01 14 SP) Document Control Status Date Prepared Reviewed Endorsed Approved GM Standards and Standards Infrastructure Safety Systems Engineer Strategy & Committee Issue 1 Mar 05 Performance Revision 2 Refer to Refer to minutes Reference H Olsen M Owens of meeting Number 12/08/04 Engineering Standard –NSW Signalling SDS 14 Points DISCLAIMER Australian Rail Track Corporation has used its best endeavors to ensure that the content, layout and text of this document is accurate, complete and suitable for its stated purpose. It makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems of work or operation. Australian Rail Track Corporation will not be liable to pay compensation in respect of the content or subsequent use of this document for any other purpose than its stated purpose or for any purpose other than that for which it was prepared except where it can be shown to have acted in bad faith or there has been willful default. DOCUMENT APPROVAL The technical content of this document has been approved by the relevant ARTC engineering authority and has also been endorsed by the ARTC Safety Committee. DOCUMENT SUPPLY and CONTROL The Primary Version of this document is the electronic version that is available and accessible on the Australian Rail Track Corporation Internet and Intranet website. It is the document user’s sole responsibility to ensure that copies are checked for currency against the Primary Version prior to its use. COPYRIGHT The information in this document is Copyright protected. Apart from the reproduction without alteration of this document for personal use, non-profit purposes or for any fair dealing as permitted under the Copyright Act 1968, no part of this document may be reproduced, altered, stored or transmitted by any person without the prior written consent of ARTC. Issue 1 © Australian Rail Track Corporation Revision 2 This document is uncontrolled when printed March 2005 Page 2 of 60 Engineering Standard –NSW Signalling SDS 14 Points About This Standard This Principle addresses the concepts and definitions relating to certain types of points referred to throughout these Principles and with regard to the descriptions and definitions currently accepted. Issue 1 © Australian Rail Track Corporation Revision 2 This document is uncontrolled when printed March 2005 Page 3 of 60 Engineering Standard –NSW Signalling SDS 14 Points Document History Primary Source –RIC Standard SC 00 13 01 14 SP Version 7.0 List of Amendments – ISSUE DATE CLAUSE DESCRIPTION 1.1 01/09/2004 . Reformatting to ARTC Standard 1.2 14/03/2005 Disclaimer . Minor editorial change . Footer reformatted Issue 1 © Australian Rail Track Corporation Revision 2 This document is uncontrolled when printed March 2005 Page 4 of 60 Engineering Standard –NSW Signalling SDS 14 Points Table of Contents 14. Points 6 14.1 Principle No. 14.1 - Types Of Points Concepts And Definitions 6 14.1.1 Introduction 6 14.1.2 Catch-Points 6 14.1.3 Derailer 6 14.1.4 Emergency Crossover 7 14.2 Principle No. 14.2 - Catch Points: Provision And Positioning 8 14.2.1 Introduction 8 14.2.2 Circumstances Under Which Catch Point Protection Shall Be Provided 8 14.2.3 Consideration As To Where Catch Points Shall be Positioned 8 14.2.4 Additional Safeguards Which May Be Provided 9 14.2.5 Balloon Loop Loading/Unloading Sidings 9 14.3 Principle No.14.3 - Emergency Crossovers Operated From Mechanical Ground Frames 15 14.3.1___ Introduction 15 14.3.2 Requirement For Facing Emergency Crossovers Operated From Mechanical Ground Frames 15 14.3.3 Ground Frame Operation 15 14.4 Principle No.14.4 - Emergency Crossovers Operated From Electric Ground Frames 16 14.4.1 Introduction 16 14.4.2 Requirements For Facing Emergency Crossovers Operated By Electric Switch Machines and Controlled From Electric Ground Frames 16 14.5 Principle No. 14.5 - Detection Of Points 20 14.5.1 Introduction 20 14.5.2 Detection of Mechanically Operated Points 20 14.5.3 Detection of Power Operated Points 21 14.5.4 Detection of Ground Frame Operated Points 22 14.6 Principle No. 14.6 - Electric Switch Machines 27 14.6.1 Introduction 27 14.6.2 Crank Handle (CH) or Hand Throw Lever (HTL) 27 14.6.3 Emergency Switch Machine Lock (ESML)/Emergency Operations Lock (EOL) 28 14.6.4 Isolating Relays 30 14.7 Principle No. 14.7 - Removal Of Lockslides From Electric Switch Machines 31 14.7.1 Introduction 31 14.7.2 Concept 31 14.7.3 Catchpoints 31 14.7.4 Requirements For The Removal of Lockslides 31 14.8 Principle No. 14.8 - Track Circuit Locking of Points 32 14.8.1 Introduction 32 14.8.2 Purpose 32 14.8.3 Requirements - Track Circuit Locking of Points Controls 32 14.8.4 Requirement - Direct Track Circuit Control of Power Operated Point Mechanisms 32 14.8.5 Control Tables 33 14.9 Principle No. 14.9 - Mechanical Trailable Facing Point Mechanisms 35 14.9.1 Introduction 35 14.9.2 Purpose 35 14.9.3 Mechanical Trailable Facing Point Mechanisms 35 14.9.4 Mechanical Point Indicators 35 14.9.5 Signage 36 14.9.6 Speed Restrictions 36 14.9.7 Operational Instructions 36 Issue 1 © Australian Rail Track Corporation Revision 2 This document is uncontrolled when printed March 2005 Page 5 of 60 Engineering Standard –NSW Signalling SDS 14 Points Issue 1 © Australian Rail Track Corporation Revision 2 This document is uncontrolled when printed March 2005 Page 6 of 60 Engineering Standard –NSW Signalling SDS 14 Points 14.10 Principle No. 14.10 –Ground Frame Releases 39 14.10.1 Introduction 39 14.10.2 Provision of Ground Frames 39 14.10.3 Ground Frames inside Interlocking Areas 39 14.10.4 Ground Frames outside Interlocking Areas in Double Line Sections 40 14.10.5 Ground Frames outside Interlocking Areas in Single Line Sections 40 14.10.6 Ground Frames and Mechanical Point Indicators 41 14.11 Principle No. 14.11 –Electro –Pneumatic (EP) Points 42 14.11.1 Introduction 42 14.11.2 Emergency Operations Lock (EOL) (Keyless Type) 42 14.11.3 Emergency Operations Lock (Keyed Type) 43 14.12 Principle No 14.12 –Maximum Distances Between Mechanical Interlocking 42 Machines and Turnouts 14.12.1 Introduction 44 14.12.2 Operating Distances 44 14.13 Points Requiring Clipping for Unsignalled Movements 48 14.13.1 Introduction 48 14.13.2 48 14.13.3 Form of Sign 48 14.13.4 Indentification of Points Requiring this Sign 48 14.13.5 Points requiring Clipping when Passing Signal at Stop 49 14.13.6 Motor Points not requiring special signage 49 14.14 Principle No 14.14 –Application of Back-drives to Tangential Turnouts 50 Issue 1 © Australian Rail Track Corporation Revision 2 This document is uncontrolled when printed March 2005 Page 7 of 60 Engineering Standard –NSW Signalling SDS 14 Points 14. Points 14.1 Principle No. 14.1 - Types Of Points Concepts And Definitions 14.1.1 Introduction This Principle addresses the concepts and definitions relating to certain types of points referred to throughout these Principles and with regard to the descriptions and definitions currently accepted. 14.1.2 Catch-Points A set of points usually comprising a single switch or run-off lead, the normal position of which provides an open trap to a movement in the facing direction resulting in an enforced derailment thus avoiding a potential collision between movements. When the catch points are closed they enable authorised facing and trailing moves to take place. There are two fundamental reasons for providing catch points. i) For the protection of main running line movements, especially passenger, from general freight or shunting movements or from unauthorised movements of loose wagons or stored rolling stock or track maintenance machines on other lines or sidings. ii) For the protection of simultaneously authorised movements towards signals beyond which a convergence would exist within the prescribed overlap distances applicable to the signals authorising the movements in order to facilitate operating flexibility. 14.1.3 Derailer A two position mechanical device attached to the rail. When seated over the rail head in the “tripping” position it will deflect a low speed movement off the rails resulting in an enforced derailment thus avoiding a potential collision between movements. When swung away from the railhead the derailer enables authorised facing and trailing movements to take place. A derailer alone is only suitable for providing protection from very low speed general freight or shunting movements or from unauthorised movements of loose wagons or stored rolling stock or track maintenance machines in yards or sidings. When combined with a “wheel crowder” its use may be extended to similar applications to catchpoints but only where the track speed on the track fitted with the derailer does not exceed 35 kph. Issue 1 © Australian Rail Track Corporation Revision 2 This document is uncontrolled when printed March 2005 Page 8 of 60 Engineering Standard –NSW Signalling SDS 14 Points 14.1.4 Emergency Crossover A crossover either facing or trailing situated on a double line and where worked crossovers are long distances apart provided to facilitate single line working usually in conjunction with an extensive programme of track engineering work and subsequently left in situ to enable single line working to be initiated should the need arise. The crossover may be mechanically or electrically operated and when not in use facing crossovers shall be clipped and XL padlocked normal.