POINT

POINT............................................................................................................................................. 1
NO.66/W3/SG/A/6 NEW DELHI, DT.10.2.1982 ......................................................................... 2
86/W3/SG/A/6 DT.30.4.79,.......................................................................................................... 3
NO.66/W3/SG/A/6 NEW DELHI, DT.10.2.1982 .......................................................................... 5
NO.86/W3/SG/A/6 DT.30.4.79..................................................................................................... 7
NO: 68/W3/SG/H/4 NEW DELHI, DT.16. OCT. 1968.................................................................... 9
NO.72/W3/SG/CS/1 NEW DELHI, DT. 31-7-1980 ................................................................... 10
NO: 95/SIG/A/5 DATED:11.8.95 ................................................................................................ 12
NO: 95/SIG/A/5 NEW DELHI,DT.24.11.95. ................................................................................ 14
NO: 70/WDO/PL/1 NEW DELHI, DT.1.9.1970........................................................................ 15
NO: 78/W6/MPG/1 NEW DELHI, DT: 20TH MAY 1978.............................................................. 16
NO: 80/W5/LCT/S/0/1. NEW DELHI,DATED: 25.6.1981............................................................ 17
NO: 80/W5/LCT/S/0/1 NEW DELHI,DATED: 31.10.1981........................................................... 18
[Link].80/W3/SG/PLN/2........................................................ NEW DELHI,DATED: 30.12.1981.
19
NO: 80/W5/LCT/S/0/1 NEW DELHI,DATED: 8.2.1983. ............................................................. 20
NO: 95/SIG/A/5, DATED:11.8.95 ............................................................................................... 21
NO: 95/SIG/A/5, NEW DELHI,DT.24.11.95. ............................................................................... 23
NO: 95/SIG/A/5 NEW DELHI,DT.24.11.95. ................................................................................ 24
NO: 78/W6/MPG/1, NEW DELHI, DT: 20TH MAY 1978............................................................. 25
NO: 64/1740 /SER DT: 6.4.1983............................................................................................ 26
POLICY CIRCULAR NO.13 NO.72/W3/SG/CS/1NEW DELHI, DT. 31-7-1980....................... 28
NO.57/W3/SG/85, NEW DELHI, DT. 6-3-1969........................................................................... 30
NO: 68/W3/SG/H/4, NEW DELHI, DT.16. OCT. 1968 ................................................................ 31
RULES FOR OPENING OF RAILWAY OF A RAILWAY OR A SECTION OF A RAILWAY FOR THE
PUBLIC CARRIAGE OF PASSENGERS 1933 REPRINTED IN 1957. ADDENDUM & CORRIGENDUM
SLIP NO.22 ................................................................................................................................. 32
NO.57/W3/SG/85 DT. 28.11.60.................................................................................................. 33
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAY, RAILWAY BOARD

No.66/W3/SG/A/6 New Delhi, Dt.10.2.1982

The G.M/All Indian Railways.

Sub : Interlocking of Crank Handle used for manual operation

Of points worked by Electric Point Machines.
Ref : Board’s letter of even number dt.30.4.79
i) [Link]’s [Link]/192/P Vol.3 dt.26.8.81
ii) [Link]’s [Link].N/225/O(G) [Link] dt.13.10.81

Instructions were issued to the Railways vide Board’s letter referred to above
regarding interlocking of crank handle used for manual operation of points worked by
electric point machine and making signaled movement in case the points become
defective.
Provision of master crank handle in a sealed cover, to be used accordingly to a
predetermined procedure was stipulated in para 2.1 of Board’s letter under reference. The
master crank handle was meant to be used only in emergency when the interlocked crank
handle could not be released due to failure of its interlocking system.
It has been brought to the notice of the Board that station operation staff, as also
Maintainers, take recourse to using the master crank handle only, even when interlocked
crank handle is available, on the plea that the use of letter involves suspension of many
signals and also necessitates restoration of the interlocked handle to the electric lock
before clearing any of the related signals which is more time consuming and affects
operation. The practice of using the emergency master crank handle in this manner
defects the very purpose of interlocking the crank handle. Since such an irregular use of
the master crank handle cannot be established for want to tangible proof, it has been
suggested that provision of Master Crank Handle may be avoided.
It has also been suggested that reciprocal locking i.e. locking of the crank handle
in normal position when any of the related signals is taken off, should be dispensed with
and the crank handle should be free to be released even when any of the affected signals
is taken off, of course, once the handle is removed, the signal already taken off should go
back to danger.
These point have been examined and it has been decided that:
i) Where is no need to change the arrangement of interlocking of the crank handle
stipulated in board’s letter dt.30.4.79 referred to above.
ii) Master crank handle, where provided should be removed. Receipt of this letter
may please be acknowledged.

Sd/-
Kalyan Singh [Link](S&T)/III.
No: 66/WG/SG/A/6 New Delhi, dt.10.3.82.
Copy forwarded for information to CSTE(Con)/[Link]. & Others.
Copy of Sri [Link], [Link](Sig.)/[Link]’s letter No.

86/W3/SG/A/6 dt.30.4.79,
forwarded to General Manager’s, All Indian Railways & copy to CSTE(Con)/GRC and
others.

Sub: Interlocking of Crank Handles used for Manual Operation of points

Worked by electric Point Machines.
Ref: Board’s letter No.66/W3/SG/A/6 dt.23.11.86, 24.2.69 and 25.1.74 and
72/W3/SG/SF/4 dt.232.9.72.

The issue of interlocking of Crank Handles at installations with Motor Operated

Points ohas been under board’s consideration for some time.

2. Taking into account the views of the various zonal Railways elicited in response
to Board’s letters above, it has been decided that:

2.1 At wayside stations, Crank Handles must be interlocked with signals. Normally
the Crank Handles must be kept electrically locked and should be released for every
operation requiring a Crank Handle. The interlocking system should such that once the
Crank Handle is released the relevant signal cannot be taken ‘off’ until the crank Handle
is restores to its electric lock and gets locked therein.

The number of Crank Handles to be provided at such stations and the location
thereof along with the transmission arrangements required from the location to the
interlocking system may be decided locally by each Railway. A Master Crank Handle
will have to be located in a sealed glass cover so that it can be used according to
predetermined procedure(as stipulated in the station working Rules) whenever electric
transmission of the Crank Handle fails.

2.2 In case of major stations the points in the yards shall be grouped into various
groups and non-interchangeable Crank Handles allotted for each groups of points. The
interlocking arrangement must be such that when the Crank Handle pertaining to a group
of points is taken out, no signaled movement over the points in the group shall be
possible. It should not be possible for the Crank Handle of one particular group to be
inserted in the machine of any point of any other group. The grouping of the points and
the number of Crank handles to be kept electrically locked in the zone of each group will
have to be decided based on the local conditions. The method of interlocking will be
similar to that indicated in para 2.1.

3.1 Interlocking of Crank Handles at all the existing stations shall be programmed
either independently or as a part of any work that may be taken up at such installation
from now onwards.

3.2 All new installations shall cater for the provision of Crank Handle interlocking.
4. Instruction for making signaled movements over the defective points operated by
motor.

a) In case of stations with interlocked Crank Handles.

A point defective and has been set to the required position by the Crank Handle,

52

a normal signaled movement can be made if the Crank handle is restored to its normal
lock and the signal comes ‘OFF’ after being taken off. No cotter bolting and padlocking
is required in such a case. If the signal does not come ‘OFF’ after the signal lever/button
is lowered/pressed, cotter bolting and padlocking is required to be done as per the normal
rules for piloting.

b) In case of station with non-interlocked Crank Handle.

If the point is defective and required to be set by a Crank Handle, the Crank
Handle should be issued to the transportation official deputed for setting the pint to the
required position. The ASM/Switchman in charge of taking the signal ’OFF’ shall not
take the signal ‘OFF’ and authorize movement over the point until.

i) The Crank Handle is either returned back to him and kept locked by him in the
steel case/glass case provided for the purpose and locked.

or

the Crank Handle is retained in the possession of the transportation official not
lower in rank than a Switchman/ASM who shall exchange private number with the
Switchman/ASM in charge of taking ‘OFF’ the signal in taken of the Crank Handle being
correctly set for the intended move;

ii) If the Signal comes ‘OFF’ after the signal lever is pulled/signal button is pressed,
no clamping of points and padlocking is required. Where the signal fails to come ‘OFF’
the point has to be clamped and padlocked as per the normal rules for piloting.

5) Receipt of this letter may be acknowledged.

DA:Nil
Instructions modified
Vide Board’s letter No.66/W3/SG/A/
6 dt.10.2.82.
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAY,RAILWAY BOARD

No.66/W3/SG/A/6 New Delhi, Dt.10.2.1982

The G.M/All Indian Railways.

Sub : Interlocking of Crank Handle used for manual operation

Of points worked by Electric Point Machines.
Ref : Board’s letter of even number dt.30.4.79
iii) [Link]’s [Link]/192/P Vol.3 dt.26.8.81
iv) [Link]’s [Link].N/225/O(G) [Link] dt.13.10.81

Instructions were issued to the Railways vide Board’s letter referred to above
regarding interlocking of crank handle used for manual operation of points worked by
electric point machine and making signaled movement in case the points become
defective.
Provision of master crank handle in a sealed cover, to be used accordingly to a
predetermined procedure was stipulated in para 2.1 of Board’s letter under reference. The
master crank handle was meant to be used only in emergency when the interlocked crank
handle could not be released due to failure of its interlocking system.
It has been brought to the notice of the Board that station operation staff, as also
Maintainers, take recourse to using the master crank handle only, even when interlocked
crank handle is available, on the plea that the use of letter involves suspension of many
signals and also necessitates restoration of the interlocked handle to the electric lock
before clearing any of the related signals which is more time consuming and affects
operation. The practice of using the emergency master crank handle in this manner
defects the very purpose of interlocking the crank handle. Since such an irregular use of
the master crank handle cannot be established for want to tangible proof, it has been
suggested that provision of Master Crank Handle may be avoided.
It has also been suggested that reciprocal locking i.e. locking of the crank handle
in normal position when any of the related signals is taken off, should be dispensed with
and the crank handle should be free to be released even when any of the affected signals
is taken off, of course, once the handle is removed, the signal already taken off should go
back to danger.
These point have been examined and it has been decided that:
iii) Where is no need to change the arrangement of interlocking of the crank handle
stipulated in board’s letter dt.30.4.79 referred to above.
iv) Master crank handle, where provided should be removed. Receipt of this letter
may please be acknowledged.

Sd/-
Kalyan Singh
 [Link](S&T)/III.

No: 66/WG/SG/A/6 New Delhi, dt.10.3.82.

Copy forwarded for information to CSTE(Con)/[Link]. & Others.

Copy of Sri [Link], [Link](Sig.)/[Link]’s letter

No.86/W3/SG/A/6 dt.30.4.79

forwarded to General Manager’s, All Indian Railways & copy to CSTE(Con)/GRC and
others.

Sub: Interlocking of Crank Handles used for Manual Operation of points

Worked by electric Point Machines.
Ref: Board’s letter No.66/W3/SG/A/6 dt.23.11.86, 24.2.69 and 25.1.74 and
72/W3/SG/SF/4 dt.232.9.72.

The issue of interlocking of Crank Handles at installations with Motor Operated

Points ohas been under board’s consideration for some time.

2. Taking into account the views of the various zonal Railways elicited in response
to Board’s letters above, it has been decided that:

2.1 At wayside stations, Crank Handles must be interlocked with signals. Normally
the Crank Handles must be kept electrically locked and should be released for every
operation requiring a Crank Handle. The interlocking system should such that once the
Crank Handle is released the relevant signal cannot be taken ‘off’ until the crank Handle
is restores to its electric lock and gets locked therein.

The number of Crank Handles to be provided at such stations and the location
thereof along with the transmission arrangements required from the location to the
interlocking system may be decided locally by each Railway. A Master Crank Handle
will have to be located in a sealed glass cover so that it can be used according to
predetermined procedure(as stipulated in the station working Rules) whenever electric
transmission of the Crank Handle fails.

2.2 In case of major stations the points in the yards shall be grouped into various
groups and non-interchangeable Crank Handles allotted for each groups of points. The
interlocking arrangement must be such that when the Crank Handle pertaining to a group
of points is taken out, no signaled movement over the points in the group shall be
possible. It should not be possible for the Crank Handle of one particular group to be
inserted in the machine of any point of any other group. The grouping of the points and
the number of Crank handles to be kept electrically locked in the zone of each group will
have to be decided based on the local conditions. The method of interlocking will be
similar to that indicated in para 2.1.

3.1 Interlocking of Crank Handles at all the existing stations shall be programmed
either independently or as a part of any work that may be taken up at such installation
from now onwards.
3.2 All new installations shall cater for the provision of Crank Handle interlocking.

4. Instruction for making signaled movements over the defective points operated by
motor.

a) In case of stations with interlocked Crank Handles.

A point defective and has been set to the required position by the Crank Handle,

a normal signaled movement can be made if the Crank handle is restored to its normal
lock and the signal comes ‘OFF’ after being taken off. No cotter bolting and padlocking
is required in such a case. If the signal does not come ‘OFF’ after the signal lever/button
is lowered/pressed, cotter bolting and padlocking is required to be done as per the normal
rules for piloting.

b) In case of station with non-interlocked Crank Handle.

If the point is defective and required to be set by a Crank Handle, the Crank
Handle should be issued to the transportation official deputed for setting the pint to the
required position. The ASM/Switchman in charge of taking the signal ’OFF’ shall not
take the signal ‘OFF’ and authorize movement over the point until.

i) The Crank Handle is either returned back to him and kept locked by him in the
steel case/glass case provided for the purpose and locked.

or

the Crank Handle is retained in the possession of the transportation official not
lower in rank than a Switchman/ASM who shall exchange private number with the
Switchman/ASM in charge of taking ‘OFF’ the signal in taken of the Crank Handle being
correctly set for the intended move;

ii) If the Signal comes ‘OFF’ after the signal lever is pulled/signal button is pressed,
no clamping of points and padlocking is required. Where the signal fails to come ‘OFF’
the point has to be clamped and padlocked as per the normal rules for piloting.

5) Receipt of this letter may be acknowledged.

DA:Nil
Instructions modified
Vide Board’s letter No.66/W3/SG/A/
6 dt.10.2.82.
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 68/W3/SG/H/4 New Delhi, dt.16. Oct. 1968

24 Asvina, 1890

The General Managers,

All Indian Railways
Sub: Elimination of spring points at slip, and catch sidings.
Ref: Board’s letter No.66/W3/SG/G/17 dt. 24.7.1967.

The question whether the spring points at slip and catch siding points could be replaced by
ordinary points and some interlocking provided to ensure safety, had been under consideration of the Board
for some time.
2. This matter was also discussed in 22nd Signal Standards Committee Meeting 1968,vide item
No.740, which made the following recommendations:-
i) Spring points need not be provided as an obligatory measure at catch and slip sidings provided
suitable interlocking is provided between the points and the block instruments along with the bell warning
arrangements and sufficient safeguards are incorporated in the station working Rules.
ii) The design of Escapment Mechanism to [Link]/S. 2150 need not be standardised.
3. The above recommendations have been approved by the Board.
4. The interlocking envisaged in para (2) (i) above should be such that the key required to set the
siding points is released from the instruments in the TGT/TCF position and once the key is removed from
the block instrument, the instrument gets locked in the relevant position. The instrument can be normalised
only after the points are set for the slip siding/catch siding and the TGT/TCF key is released from the points
and brought back to release the instrument. The slip siding or the catch siding can, therefore, be proved by
interlocking arrangements to be set for the siding before the block instrument can be normalised. A warning
bell may also be provided at the place of operation of points as an aid to the operating staff, indicating that
the train has been fully received or fully dispatched and that the points should now be re-set for the catch
siding/slip siding. This bell would continue to ring till the points are re-set for the catch siding/slip siding.
5. Further, in all cases where interlocking arrangements stipulated above, are provided between the
slip/catch siding and the block instrument, the following safeguards should also, inter-alia, be provided in
the Station Working Rules.

i) Shunting on non-isolated lines must cease once line clear has been given.
ii) Points must remain set for the slip siding until Home Signal has to be lowered.
87

6. This supersedes the instructions regarding provision of spring loading of points, conveyed vide
Board’s letter No.57/W3,SG/85 dt.30.5.63.

7. The receipt of this letter may please be acknowledged.

* Instructions modified vide Bd’s letter No.72/W3/SG/CS/1 dt.31.7.80.

Sd/-
( [Link] )
[Link] Signals,
Railway Board.
Government of India
Ministry of Railways
( Railway Board).

POLICY CIRCULAR NO.13

No.72/W3/SG/CS/1 New Delhi, dt. 31-7-1980

The G. M.(S&T)/All Indian Rlys.

Sub:- Slip Siding Points.
Ref:- Railway Board’s letter Nos.(i) 53/W/216/21 dt. 5.8.55.
(ii) 57/W3/SG/85 dt, 30.5.63(iii) 66/W3/SG/G/17 dt.6.7.66
(iv) 66/W3/SG/G/17 dt.8.5.67 (v) 68/W3/SG/M/4 dt.15.10.68
(vi) 68/W3/SG/M/4 dt. 16-10-68.
The safety features to be provided at Slip Sidings based on the various Board’s letters issued
above have been considered and it has been decided that in super cession of all letters issued on the subject,
the following facilities would be provided at such Slip Sidings:
(i) Slip Siding Points need not be fitted with spring loaded Mechanism provided suitable interlocking is
provided between the points and the Block instruments along with bell warning arrangements and sufficient
safeguards are incorporated in the Station Working Rules as given below.
(ii) Interlocking at stations on Single Line.
(a) Slip Siding Points shall be operated either from the Cabin or locally and shall also be fitted
with facing point locks etc. The interlocking should be such that the point locks etc, The
interlocking should be such that the point is normally kept set to the siding position and locked. It
shall be capable of being unlocked from this position and set to reverse only when line clear is
granted/received and the block instrument is either at the TGT position or in the TCF position.
(b) In order tore mind the cabin staff and the ASM to set the point back to the normal position and
lock it, a suitable audible indication should be provided for the ASM or the Cabin staff on
completion of the intended movement so that the point can be reset to the proper position
immediately thereafter. The instrument can be normalised only after the points are set for the Slip
Siding and the siding key is released from the points and brought back torelease the instrument.
The Slip Siding can therefore be proved by interlocking arrangements to be set for the siding
before the Block instrument can be normalised. The bell would continue to ring till the points are
reset for the Slip Sidings.
(iii) Interlocking at station on Double Line.
(a) On Double Line Sections there will be two Slip Sidings, the trailing one protected by the Home
Signal and the facing one protected by the Starter Signal(both to be on the same side of the
Station). In this case, the Slip Siding should be operated and locked either from the cabin or
locally and shall be fitted with facing point locks. The interlocking shall be such that the point is
normally kept set to the siding position and locked. Points can be set towards the Block Section
only when the Block Instrument is set to line clear.
(b) Arrangement as in para (ii) (B) above to be provided.

(iv) In all the cases, where the Slip Sidings falls within the Signal overlap beyond the
starter (i.e. for lowering the Home Signal at the other end of the station) special
dispensation may be obtained, if necessary, to allow the Slip Siding Points to
remain set and locked towards the Slip Siding before the Home Signal is taken
‘OFF’ or the slot is
90
given, for the Home Signal. This would require the decision, to stop at the station or to run through, to be
taken, before the Home Signal is taken ‘OFF’ and not later.
 (v) An Emergency Key or the Slip Sidings should be kept in a sealed box under the custody of the
Station Master. This is to be used for operating the Slip Siding Points when either the Token/Block
Instrument have failed and in the following cases.

(a) When a train has come a halt on the spring points, if used, while moving in the
trailing direction.

(b) When the train is still in the Block section and a train is required to be despatched to the
Blocke section.

(vi) Further in all cases where interlocking arrangements stipulated above are provided, between
the Slip Siding points when either the Token/Block Instrument have failed and in the following cases.

(a) When a train has come to a halt on the spring points, if used, while moving
in the trailing direction.
(b) When the train is still in the Block section and a train is required to be
despatched to the Block section.

(vi) Further in all cases where interlocking arrangements stipulated above are provided, between
the Slip Siding and the Block Instrument, the following safeguards should , inter-alia be provided in the
Station Working Rules:

(a) Shunting on non-isolated lines must cease before the slip siding point is set for the main line
during Reception of a train.

(b) Points must remain set for the Slip Siding until Home Signal has to be lowered.

(a) Before normalising the block instrument. ASM/Cabin-man must verify the complete arrival of
the train, irrespective of the fact whether he is getting audible warning, which can arise due to
reception of a complete train or part thereof.
The receipt of this letter may please be acknowledged.

Sd/- ( R. Krishnaswamy )
Joint Director(S&T)-I
Railway Board.
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 95/SIG/A/5 dated:11.8.95

The General Manager(S&T)

All Indian Railways except Southern Railway.

Sub: Supervisory control of the slip siding point.

At the stations where no route holding arrangement exists for the slip siding point for facing
direction movement over it, some arrangement may be required to exercise supervisory control over the
slip siding point.

2. Recommendations of the CRS along with the General Manager's comments and of the CCRS
thereon on an accident on the Southern Railway are enclosed for your information and similar necessary
action.

DA: As above. Sd/-

([Link])
Director (Signal)
Railway Board.
Para 9.1 of the Report: Remarks "No route holding arrangement is normally provided in the interlocking of
a station provided with slip siding point locked until a train passes over it, even for facing direction
movements.(Panel interlocked stations could be the only exceptions). It is probably assumed that the
manipulations required for normalising a slip siding point from a reverse setting would be so much
involved with the operation of a number of levers and keys, that it would be quite impossible under normal
working conditions for the point to be operated before the train has passed over it(vide para 7.83.3 of
IRSEM, Revised Edition 1988). But as happened in the subject accident. It is possible for a deft SWM to
complete the entire set of manipulations within the time available between the Driver passing the Home
Signal and sighting the Starter Signal. The consequence of such wrong operation in the face of a run-
though train would be that the train would enter the slip siding.

If a run-through main line train were to wrongly enter a loop line due to the facing point being reversed in
the face of the approaching train, it is not necessary that the train should derail on the loop line. With well-
maintained turnouts and turn-in curves the train could safety pass through the loop even at considerable
speed. But in the case of a complete train entering a slip siding it is almost inevitable that the train would
overshoot the dead end of the siding and derail.

Recommendations
It appears necessary in the interests of safety that at stations such as Dasampatti, where no route holding
arrangements exist for the slip siding point for facing direction movement over it, some arrangement must
be made for a supervisory control to be exercised over the manipulations required for normalising the slip
siding point. This is best achieved by providing the Duty SM of the station with a slide control over the
operation of the slip siding point, or its lock ,by the SWM at the cabin".

G.M.'s Comments: "It appears necessary in the interests of Safety that at stations such as
Dasampatti, where no route holding arrangements exist for the slip siding point for facing direction
movements over it, some arrangement must be made for a supervisory control to be exercised over the
manipulations required for normalising the slip siding point. This is best achieved by providing the Duty
SM of the station with a slide control over the operation of the slip siding point, or its back, by the SWM at
the cabin.

At stations on Double Line similarly placed as Dasampatti with two slip sidings at one and mechanically
operated from end Cabin, a control by Station Master through the SM's slide control on last Stop Signal
will be provided as carried out at Dasampatti and as recommended by CRS. As a result of the survey,7
more such stations have been identified as given below:

1. Samalpatti
2. Morappur
3. Bommidi
4. Cauvery
5. Vanjipalayam
6. Ollur
7. Ponpadi

The work at Samalpatti has also been completed on 14.7.93 and the work at the remaining stations will be
completed as possible".
© Remarks: It is gratifying to note the prompt action taken by the Railway. The Railway Board may
alert other Railways to take similar action if such situations exist.
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 95/SIG/A/5 New Delhi,dt.24.11.95.

The General Manager(S&T)

All Indian Railways,
Except N.F.& [Link].

Sub: Supervisory control of the slip siding point.

Please refer to Board's Office letter of even number dated; 11.8.95 on the above mentioned
subject. The required information is still awaited which may please be expedited.

Sd/-
(Surya Bali)
for secretary(Signal)
Railway Board.
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 70/WDO/PL/1 New Delhi, dt.1.9.1970

The General Manager,

Western Railway,
Bombay.

Sub: Provision of isolation- Isolation of goods running

Isolation of goods running line from Passenger
lines.

With reference to your office letter No.177/19/1/4(T) dt.31.12.1969, the Board after
having a careuful consideration of the matter have now decided that while carrying out doubling works, it
is not necessary to provide a derailing switch on the new slow line.

Sd/-
( N. Gopalan )
Deputy Director,Civil Engg.(G)
RAILWAY BOARD.
[Link] INDIA/BHARAT SARKAR
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 78/W6/MPG/1 New Delhi, dt: 20th May 1978.

The GMs
All Indian Railways.

Sub: Movement of Passenger trains over 1 in 8 1/2 turnouts.

Ref: Board’s letter No.63/W6/MPG/6 dt: 15.6.1963.

The desirability of replacing 1 in 8 1/2 turnouts existing on passenger running lines(B.G. & M.G.)
by 1 in 12 turnouts has been repeatedly stresed by the Railway Board. In the letter under reference the
Board had directed the Railways to draw up programme for replacement of all such 1 in 8 1/2 turnout
before March, 1965. The Board desire that you should indicate the locations where 1 in 8 1/2 turnouts are
still existing on your Railway on passenger running lines indicating the reason for not having been able to
replace them so far by 1 in 12 turnouts. You may also explore the feasibility of providing 1 in 8 1/2
turnouts with curved switches at such locations so as to over come the problem of space otherwise involved
in the replacement of 1 in 8 1/2 turnouts by 1 in 12 turnouts.
2. The Board also desire that the following aspects should be specially kept in view and action taken
accordingly.
(I) Location where straight switches of 1 in 8 1/2 turnouts can be replaced by curved switches.
Although a speed of 25 km/h is permitted over 1 in 8 1/2 turnouts with curved switches but for the sake of
uniformity of speed limit over turnouts on a particular section, a speed restruction of 15/16 Km/h may be
imposed on 1 in 8 1/2 turnouts with curved switches as in case of ordinary 1 in 12 turnouts existing at other
locations. At locations provided with 1 in 8 1/2 turnouts with curved switches,only such speed restrictions
which otherwise have to be imposed in case of passing trains negotiating 1 in 12 turnouts,may be imposed.
(ii) Locations at which 1 in 8 1/2 turnouts cannot be replaced by 1 in 12 turnouts/provided with
curved switches. Aat such locations,direct reception over and regular use of turnouts by passenger trains
should be permitted subject to the following conditions.
(a) Running through of a train over the turnouts should be prohibited and the interlocking
arangements should be such that the departure signals of such line oshould not be in a position to be take
off unless the reception signals are put back to the ‘on’ position.
(b) A speed restriction of 10 Km/h should be impsoed over the turnout and a speed limit board
provided and suitable provision also made in the station working rules as well as in the Working Time
Table.
Please acknowledge the receipt of this letter.
Copy forwarded for information to:-
1. Commisisioner of [Link]/Lucknow.
2. Director General/RDSO/Lucknow.
Sd/-
[Link],Civil Engg.
Railway Board.
No: 80/W5/LCT/S/0/1. New Delhi,dated: 25.6.1981.

The General Managers,

including [Link].(Construction)
All Indian Railways.

Sub: Provision of common loop at stations on double line sections.

Kindly refer to item 8.2 of the Record Note of CRB’s meeting with G.M’s of Eastern and South
Eastern Railways on 22nd and 23rd November, 1980 which is reproduced below:

“ At least one loop at each station on the Grand Chord section of Eastern Railway should be
converted into a common loop so that in case single line working has to be introduced,delays can
be avoided for reception of trains”.

2. Also please refer to para 4.25 of record note of discussions of the General Managers’Conference
hold on 20.6.81 which reads as under :

“ It must be ensured that common loops are provided at all stations in all new RE projects as a
part of the project.”

3. Whereas instructions under para 1(above) referred to the existing Grand Chord Section of Eastern
Railway,these instructions should apply to all sections now in the process of doubling or eleectrification or
where some remodelling is undertaken at a station on a double line.

4. The layout,and signalling arrangements shall be designed to suit local conditions. On the Grand
Choord Section of Eastern Railway, emergency crossovers in facing dirtection have been provided at some
stations,and at other stations emergency crossovers have been provided at both ends of the station so as to
form a loop. The idea of these specific instructions is that common loop now provided should,as far as
possible,be properly signalled.

5. Kindly confirm that these instructions are being followed.

Sd/-
( H.C. Johari )
Director [Link]
Railway Board.
Copy to:-Chief [Link].(RE),Vijayawada,Allahabad,Baroda.

Copy to: C.R.B., F.C.M.E., DST, ADRE, DRP,JDF(X)I.

No: 80/W5/LCT/S/0/1 New Delhi,dated: 31.10.1981.

The General Manager,

Eastern Railway,
Calcutta.

Sub: Provision of common loops at stations on double line sections.

In supersession in Railway Board’s letter of even number dated: 25.6.81, Ministry of Railways
have decided that common loops should be provided in the first phase on Sonenagar -Mughalsari section by
including the work in the works programme on the basis of justification drawn up.

Board have also decided that all new Railway Electrification works on double line sections should
incorporate provision of common loops.

This issue in consultation with the finance Directorate.

S d/-
( [Link])
Deputy Director(Works)
Railway Board.
Copy to :-

The General Managers,

including G.M. (Constn.)
All Indian Railways.

Planning F(X)II,W-4,W-3,WDO-II & RE(E) branches in Board’s Office.

 GOVERNMENT OF INDIA (BHARAT SARKAR )
MINISTRY OF RAILWAYS(RAIL MANTRALAYA)
RAILWAY BOARD

[Link]
JOINT DIRECTOR (S&T)

[Link].80/W3/SG/PLN/2. New Delhi,dated: 30.12.1981.

Dear Shri Ghosh,

Sub: Provision of comon loops at stations on double

line sections.

A copy of Board’s letter No.80/W5/LCT/S/0/1 dt. 31.11.81 on the above noted subject is sent
herewith for your information and necessary action.

DA: As above.

Sri [Link],
C.S.T.E.,
South Eastern Railway,
Calcutta.
Yours sincerely
Sd/-
([Link])
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 80/W5/LCT/S/0/1 New Delhi,Dated: 8.2.1983.

The General Managers,

including General Managers(Constn.)
All Indian Railways.

Sub: Provision of common loops at stations on

double line sections.

Ref: Board’s letters of even number dated:

25.6.81 and 31.10.81

Instructions were issued vide Board’s letters reference to above regarding provision of common
loops at stations on double line sections. The ,matter has has been soncidered further and it has been
decided that,while making provision of common loop[s or where common loops are already existing,the
signalling arrangements should be such as to facilitate despatch of trains on either ofo the lines(Up or
Down)on proper signals,in the event of single line working being resorted to,in case of emergemcoes/OHE
blocks etc.,without the need for clamping/pad locking of points.

2. These arrangements should be provided while c arrying the electrification

works,doubling/conversion,major remodeling and signalling replacement works on high density routes.

DA: As above.

Sd/-
(Kalyan Singh )
Joint Director(S&T)III
Railway Board.
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 95/SIG/A/5, dated:11.8.95

The General Manager(S&T)

All Indian Railways except Southern Railway.

Sub: Supervisory control of the slip siding point.

At the stations where no route holding arrangement exists for the slip siding point for facing
direction movement over it, some arrangement may be required to exercise supervisory control over the
slip siding point.

2. Recommendations of the CRS along with the General Manager's comments and of the CCRS
thereon on an accident on the Southern Railway are enclosed for your information and similar necessary
action.

DA: As above. Sd/-

([Link])
Director (Signal)
Railway Board.

Para 9.1 of the Report: Remarks "No route holding arrangement is normally provided in the interlocking of
a station provided with slip siding point locked until a train passes over it, even for facing direction
movements.(Panel interlocked stations could be the only exceptions). It is probably assumed that the
manipulations required for normalising a slip siding point from a reverse setting would be so much
involved with the operation of a number of levers and keys, that it would be quite impossible under normal
working conditions for the point to be operated before the train has passed over it(vide para 7.83.3 of
IRSEM, Revised Edition 1988). But as happened in the subject accident. It is possible for a deft SWM to
complete the entire set of manipulations within the time available between the Driver passing the Home
Signal and sighting the Starter Signal. The consequence of such wrong operation in the face of a run-
though train would be that the train would enter the slip siding.

If a run-through main line train were to wrongly enter a loop line due to the facing point being reversed in
the face of the approaching train, it is not necessary that the train should derail on the loop line. With well-
maintained turnouts and turn-in curves the train could safety pass through the loop even at considerable
speed. But in the case of a complete train entering a slip siding it is almost inevitable that the train would
overshoot the dead end of the siding and derail.

Recommendations

It appears necessary in the interests of safety that at stations such as Dasampatti, where no route holding
arrangements exist for the slip siding point for facing direction movement over it, some arrangement must
be made for a supervisory control to be exercised over the manipulations required for normalising the slip
siding point. This is best achieved by providing the Duty SM of the station with a slide control over the
operation of the slip siding point, or its lock ,by the SWM at the cabin".
G.M.'s Comments: "It appears necessary in the interests of Safety that at stations such as
Dasampatti, where no route holding arrangements exist for the slip siding point for facing direction
movements over it, some arrangement must be made for a supervisory control to be exercised over the
manipulations required for normalising the slip siding point. This is best achieved by providing the Duty
SM of the station with a slide control over the operation of the slip siding point, or its back, by the SWM at
the cabin.

At stations on Double Line similarly placed as Dasampatti with two slip sidings at one and mechanically
operated from end Cabin, a control by Station Master through the SM's slide control on last Stop Signal
will be provided as carried out at Dasampatti and as recommended by CRS. As a result of the survey,7
more such stations have been identified as given below:

8. Samalpatti
9. Morappur
10. Bommidi
11. Cauvery
12. Vanjipalayam
13. Ollur
14. Ponpadi

The work at Samalpatti has also been completed on 14.7.93 and the work at the remaining stations will be
completed as possible".

© Remarks: It is gratifying to note the prompt action taken by the Railway. The Railway Board may
alert other Railways to take similar action if such situations exist.
 MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 95/SIG/A/5, New Delhi,dt.24.11.95.

The General Manager(S&T)

All Indian Railways,
Except N.F.& [Link].

Sub: Supervisory control of the slip siding point.

Please refer to Board's Office letter of even number dated; 11.8.95 on the above mentioned
subject. The required information is still awaited which may please be expedited.

Sd/-
(Surya Bali)
for secretary(Signal)
Railway Board.
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 95/SIG/A/5 New Delhi,dt.24.11.95.

The General Manager(S&T)

All Indian Railways,
Except N.F. & [Link].

Sub: Supervisory control of the slip siding point.

Please refer to Board’s Office letter of even number dated: 11.8.95 on the above mentioned
subject. The required information is still awaited which may please be expedited.

Sd/-
( Surya Bali )
For Secretary(Signal)
Railway Board.
 [Link] INDIA/BHARAT SARKAR
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 78/W6/MPG/1, New Delhi, dt: 20th May 1978.

The GMs
All Indian Railways.

Sub: Movement of Passenger trains over 1 in 8 1/2 turnouts.

Ref: Board’s letter No.63/W6/MPG/6 dt: 15.6.1963.

The desirability of replacing 1 in 8 1/2 turnouts existing on passenger running lines(B.G. & M.G.)
by 1 in 12 turnouts has been repeatedly stresed by the Railway Board. In the letter under reference the
Board had directed the Railways to draw up programme for replacement of all such 1 in 8 1/2 turnout
before March, 1965. The Board desire that you should indicate the locations where 1 in 8 1/2 turnouts are
still existing on your Railway on passenger running lines indicating the reason for not having been able to
replace them so far by 1 in 12 turnouts. You may also explore the feasibility of providing 1 in 8 1/2
turnouts with curved switches at such locations so as to over come the problem of space otherwise involved
in the replacement of 1 in 8 1/2 turnouts by 1 in 12 turnouts.
2. The Board also desire that the following aspects should be specially kept in view and action taken
accordingly.
(I) Location where straight switches of 1 in 8 1/2 turnouts can be replaced by curved switches.
Although a speed of 25 km/h is permitted over 1 in 8 1/2 turnouts with curved switches but for the sake of
uniformity of speed limit over turnouts on a particular section, a speed restruction of 15/16 Km/h may be
imposed on 1 in 8 1/2 turnouts with curved switches as in case of ordinary 1 in 12 turnouts existing at other
locations. At locations provided with 1 in 8 1/2 turnouts with curved switches,only such speed restrictions
which otherwise have to be imposed in case of passing trains negotiating 1 in 12 turnouts,may be imposed.
(ii) Locations at which 1 in 8 1/2 turnouts cannot be replaced by 1 in 12 turnouts/provided with
curved switches. Aat such locations,direct reception over and regular use of turnouts by passenger trains
should be permitted subject to the following conditions.
(a) Running through of a train over the turnouts should be prohibited and the interlocking
arangements should be such that the departure signals of such line oshould not be in a position to be take
off unless the reception signals are put back to the ‘on’ position.
(b) A speed restriction of 10 Km/h should be impsoed over the turnout and a speed limit board
provided and suitable provision also made in the station working rules as well as in the Working Time
Table.
Please acknowledge the receipt of this letter.
Copy forwarded for information to:-
1. Commisisioner of [Link]/Lucknow.
2. Director General/RDSO/Lucknow.
Sd/-
[Link],Civil Engg.
Railway Board.
 SOUTH EASTERN RAILWAY

No: 64/1740 /SER Dt: 6.4.1983.

D.R.M./ADA/CKP/NGP/BSP/KGP/KUR/WAT.

Reg:- Movement of passenger train in 1 in 8 1/2 turnouts.

It has since been decided but the Board that locations at which 1 in 8 1/2 turnouts cannot be
replaced by 1 in 12 or cannot be provided with curved switches,direct reception of Passenger Goods Trains
megotiating such turnouts may be permitted subject the following condidtions:-

1) Running through of a train over the turnouts should be prohi ited and the interlocking
arrangements should be such that the departure signals of such line should not be in a position to the taken
off unless the reception signals are put back to the ‘on’ position.

2) A speed restriction of 10 KMPH should observed over the turnputs and a speed limit board of
10KMPH is to be provided on the Home Signal with the following legends.

3) Suitable provision be made in the station Working Rules as well as in the Working Time Table.

To comply with the above decision, you are requested to identify such pasenger running lines
connected by a crossover of 1 in 8 1/2 turnouts not provided with curved switches and initiate action to
amend the station working rules of such station provided the conditions stipulated above are complies with.
Your attention is also invited to CSTE/GRC’s letter [Link]/8/15/Accdt./0/459 dt. 15.1.1983 and
enclosures sent therewith.

You are also requested to link this office letter of even number dt.24.1.83 and to expedite the reply
thereto so that CE may undetake the job of replacement of 1 in 8 1/2 turnouts which are frequently
negotiated by passenger train.

Sd/- Sd/-
C . S. T. E. Chief Traffic [Link].
Copy of Sri R. Krishnaswamy, [Link](S&T) I. [Link], New Delhi’s Lr.

No.72/W3/SG/CS/1 dt. 23.12.1980.

forwarded to G.M.(S&T) All Indian Rlys. & Copy to GM(S&T)/Con., [Link] and others.

Sub:- Interlocking of spring points.

The Chief Commissioner of Railway Safety, Lucknow, on the report of accident to 849 Up Gaya-
Muklhalsari Passenger train at Jakhim Station of Easterm Railway on 27.3.80 had recommended in para
9.3 of the report, the interlocking of spring points and that the other railways may be directed for
appropriate action, in similar situations.

Board has accepted the recommendations and desires that appropriate action may be taken by
Railways to interlock spring points even at places other than slip and catch sidings.

DA: NIL

South Eastern Railway

No.S&T/C/Sig/POL/559 GRC, Dt: 4-2-1981.

Copy forwarded to DSTE(W)/KGP/TATA & BSP: DSTE(Dev)/WAT DSTE(Dev)WAT at KUR

cell, DSTE(MW-M)/GRC & KGP for information and guidance.
 Government of India
Ministry of Railways
( Railway Board).

POLICY CIRCULAR NO.13 No.72/W3/SG/CS/1New Delhi, dt. 31-7-1980

The G. M.(S&T)/All Indian Rlys.

Sub:- Slip Siding Points.

Ref:- Railway Board’s letter Nos.(i) 53/W/216/21 dt. 5.8.55.
(ii) 57/W3/SG/85 dt, 30.5.63(iii) 66/W3/SG/G/17 dt.6.7.66
(iv) 66/W3/SG/G/17 dt.8.5.67 (v) 68/W3/SG/M/4 dt.15.10.68
(vi) 68/W3/SG/M/4 dt. 16-10-68.
The safety features to be provided at Slip Sidings based on the various Board’s letters issued
above have been considered and it has been decided that in supercession of all letters issued on the subject
the following facilities would be provided at such Slip Sidings:
(i) Slip Siding Points need not be fitted with spring loaded Mechanism provided suitable
interlocking is provided between the points and the Block instruments along with bell warning
arrangements and sufficient safeguards are incorporated in the Station Working Rules as given below.
(ii) Interlocking at stations on Single Line.
(a) Slip Siding Points shall be operated either from the Cabin or locally and shall also be fitted
with facing point locks etc. The interlocking should be such that the point locks etc, The interlocking
should be such that the point is normally kept set to the siding position and locked. It shall be capable of
being unlocked from this position and set to reverse only when line clear is granted/received and the block
instrument is either at the TGT position or in the TCF position.
(b) In order tore mind the cabin staff and the ASM to set the point back to the normal position and
lock it, a suitable audible indication should be provided for the ASM or the Cabin staff on completion of
the intended movement so that the point can be reset to the proper position immediately thereafter. The
instrument can be normalised only after the points are set for the Slip Siding and the siding key is released
from the points and brought back torelease the instrument. The Slip Siding can therefore be proved by
interlocking arrangements to be set for the siding before the Block instrument can be normalised. The bell
would continue to ring till the points are reset for the Slip Sidings.
(iii) Interlocking at station on Double Line.
(a) On Double Line Sections there will be two Slip Sidings, the trailing one protected by the Home
Signal and the facing one protected by the Starter Signal(both to be on the same side of the Station). In this
case, the Slip Siding should be operated and locked either from the cabin or locally and shall be fitted with
facing point locks. The interlocking shall be such that the point is normally kept set to the siding position
and locked. Points can be set towards the Block Section only when the Block Instrument is set to line clear.

(b) Arrangement as in para (ii) (B) above to be provided.

(iv) In all the cases, where the Slip Sidings falls within the Signal overlap beyond the starter (i.e.
for lowring the Home Signal at the other end of the station) special dispensation may be obtained, if
necessary, to allow the Slip Siding Points to remain set and locked towards the Slip Siding before the Home
Signal is taken ‘OFF’ or the slot is given, for the Home Signal. This would require the decision, to stop at
the station or to run through, to be taken, before the Home Signal is taken ‘OFF’ and not later.

(v) An Emergency Key or the Slip Sidings should be kept in a sealed box under the custody of the
Station Master. This is to be used for operating the Slip Siding Points when either the Token/Block
Instrument have failed and in the following cases.

(a) When a train has come a halt on the spring points, if used, while moving in the
trailing direction.
 (b) When the train is still in the Block section and a train is required to be despatched to the
Blocke section.

(vi) Further in all cases where interlocking arrangements stipulated above are provided, between
the Slip Siding points when either the Token/Block Instrument have failed and in the following cases.

(a) When a train has come to a halt on the spring points, if used, while moving
in the trailing direction.
(b) When the train is still in the Block section and a train is required to be
despatched to the Block section.

(vi) Further in all cases where interlocking arrangements stipulated above are provided, between
the Slip Siding and the Block Instrument, the following safeguards should , inter-alia be provided in the
Station Working Rules:

(a) Shunting on non-isolated lines must cease before the slip siding point is set for the main line
during Reception of a train.

(b) Points must remain set for the Slip Siding until Home Signal has to be lowered.

(c) Before normalising the block instrument. ASM/Cabin-man must verify the
complete arrival of the train, irrespective of the fact whether he is getting
audible warning, which can arise due to reception of a complete train or part
thereof.
The receipt of this letter may please be acknowledged.

Sd/- ( R. Krishnaswamy )
Joint Director(S&T)-I
Railway Board.
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
RAILWAY BOARD.

No.57/W3/SG/85, New Delhi, dt. 6-3-1969.

The G.M.s/All Indian Railways.

Reg:- 33rd meeting of Sig. & [Link] Committee-Item 560

interlocking or catch sidings..

Vide Bd’s letter of even [Link]. 28.11.60, it was advised that in respect of item(b) of the above
recommendation, the [Link] been decided as under:-
“Item (b) stopping of the train at the first stop signal.
It is not necessary to stop the trains at the first stop signal, before the points leading to the catch
siding are set for the main line, when the line on which the train is to be received is clear and line clear has
been obtained for the Block Section ahead and the train is to be received on the main line.
In all other conditions, a train must first be brought to a stop at the first stop signal before the catch
siding points are set for the main line and the reception signals lowered”.
2. The matter has now been reconsidered and the [Link] decided that the instructions already issued
in respect of item (b), as indicated above, may be substituted by the following:-
“ Item (b) - Stopping of train at the First Stop Signal.
It is not necessary to stop the trains at the First Stop Signal if the following conditions are
satisfied .
I) The line on which the train is to be received is clear and the train is to be received on the main
line.
(ii) The points leading to the catch siding as well as all the points required for a run-through train
are set for the main line *immediately after”(correction letter from Bd, at file No.4/552) granting line clear
to the Block station in rear.
(iii) Line clear has been obtained for block section ahead.
(iv) The gradients in the block section ahead are such that the train can brought under control
easily.
v) Warner signals in the lower quadrant signalling territory are not taken ‘OFF’ and distant signals
in MAUQ Signalling territory are maintained in ON aspect.

Sd/- J. N. Sikka
[Link] , Signals.
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 68/W3/SG/H/4, New Delhi, dt.16. Oct. 1968

24 Asvina, 1890

The General Managers,

All Indian Railways

Sub: Elimination of spring points at slip,and catch sidings.

Ref: Board’s letter No.66/W3/SG/G/17 dt. 24.7.1967.

The question whether the spring points at slip and catch siding points could be replaced by
ordinary points and some interlocking provided to ensure safety,had been under consideration of the Board
for some time.

This matter was also discussed in 22nd Signal Standards Committee Meeting 1968,vide item
No.740,which made the following recommendations:-
I) Spring points need not be provided as an obligatory measure at catch and slip sidings
provided suitable interlocking is provided between the points and the block instruments along with the bell
warning arrangements and sufficient safeguards are incorporated in the station working Rules.
ii) The design of Escapment Mechanism to [Link]/S. 2150 need not be standardised.
3. The above recommendations have been approved by the Board.
4. The interlocking envisaged in para (2) (I) above should be such that the key required to set the
siding points is released from the instruments in the TGT/TCF position and once the key is removed from
the block instrument, the instrument gets locked in the relevant position. The instrument can be normalised
only after the points are set for the slip siding/catch siding and the TCT/TCF key is released from the points
and brought back to release the instrument. The slip siding or the catch siding can,therefore,be proved by
interlocking arrangements to be set for the siding before the block instrument can be normalised.
A warning bell may also be provided at the place of operation of points as an aid to the
operating staff, indicating that the train has been fully received or fully despatched and that the points
should now be re-set for the catch siding/slip siding. This bell would continue to ring till the points are re-
set for the catch siding/slip siding.

5. Further, in all cases where interlocking arrangements stipulated above, are provided between the
slip/catch siding and the block instrument, the following safeguards should also, inter-alia, be provided in
the Station Working Rules.

I) Shunting on non-isolated lines must cease once line clear has been given.
ii) Points must remain set for the slip siding until Home Signal has to be lowered.
6. This supersedes the instructions regarding provision of spring loading of points,conveyed vide
Board’s letter No.57/W3,SG/85 dt.30.5.63.
7. The receipt of this letter may please be acknowledged.

* Instructions modified vide Bd’s

letter No.72/W3/SG/CS/1 dt.31.7.80.

SD/-
( [Link] )
[Link] Signals,
Railway Board.
 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

Rules for opening of Railway of a Railway or a section of a Railway for the

public carriage of passengers 1933 reprinted in 1957. Addendum &
Corrigendum Slip No.22

Substitute the following against the existing foot Note Item 44 of form IX “List of questions and
Answers” on page 87.

At any station situated on or in the immeidate neighbourhood of annincline steeper then I in 80

falling towards the station, or, 1 in 100 falling away from the station, a catch siding in the former case,and a
slip siding in the latter case should be provided,if necessary in a suitable position.

The take off points to a catch siding or a slip siding should normally be set and locked for the
siding except where required to be trailed through.

Add following additional foot note below the above foot note on page 87.
For the purpose of the foot notes marked + and C
+ J J
the definition of a station yard as given in item 2 of Chapter-II of Schedule of Dimensions shall apply.
By Order

( N. K. Mehra )
Director,Civil Enginering,
Railway Board.

New Delhi,
Case No.65/WDO/ORLL/2
dt: 9.10.1968.

No: 12/22/6926 GRC, dt.24.10.68.

Copy forwarded to all ISTEs(Maintenance,[Link] Construction)for information and necessary
action.

Sd/-
for Chief Sig. & [Link].
Copy of Board’s letter

No.57/W3/SG/85 dt. 28.11.60

addressed to [Link].,All Indian Rlys./Director General,RDSO,Simla/Principal,IRSSET/SC/Chief

[Link] of [Link].

Reg: 33rd Meeting of the Signal & Interlocking Standards Committee-

Item No.560 - Interlocking of catch sidings.

The interlocking of catch sidings was discussed in the 33rd meeting of the signalling and
interlocking standards committee vide item No.560. In the minutes of this meeting(extract enclosed),it was
stated against this item that the Board’s orders will follow.

As regards item (a) of the resolution, the provision of catch sidings is covered by the foot note
under para-44 of Chapter IX of the Rules for opening of a Railway. This is, however, being further
examined and changes, if any would be advised.

3. As regards items(b) & (c) of the resolution, it has been decided as under:-

Item Stopping of the train at the first Stop Signal

(b) It is not to necessary to stop the trains at the First Stop Signal before the points leading to the catch
siding are set for the main line, when the line on which the train is to be received is clear and line clear has
been obtained for the Block Section ahead and the train is to be received on the main line.

In all other conditions, a train must first be brought to a stop at the First Stop Signal before the
catch siding points are set for the main line and the reception signals lowered.

Item Interlocking of catch siding points

(c) (I) Either a minimum of two stop signals should be provided in rear of the catch siding
points, or the First Stop Signal should be at an adequate distance for the same.

(ii) It was considered that prevision of spring loaded points at catch sidings should continue, as
normally there should be no occasion for a train ascending the grade to move back past the catch sidings. It
was, however, considered advisable to provide two sign boards to assist the driver, one at the catch siding
points and the other at an appropriate distance beyond the points, below which there should be no
movement in the backward direction. The legend on the board at the catch siding point should be.

“SPRING LOADED POINTS

NO BACKING
MOTOR TROLLYES BEWARE.”

The legend on the second board shouldl be.

‘SPRING LOADED POINTS BEHIND

NO BACKING FROM HERE’.

(iii) The lever working the catch siding points will in addition be released by a key obtained from the
block instrument in the trail coming from position.

Where the block instrument is not in the cabin, an electric key transmitter should be provided
between the place of block operation and the location from where the catch siding points are operated, to
avoid detensions to trains.
(iv) A sealed release key will also be provided at the block instrument for use in cases of block failure.

(v) Audible warning bells be provided at the points and at the place of block operation which will ring
after the train has passed the points in the case of incoming train until the points are again set for the catch
siding.

D.A. One extract in two pages.

Sd/-
( [Link])
Director,Sig.& Telecom.,
Railway Board.