RELAY INTERLOCKING

No: 87/W3/SG/T/1 New Delhi, dtd: 4.4.1989............................................................... 2

No.57/W3/SG/85 dt. 28.11.60 ......................................................................................... 3

No: 88/SIG/G/18 New Delhi, dtd: 02.12.1988.............................................................. 5

No:76/Safety-1/3/23 New Delhi, dt: 16.4.79................................................................... 6

No.66/W3/SG/A/6 New Delhi, Dt.10.2.1982................................................................ 8

No.86/W3/SG/A/6 dt.30.4.79 ........................................................................................ 10

No: 88/SIG/G/18 New Delhi, dtd: 02.12.1988............................................................. 12

No:76/Safety-1/3/23 New Delhi, dt: 16.4.79................................................................ 13

 GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)

No: 87/W3/SG/T/1 New Delhi, dtd: 4.4.1989.

The General Manager,

Railway Electrification,
Allahabad.

Sub: RE modification to Route Relay Interlocking.

Ref: Your letter No.RE/S&T/W/37/RRI dt.13.12.88.

Retention of Drs.Track Relays of M/s.Siemens in 25 KV AC electrified areas is approved as a

temporary in single rail DC track circuits to alength of 450 mts.and the one choke(9113/70) at the feed end.
This is further subject to the following opoints being checked:
(a) Each relay used in 450 mts.long track circuit in the yard should be checked as per the method
given in the sketch attached and only those meeting the requirements should be allowed to beo used.
(b) The track circuit should not be located within 2 Kms.of the feeding post;
(c) Provision of cross bonding to be done at atleast every 100 mts;
(d) Ensuring availability of minimum of two rails cross bonded over the entire length of track
circuits and its extremities;and
(e) The maximum catenary current does not exceed 600 Amps.

Kindly acknowledge.

Sd/-
( V. Sanker )
Director (S&T)I
Railway Board.

1. Copy to: CSTEs,All Indian Railways.

2. Copy to: CSTEs(Const.),All Indian Railways.
3. Copy to: Director General/Standard/RDSO,Lucknow.
4. Copy to: Director,I.R.I.S.E.T.,Secunderabad.
5. Copy to: CSTE(MTP)/Bombay,2nd floor,Churchgate station
Building,Churchgate,Bombay.
6. Copy to: CSTE,Metro Railway,33-A,Jawahar Lal Nehru
Road,Calcutta.
7. Copy to: Dy.CSTE/MTP/Rly.Poonamallee High Road,Madras-8.
8. Copy to: Principal,Railway Staff College,Vadodara.
Copy of Board’s letter

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

addressed to G.Ms., All Indian Rlys./Director General, RDSO, Simla, Principal, IRSSET/SC, Chief Govt.
Inspector of Rlys.Simla.

Reg: 33rd Meeting of the Signal & Interlocking Standards Committee- Item No.560 - Interlocking of
Catch Sidings.

1. 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.
2. 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 should 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
detention 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/-
( L.C.Monindra)
Director, Sig.& Telecom.,
Railway Board.
 GOVERNMENT OF INDIA (BHARAT SARKAR)
MINISTRY OF RAILWAYS(RAIL MANTRALAYA)
(RAILWAY BOARD)

No: 88/SIG/G/18 New Delhi, dtd: 02.12.1988

The General Managers,
All Indian Railways.

Sub: Air Conditioning of Relay Rooms at Route Relay and

Panel Interlocking stations.

Ref: RDSO specification letter No.STS/E/RRI/SPN dt. 16/17.12.1987.

The question of air conditioning of relay rooms at way stations was reviewed in the light of
development of Industrial grade electronic components.

Air conditioning of signal relay room should normally not be done except under exceptional
circumstances. When possible suitable air circulation arrangement can be considered. This will not apply
to sophisticated installations like SSI where the manufacturer has specially specified controlled temperature
condition.

Please acknowledge receipt.

Sd/-
(K.N. Jain)
Executive Director(S&T)(R)
Railway Board.

Copy for information and necessary action to:-

1. The General Managers(S&T)/All Indian Railways.

2. The General Managers(S&T)/Const.,All Indian Railways.
3. The Director,IRISET,Secunderabad.
4. The Director General,RDSO,Lucknow
5. The General Manager,RE,Allahabad.
6. The General lManager,Metro Railway,Metroo Rail Bhavan,
33- A,Chowringhee Road,Calcutta.
 GOVERNMENT OF INDIA(BHARAT SARKAR)
MINISTRY OF RAILWAYS(RAIL MANTRALAYA)
(RAILWAY BOARD)

No:76/Safety-1/3/23 New Delhi, dt: 16.4.79.

The General Managers *

All Indian Railways. * In triplicate.

Sub: Panel Interlocking.

1. In accordance with the present policy of the Railway Board,a system of centralised operation of
points and signals from Station Master’s Office(Panel Interlocking)is provided at stations at the time of
replacement of the existing signalling equipment,at stations on new lines,at stations where works which
involve re-building of existing cabins as a result of remodelling etc.are undertaken,at new crossing
stations,block stations and at wayside stations falling on MG routes being converted to BG.

2. The system of Panel Interlocking in vogue at present on most of the Railways does not cater,by
and large,for the provision of track circuiting of the reception lines between Fouling marks and the track
circuiting of the portion between Fouling marks and Block section Limits.

3. The matter has been examined in detail in the Board’s Office and it has been decided that :

3.1 All fresh proposals for the provision of centralised operation of points and signals should cater for
the complete Track circuiting of the station section either by provision of conventional track circuiting or
by provision of Axle counters.

3.2 As far as stations already commissioned without provision of facilities mentioned in para 3.1
above are covered Railway should take up the provision of these facilities on top priority on out of turn
basis so that all the stations are provided with the aids early. While programming such priority inter-se
should be given to these stations where there is heavy shunting or visibility of track is obstructed due to
curvature etc.

3.3.1.1. At stations where the work has been sanctioned but the work has not yet been commissioned,the
reception lines and the portion between Fouling marks and the block section limit must be track circuited.

3.3.1.2 In urgent cases where a railway may have to commission a station without these facilities,either
partly or wholly, Board’s permission may be sought giving the detailed reasons for the Railways’s inability
to comply with this stipulation and indicating the time by which the stipulation will get complied.

3.3.2 To enable the railways to commission in 1979-80 the works already sanctioned,along with the
facilities mentioned in para 3.1 above,matching track circuiting works may be taken up by General
Managers out of turn under their own powers. Where the cost of osuch facilities is beyond taken up as out-
of-turn works,the Railways may come up to the Railway Board for sanction of osuch out-of-turn works.
The number of such out-of-turn works should be strictly confined to the number of stations that will be
positively commissioned during the financial year. For those stations at which the sanctioned work has to
be executed in 1980-81. The works would be charged to ACF(B).

4.1 Till such time these aids are provided at such stations vide para 3.2 the station working rules of the
stations already provided with panel interlocking without these facilities detailed in para 3.1 may be so
framed as to enable the Operating staff to discharge faithfully and efficiently the dutiesin repsectof
observance of Grs 36 and 38 and the relevant subsidiary rules,besides particular with regard to ascertaining:
 a) clearance of such lines,the view of which may be obstructed either due to a train standing
in between or other structures;
b) setting and clearance of points while conducting shunting at the station;and
c) setting and locking of points in cases of failures of points and signals.

4.2 Specific instructions shall be provided in the Station Working Rules regarding the method of
ensuring complete arrival of trains,separately for run through train and separately for stopping trains.

4.3 At such stations where panel interlocking has been provided without the facilities mentioned in
para 3.1 above adequate transportation staff should be provided/retained where warranted,temporarily,so
that the specific provisions in the Station Working rules vide para 4.1 and 4.2 above would be complied
with till such time the facilities as proposed are provided.

DA: Nil.

* Further clarifications
furnished vide Bd’s letter
No.79/W3/SG/P1/1 dt.30.6.82.

Sd/-
( K.Subrahmanyan)
Addl.Director(Signals)
Railway Board.
 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) S.Rly’s Lr.No.SG/192/P Vol.3 dt.26.8.81
ii) N.E.Rly’s Lr.No.N/225/O(G) Pt.VII 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 signalled 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 necesitates 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 receprocal 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
Jt.Director(S&T)/III.

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

Copy forwarded for information to CSTE(Con)/S.E.Rly. & Others.

Copy of Sri R.Krishnaswamy, Dy.Director(Sig.)/Rly.Board’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 alloted 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 signalled 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 signalled 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 signalled movement can be made if the Crank handle is restored to its normal
lock and the signal comes ‘OFF’ after being taken off. No cotterbolting and padlocking
is required in such a case. If the signal does not come ‘OFF’ after the signal lever/button
is lowered/pressed, cottorbolting 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 incharge of taking the signal ’OFF’ shall not
take the signal ‘OFF’ and authorise 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 incharge 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
Insotructions modified
Vide Board’s letter No.66/W3/SG/A/
6 dt.10.2.82.
 GOVERNMENT OF INDIA (BHARAT SARKAR)
MINISTRY OF RAILWAYS(RAIL MANTRALAYA)
(RAILWAY BOARD)

No: 88/SIG/G/18 New Delhi, dtd: 02.12.1988

The General Managers,
All Indian Railways.

Sub: Air Conditioning of Relay Rooms at Route Relay and

Panel Interlocking stations.

Ref: RDSO specification letter No.STS/E/RRI/SPN dt. 16/17.12.1987.

The question of air conditioning of relay rooms at way stations was reviewed in the light of
development of Industrial grade electronic components.

Air conditioning of signal relay room should normally not be done except under exceptional
circumstances. When possible suitable air circulation arrangement can be considered. This will not apply
to sophisticated installations like SSI where the manufacturer has specially specified controlled temperature
condition.

Please acknowledge receipt.

Sd/-
(K.N. Jain)
Executive Director(S&T)(R)
Railwat Board.

Copy for information and necessary action to:-

1. The General Managers(S&T)/All Indian Railways.

2. The General Managers(S&T)/Const.,All Indian Railways.
3. The Director,IRISET,Secunderabad.
4. The Director General,RDSO,Lucknow
5. The General Manager,RE,Allahabad.
6. The General lManager,Metro Railway,Metroo Rail Bhavan,
33- A,Chowringhee Road,Calcutta.
 GOVERNMENT OF INDIA(BHARAT SARKAR)
MINISTRY OF RAILWAYS(RAIL MANTRALAYA)
(RAILWAY BOARD)

No:76/Safety-1/3/23 New Delhi, dt: 16.4.79.

The General Managers *

All Indian Railways. * In triplicate.

Sub: Panel Interlocking.

1. In accordance with the present policy of the Railway Board,a system of centralised operation of
points and signals from Station Master’s Office(Panel Interlocking)is provided at stations at the time of
replacement of the existing signalling equipment,at stations on new lines,at stations where works which
involve re-building of existing cabins as a result of remodelling etc.are undertaken,at new crossing
stations,block stations and at wayside stations falling on MG routes being converted to BG.

2. The system of Panel Interlocking in vogue at present on most of the Railways does not cater,by
and large,for the provision of track circuiting of the reception lines between Fouling marks and the track
circuiting of the portion between Fouling marks and Block section Limits.

3. The matter has been examined in detail in the Board’s Office and it has been decided that:

3.1 All fresh proposals for the provision of centralised operation of points and signals should cater for
the complete Track circuiting of the station section either by provision of conventional track circuiting or
by provision of Axle counters.

3.2 As far as stations already commissioned without provision of facilities mentioned in para 3.1
above are covered Railway should take up the provision of these facilities on top priority on out of turn
basis so that all the stations are provided with the aids early. While programming such priority inter-se
should be given to these stations where there is heavy shunting or visibility of track is obstructed due to
curvature etc.

3.3.1.1. At stations where the work has been sanctioned but the work has not yet been commissioned,the
reception lines and the portion between Fouling marks and the block section limit must be track circuited.

3.3.1.2 In urgent cases where a railway may have to commission a station without these facilities,either
partly or wholly, Board’s permission may be sought giving the detailed reasons for the Railways’s inability
to comply with this stipulation and indicating the time by which the stipulation will get complied.

3.3.2 To enable the railways to commission in 1979-80 the works already sanctioned,along with the
facilities mentioned in para 3.1 above,matching track circuiting works may be taken up by General
Managers out of turn under their own powers. Where the cost of osuch facilities is beyond taken up as out-
of-turn works,the Railways may come up to the Railway Board for sanction of osuch out-of-turn works.
The number of such out-of-turn works should be strictly confined to the number of stations that will be
positively commissioned during the financial year. For those stations at which the sanctioned work has to
be executed in 1980-81. The works would be charged to ACF(B).

4.1 Till such time these aids are provided at such stations vide para 3.2 the station working rules of the
stations already provided with panel interlocking without these facilities detailed in para 3.1 may be so
framed as to enable the Operating staff to discharge faithfully and efficiently the dutiesin repsectof
observance of Grs 36 and 38 and the relevant subsidiary rules,besides particular with regard to ascertaining:
 a) clearance of such lines,the view of which may be obstructed either due to a train standing
in between or other structures;
b) setting and clearance of points while conducting shunting at the station;and
c) setting and locking of points in cases of failures of points and signals.

4.2 Specific instructions shall be provided in the Station Working Rules regarding the method of
ensuring complete arrival of trains,separately for run through train and separately for stopping trains.

4.3 At such stations where panel interlocking has been provided without the facilities mentioned in
para 3.1 above adequate transportation staff should be provided/retained where warranted,temporarily,so
that the specific provisions in the Station Working rules vide para 4.1 and 4.2 above would be complied
with till such time the facilities as proposed are provided.

DA: Nil.

* Further clarifications
furnished vide Bd’s letter
No.79/W3/SG/P1/1 dt.30.6.82.

Sd/-
( K.Subrahmanyan)
Addl.Director(Signals)
Railway Board.