NORTH WESTERN RAILWAY Headquarter Office Jaipur No. NWR/HQ/Safety/5/39 Date: 22.11.2010 DRMs-AlJ, BKN, JP, JU. + Sr.DSOs- All, BKN, JP. DSO- JU. Sub: Placement of Fouling Mark. ‘A committee comprising of CTPM, CSE & CTE/TMC was formed to submit assessment including CSR, on the basis of extract instructions and by way of site visits. The committee’s report was put up to GM. GM has accepted.the recommendations of the committee. A copy of the report is sent herewith for your information and compliance of GM's following directives- * All DRMs may be asked to check compliance with the parameters crystalised in the Joint Report and submit a report advising details of stations with variation, as also an action plan for correcting the aberrations found in the field.” Please ensure compliance and submit report. Encl: As above. 4 Chief Safety Officer leNOTE In tvference to above, the Committee met on 11.11.10 & 1211.10 to deliberate i the issue of Placement of Fouling Mark and Measurement of Clear Standing Noun (CBR). Various codes & Board's references on the subject were extracted as well ws opinion of concerned HODs sought and field visit undertaken (Gandhi Naor station), The joint report of CTE/TMC, CTPM & CSE on the same is enclosed twrewith for further necessary action please. (No: 5G/2059/1/Vol-IV date 12.11.2010) ot - inite Tu hte, (8.8. bhamu) CSENWR 803a, Report of Committes on Fouling Mark {Ref:- CSO/NWR's Note No. NWR/HOsSafety/5/39 Dated 4.11.2010) Terms of Reference: a) Placement of Fouling Mark, Track Circult Termination and Starter Signal b) Measurement of CSR. Methodology followed: ‘The Committee met on 11.11.10 & 12.11.10 to deliberate on the issue of Placement of Fouling Mark and Measurement of Clear Standing Room (CSR). Various codes & Board’s references on the subject were extracted as well as opinion of concemed HODs sought and field visits undertaken (Gandhi Nagar station). Definition of various Terms and Other Requirements: Fouling Mark: (a) As defined in TR P.Way Manual -Para 236 (2): ‘These should be fixal at the point at which the spacing between the tracks, begin to reduce to less than the minimum as laid doaon in the schedule of dimensions. (b) As defined in GR & SR: “Fouling Mark" means the mark at which the infringement of fixed Standard Dimensions occurs, where two lines cross or join one another. Both the above definitions basically mean that Fouling Mark should bbe placed at a location where centre to centre of track structures reduces from the prescribed minimum distance between the tracks ie. less than 4265 mm. in case of existing works and 5300mm for new works and alteration to existing works (Refer SOD for BG track-Chapter l-Item-1 therein). Placement of track circuit termination (IBJ/Glued Joint): Para 17.11 of Signal Engineering Manual ~ Part-II stipulates as fotiows= For track circuited points or lines in @ station, track circuit termination shall be provided sufficiently before the-Fouling Mark so as to avoid infringement to the standard dimension by any portion of the vehicle. The distance between track circuit termination and Fouling Mark shall not be tess than 3.0 metres.” ‘Track circnit termination vis - a-vis Fouling Mark: Board's letter No. 79/W3/SG/FR dated 13:3.79 (Annexue-I) on the subject is extracted below:- . “Azising out of collision of 332 down Passenger with down Tughlakabad Goods Train at Meerut Cantt station of Northem Railway on 255.77, the ‘Commissioner Railway Safety had recommended as under ‘Por Track circuited lines or points it is necessary to provide indication boards at site opposite the point which a train should dear. This would enable the guard of the train to ensure that his train has cleared the ‘Track circuit. Definition of “Fouling Mark” as per general rules is only linked with the infringement of the fixed standard dimension but this will not ensure any clearance of required Track Circuit which will interfere with the setting of route for reception of trains on other lines. Altematively, fouling Mark should be fixed in such a position so as to ensure clearance of the track circuits and definition of fouling Mark modified suitable. “The Ministry of Railways have considered the recommendation of the CRS and have decided that track circuit termination should be provided at the same place as a fouling Mark feasible. If t requires unnecessary cutting of rails to provide for insulation joints the fouling Mark on the ground may be suitably shifted, so that not only the infringement of fixed dimension are avoided but also the same coincides with the Track Circuit termination.”Mua Flacement of Starter vis-o-vis ‘Track Circuit Termination : garter signal is plod 13 myetres: ahead of the Track Circlt rermination (between berthing tack cirult and coneemed point Wack vey 2 that Leo Plt driving on long hood, does nat serve the gal flying back to danger. railway Board vide DO. letter No, 2005/PL/H45 dated 0805208 tannenure ff have cle about the CSR as under, The eave of CSRs aloo been discussed at length in COM Northern Railways DO. letter No. BE “TAIS/TGP/OfPolicy dated Jan 29, 2009 Annexure-I)addressad 10 DEMS = (@ For Single Line: ‘Starter to Starter (8) For double line :- (For man ne and retinal ops ~ fom arte to Fouling Mask (&) For common loop : from starter to starter DISCUSSION :- -the placement of Fouling Mark and Tack Cireat Termination hve been defined unambiguously in the codes as extracted above. The plocement of tock creit joint eeially ensures clearence f eerie eat Termination asoumes significance. tis with ths objective Ht abcay Board vide letter extracted in the tem No, 92 above, he recommended that Fouling mark on the ground may be suitably shifted 9951 52 that not only the infringements of fixed standard dimension are avoided but also the same coincides with the track circutt termination. Now Glued Joints are being used as track circuit termination whose length is 65 mrs. The Track Circuit Termination before the starter Le betwreen the point and the starter, starts from the SR) (Stock Rail Joint) and the point of insulation is exactly in the middle (of the 65 mtrs long glued joint) Le. 3.25 metres from the SRJ. Normally as per the definition of fouling mark, it would have been faxed at the SRJ. However, to align it with Track Circuit Termination (ineulation), i may be shifted and placed at 325 mirs from SRJ. This wool alan provide extra margin to the Guard in clearance of the Track Circlt RECOMMENDATIONS: Fouling Mark should be placed at 325 metres from SRJ coinciding with the Track Circuit Termination. “The Starter Signal should be placed 13 metres in rear of the Trock Circult ‘Termination. “The sketches indicating the placement of Fouling Mark, Track Circuit ‘termination and Starters for various layouts are enclosed. These 2ls0 indicate available CSR for each case. a “a> uf 13 f i fre, ashe «8.8. Bhasho) (WV. Jitu) CSE TEM CSOe giey ase Ning, sicictd restectad to a maximum of 75 mm, at a time and tha gravie for uassous « i 25mm. ina raillengtin of 13M, As epposed to ifling. iSuering shoud be carried cutin fon of the falling grace. (3) Work of lifting or lowering sf track should be carried out in the presence of Permansrt Way Inspector. 235. 0 “Tracks adjecent 9 platforms should be provided. wath ‘distance pieces’ made of unserviceable timber frxed at intervals of about 30 M. one end of each such piece butting against the near sail and the other against the face of the platform wail or any other suitable arrangement to obviate the possibility of infeingement of the hertzontal distance from centre of track to face of platform coping. 235. Fouling Marks - (1} Fouling marks snouid be cistinety visibie and difficult to remove (2) These should be fixed at the point at which the spacing between tne tracks, begin 10 reduce te Jess than the minimum as laid down in the schedule: ‘of dimensions. (3) The fouling marks should consist of a stone tnement concrete bicck about 1800 mm. in fength, 250 mm. wide and 125 mm. thick, with the top edge face white-washed or of unser ‘support & painted white. These shoutd be iaid lever with the top line of the ballast section. The number of wagons which can be accommodated in a siding oF a loop should be ‘marked on each fouling mark. 237. Inspection and Maintenance of Points and Crossings - (1) Maintenance - General- (@)Points and crossings shouid be laid without the 1 in 20 cant, Ww Crossings are ozing maintained within a specific at2a such as mershalling yarcs large tay-ou's of sidings, termina! stations ete, regular oycie of mainienance covering ail Points and Crossings snowid be organised ie, Geas should De} ts permit efficient drainage and adequate decth of baijast cushion shou'd be promos ugh to} (a) @ THE MAINTENANCE OF PERMANENT WAY Corest St ensured according to the standard lay out Gravis : ‘Thare should be no juncticn fish plates et lock rail joins or at the nes i crvssitnys ‘Atleast one raion either side of the Points and Grossings should have the same secton as tne Points and Crossings assembly rail section use of sponta washers places in a Points and Crossings assembly ig very important. A spherical washer is used to obtain flush fit of the head of the.nut ‘of the bolt with the web of the ail, in the switch and crossing assembly. The use of spherical washer is necessary where the ‘shank of the boltis not at right angles te the axis of the rail. Spherical washers are used on skew side, In LR.S. turnouts with straight switches, these should be provided on the eft hand side invariably in the switch assomtly. The gauge and cross ievel measurements shall be done at the nominated stations as indicated In the proforma. The track gecmetry atthe tumout should not be infeor jo that appiicacie to the rouie. However, gauge just ahead of actual tos of switch shall be as follows: ANG tumouts of 1:12 8G 60 ko with 10125 mm O.A. curved switches (on wooden, sleeior PSC sizepers), 1:12 BG 52 Kg wih 10125 mm O.R. curved switches on PSC sleepers and all thick web switches (52 kg! 60 kg) on wooden/PSC sleepers te. all turnouts with switches having switch entry angie < 020'00" = Nominal gauge. Al other turnouts exciuding those {id above Le. turnouts with switches having switch entry angie > (90°20'00"=Nominal gauge + 6mm The clearance. at the toe, hee! of switon, at must be maintained appespene jalactive especiatiy uadar the graaging ard the Packing(19 ay (12) as) ay as) a6) an (18) as) ay @ @) s8 PRELIMINARY “Block Section” means that portion of the running line between two block Stations on to which no ruauind traln muy enter until Line Clear has been ‘received from the block station atthe other end of the block section; “Centralised Traffic Control” means a tystem hy which the working of the trains over a ‘route, to which the system apples, is governed by fixed signals remotely controled from a designated place; “Centralised Traffic Control Operator” means the persia on duty who may for the time ‘being be responsible for the working of tralns on the Centralised Traffic Control; “Commissioner of Railway Safety” means 2 Commissioner of Rallway Safety ‘appointed to exercise any functions under the Act, and includes Chief Commissioner of Raliway Safety; ‘Competent Railway Servant” means a railway servant duly qualified to undertake and Perform the duties entrusted to him; . “Connections” when used with reference to running line, means the polnts and crossings or other appliances used fo connect such ine with other lines orto cross i “Controller” means a railway servant om duty who may for the tue being be respoosible {for regulating the working of traffic on a section of a railway provided with the system of ‘speech commanication; “Day” means from sunrise to sunset; “Direction of Traffic” means- (@) om.adouble ine, the direction for which the line I signalled; (©) on a single line, the direction for the time being established, under the system of ‘Working, to allow trains to move in that direction; “Driver” means the engine driver or any other competent railway servant forthe time ‘being fa charge of driving a train; “Electrical Communication Instrument” nieans either a telephone or a Morse telegraph instrument; “Facing und Tralting Points”: points are facing or trailing in accordance withthe direction ‘train or vehicle moves over them. Points ar¢ said to be facing points when by thelr ‘operation a train approaching them can be directly diverted from the line upon which tis running; “Foxed Signay” means sigral of fced location xticating a condition affecting the movement Feed cades semaphore armor dla or fed ght forse by day and se ight for use by night; “Fouling Mark" means the mark at which the infringement of fixed Standard Dimensions occurs, where two lines crass or join one anothersCHAPTER Il- STATION YARDS: (See Diagram No. 2) Note : (2) The expressions “in station” and “oul of station” are to be inte Sefinition of “station limits” given in Chapter I, Part ofthe station limits” means the portion ofa rilway which iy situated between the outermost signals of the station, preted in accordance with the ‘Genotal Rules for open lines, viz ‘under the control ofa station master and is 4 a, (2) For running EMU and other 3660mm Stock clearances aaae ~ track and ata minimum height of 4610mm above rai! level. el 1. ‘Minimum distance centre to centre of tracks: (i) For existing works 4265mm Gi) For new works or alterations to existing works 5300mm (a) See Appendix for extra clearance required on curves. For: Spacing of $300mm, extra clearance upto 5 degree has been accounted for. Extra clearance for curves more than $ degree are to be calculated and accounted for. (0) New/Additional works cover laying of @ new line. Extension of existing line for replacement of Points & crossings will not be treated as new work, Maximum gradient in station yards unless special safety devices are adopted and/or special rules enforced (0 prevent accidents in accordance with approved special instrustions, 4 Foresisting works in 400 Gi) For new works Vin 1200 fa) Thmay not be possible to Provide yard gradients of tin 1200 while executing works in connection with gauge conversi oublings and new crossing station ec. Railways should. however, make effor 0 provide grades as at as possible in the station yards but not steeper thaw Tn aoe In Fats of aradiem steeper than 1 in 400 are required to be provided inexceptional eases corrtonse ton for the same should be obtained from Railway Board. aaa (1 For the purpose ofthe above re. station yard will be taken fo extend r- FB | (0 Onsingle line 1 distance of 50 metres beyond outermost points at either end of the stationSection (fed over) arrangement of Track Circuits f here cut section track circuits ave installed, the: track relays concemed, when de-energized, stall pen the track feed and shunt the track elrcure Fated Rail Joints fen end-post projects above the railtable atthe rail ends. it shall be trimmed and brought to bhelevet of the rail table Specialy when inserted between the worn-out rails, before. first wheel 2Fatrain passes over it a .ye 12001 1010.47 SR DSTEP : . ‘b1412205105. pa : GE : (Copy of Sei R Krisheaswarny, Dy Director Sigeals)Rly Board, New Delhi's lover No.7MWUSGIT2 0.13.3.79 uxwarded 19 G Ma/AN Indiza Railways, copy to GM(SETYCén SE Rly, and Mer Sux Shifting of fouling Ma to suit Track cies termination Asising ot of collision of 332 down Passeager with doun Tughlakabad Goods ‘Train st Mecrut Cant station of Norther railway on 25.5.7 the Commissioner Railway ‘Safety had recommended as under. “For Track carota lines or points it ia woessary to provide indication bomds a ste opposite Me point wach tain shod cher. ‘This would enable the guard of th tenia to covers tat his train has Cleared the Track Circuit, Definition of ‘Fosting Mak’ as pex General rules is onty baked wiih the {ndfingacol of tw fined esndard cmenmon bu thi wil ot ease a clearance of required Track Cixi! (Thich orl serfs ori the evtng of route Sor reception af wai’ x other Hines. Altemativhy,F should be fixed to such» pontion so a4 lo unsure clearnce of the eck Circuits and definition fouling Mark spoifed male. — Oo = _— 2 The Mimsary of Railways lave considered the recommendation of the CLS. and have decided ‘Heat track Circa temintion shoul be provided atthe same place a «fouling Mack femsibhe. Wit ropines ‘unnecessary clting of rails to provide fc ialation joins te fouting Mark. 20 the ground ray be stably _Sifled, 99 at wo oly te intangment of fxd standard dancasion ae avoided bit alo the same Goories ‘wih he Track Creat teeiaabons. 3. Reosipt of the letter may be acknowledged Dan ‘No: 418191C00/276! GRC, 2.5.79 Cope formant to DSTEQWYKGRTATA & RSPDSTERROKGPDSTHDEY) WAT sd DSTE@DEVJWAT s KUR Ce8, DSTESMW-WYGRC 2 KGP and Dy CSTECMIUREYWAT for {information and aden. (Copy to ARLBSI a HA QEAIGRE foe informtiva, so. Foc chief signal & Telecom inpincatCow, $8 s7EhSTa Rete t19601 COVERT 08 aie. aa LAThapar, — * € Addl: Member Teattic D.O.No.2005/PL/14/5' New Delhi, dated 05.05.2005 My dear Mista, This is in reference te yaur D.O.No: COM/PI9/Policy/ dated 15.03.06 Clartication with régard to Your uery's 9s under : Clear Standing Length (CSL) refers to the distance between the foot of the signal to the Foulig Mark in thé rear bn: the same line in case of Main Line and Directional.t.oop ‘hes at station yards..In gase of Common Loop al the stations, CSL shall be Ue distance ‘between tie Iwo starter Signals of the opposite direction on the’same line The CSL. in each case should not be less than 685 meters. In all olfier cases, where train operation requires 3 or 4 multiple loco on_- account of steep gradient, the-CSR, shal be 715 meters and’ 732 mel ers fespecively as “er the -existing instiuctions circulated vide D.O.No. 92M2UIGCISN3 val HPL gated 308.95, With regards, Shri P.CMishva,, Chief Operations Manager, East Coast Railway, Chadrasekharpur, Shabaneswar— 73.Awsep- — CE pee ym utter was or tea. tra om “3 Farsi 110001 CHIEF OPERATIONS MANAGER NORTHERN RANWaY Subso. Clear Standing Leagth{CSL) on ciinaing lines: In a recent case of side colli ht that although CSR {Clear Standing Roony)of lin 2 was shown as 69Lmeters in the SWR (which was ad to be the disthice’ fom Fouling Mark to Fouling Mark), the semaphore starter ‘at Janghai. it came to . si ‘pravided af dclocation 37.5 avetery in side the fouling mark as a result of which the available CSI oreduced (rom 691 mesems.ty 653.5 meters. This led to jamming of fouling mark in the rear when a (amy Workad by a diesel locomotive with 43 BCN wagons and a match luck was admiitedsinto this Hue and controlled there for crossing the express train coming from the opposite dirgetisn: _ > The above statiga is sanctioned for panel interlocking and the work is in progress. During inspection. It was also discoveria! thatthe foundation for the colour fight signal has been dug inside the semaphore Signal thereby reducing the CSL further by a few ineters. Since the x@cteh af 47.5 melery ie elenrly, available between semaphore starter Lind fouling mark at Lucknow end-of fine”: 2:at Janghai station, the foundation for Colour light signal should hove been provided as néar the fouling mark as possible so that- CSL could have increased from the existing 653.5 meters to some higher figure. This shows that proper planning was not dane by the S&T department while deciding the ‘ot cokoue Fight signal and the Operating Officers also failed to detect it while ng the signal intertocking plan (SIP). 3. Incidentally> Addl. Member ‘Traffic. Raitway Board vide his D.O. Letter No. 200S/PLIT4/S Ut. 05:05.2005 ( copy’ enclosed) clarified that clear standing, length is the Uistance between the foot of the signal. to, tke-fouling mark in the rear on the same line in Case of nisin Tine anil the directional loop tings at slalion yards. In case of copymon leop at the stations, CSL shall be the distance between two starter signals of the opposite Uirection om the same.line> Although fot migntioned in the Board’s letter, the stipulation {made i ‘of common loop should also apply to stations in single line ‘sections. Y because the running lines in this edse will have starters ot both ends. The CSL in cach axe should not be leg than 6B meer. in all other cases, where train operation requires multiple locos. shall be 715 meters or 732 meters depending upon the aumber of w Tags aie Oe ty ree ator ° ott oor foea 4 The following course of action should be token on privrity = +1 - All SWis should be checked to ascertain whether CSR shown in the SWR is the distance betwesi EM to FM.. Hit be sa. the same needs (0 be corrected in terms of Board's Ieiter cited above: 4.2 bn case of panel imertockin hould tie ensured that the colour light signals are provided at the-min stance inside FM su that CSE does not get reduced While the S&F officers may ensure this while Preparing the SIP. the Operating olficers shall fot sign the SIP-wnless the location has been clearly shown on the lan and pepper site verification has been done. in Board's tefler quoted above Sheiuld be worked out afier undertaking a survey * and the summary sent to CTPM. Proper precatitions will have to be taken in day. to-day mavenient of tcsins across such lines. to ensure safety. Action will also. have 10 be initiated to propose works tor extending the length of all such running , lines. This exercise may be started immediately so that works may be proposed in lime for the-Works Programmié’ 2010-1. . ‘Yours sincerely, DA/ As above. * 22 aK, . (VK. Roy) + Shri Rakesh Saksena: DRMIN Rly JDL I Shei 1.K. Jaggi, DRM/N Ry, UMB- Shri Chahatcy Ram. DRM/N Rly /LKO - ‘Shri Onkar Singh, DRM/N.Rly JMB.» ‘Shri Satish Kumar. DRM/N Rly /FZR Cony to (0) Sr. DOM. N.Rly.DLI EKO. UMB:FZR MB for information and . . action, On rh este caret. CArelt CSTE (3) Secy. to'GM for kind information of G.M :