5. Facing points to be avoided as far as possible, but when they cannot be dispensed with they must be placed as near as practicable to the levers by which they are worked or bolted. The limit of distance from levers working points to be 180 yards in the case of facing points, and 300 yards in the case of trailing points on the main line, or safety points of sidings.
In order to ensure that the points are in their proper position before the signals are lowered, and to prevent the signalman from shifting them while a train is passing over them, all facing points must be fitted with facing-point locks and locking-bars, and with means for detecting any failure in the connections between the signal-cabin and points. The length of the locking-bars to exceed the greatest wheel-base between any two pairs of wheels of the vehicles in use on the line, and the stock rails to be tied to gauge with iron or steel ties. All points, whether facing or trailing, to be worked or bolted by rods, and not by wires, and to be fitted with double connecting-rods.
6. The levers by which points and signals are worked to be interlocked and, as a rule, brought close together, into the position most convenient for the person working them, in a signal-cabin or on a properly constructed stage. The signal-cabin to be commodious, and to be supplied with a clock, and with a separate block instrument for signalling trains on each line of rails. The point-levers and signal-levers to be so placed in the cabin that the signalman when working them shall have the best possible view of the railway, and the cabin itself to be so situated as to enable the signalman to see the arms and the lights of the signals and the working of the points. The back lights of the signal lamps to be made as small as possible, having regard to efficiency, and when the front lights are visible to the signalman in his cabin no back lights to be provided. The fixed lights in the signal-cabin to be screened off, so as not to be mistakable for the signals exhibited to control the running of trains. If, from any unavoidable cause, the arm and light of any signal cannot be seen by the signalman they must, as a rule, be repeated in the cabin.
7. The interlocking to be so arranged that the signalman shall be unable to lower a signal for the approach of a train until after he has set the points in the proper position for it to pass; that it shall not be possible for him to exhibit at the same moment any two signals that can lead to a collision between two trains; and that, after having lowered the signals to allow a train to pass, he shall not be able to move any points connected with, or leading to, the line on which the train is moving. Points also, if possible, to be so interlocked as to avoid the risk of a collision.
Home or starting signals next in advance of trading-points when lowered, to lock such points in either position, unless such locking will unduly interfere with the traffic.
A distant signal must not be capable of being lowered unless the home and starting signals in advance of it have been lowered.