General Rules

These rules may be called the Indian Railways (Open Lines) General (Third Amendment) Rules, 2024. (Item No.1 of AS-20 dt. 21.02.2025)

They shall come into force from the date of their publication in the Official Gazette.

“Act” means the Railways Act, 1989 (24 of 1989);

“adequate distance” means the distance sufficient to ensure safety;

“approach lighting” means an arrangement in which the lighting of signals is controlled automatically by the approach of a train;

“approved special instructions” means special instructions approved of or prescribed by the Commissioner of Railway Safety;

“authorised officer” means the person who is duly empowered by general or special order of the Railway Administration, either by name or by virtue of his office, to issue instructions or to do any other thing;

“authority to proceed” means the authority given to the Loco Pilot ofa train, under the system of working, to enter the block section with his train;

“axle counter” means an electrical device which, when provided at two given points on the track, proves by counting axles in and counting axles out, whether the section of the track between the said two points is clear or occupied;

“block back” means to despatch a message from a block station intimating to the block station immediately in rear on a double line or to the next block station on either side on a single line, that the block section is obstructed or is to be obstructed;

“block forward” means to despatch a message from a block station on a double line intimating to the block station immediately in advance the fact that the block section in advance is obstructed or is to be obstructed;

“block section” means that portion of the running line between two block stations on to which no running train may enter until Line Clear has been received from the block station at the other end of the block section;

“Centralised Traffic Control” means a system by which the working of trains over a route, to which the system applies, is governed by fixed signals remotely controlled from a designated place;

“Centralised Traffic Control Operator” means the person on duty who may for the time being be responsible for the working of trains on the Centralised Traffic Control;

“Commissioner of Railway Safety” means a Commissioner of Railway Safety appointed to exercise any functions under the Act and includes the Chief Commissioner of Railway 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 a running line, means the points and crossings or other appliances used to connect such line with other lines or to cross it;

“Controller” means a railway servant on duty who may for the time being be responsible for regulating the working of traffic on a section of a railway provided with the system of speech communication;

“day” means from sunrise to sunset;

“direction of traffic” means –

“electrical communication instrument” means a telephone;

“facing and trailing points”: points are facing or trailing in accordance with the direction a train or vehicle moves over them. Points are said to be facing points when by their operation a train approaching them can be directly diverted from the line upon which it is running;

“fixed signal” means a signal of fixed location indicating a condition affecting the movement of a train and includes a semaphore arm or disc or fixed light for use by day and fixed light for use by night;

“fouling mark” means the mark at which the infringement of fixed standard dimensions occurs, where two lines cross or join one another;

“Gangman” means a railway servant employed on permanent way or works connected therewith;

“Gangmate” means the person in charge of a gang of workmen employed on permanent way or works connected therewith;

“Gateman” means a competent railway servant posted at a level crossing for working the gates;

“goods train” means a train (other than a material train) intended solely or mainly for the carriage of animals or goods;

“Guard” means the railway servant in charge of a train and includes a Brakesman or any other railway servant who may for the time being be performing the duties of a Guard;

“Inspector of Way or Works” means any Inspector or Assistant Inspector responsible for the construction or maintenance of permanent way, points and signals, bridges or other works connected therewith; ‘28(A). Indian Railway Automatic Train Protection System (IR-ATP) (Kavach), means a radio communication based control system, provided as an additional aid to Loco Pilots of functional Kavach fitted locomotives, in Kavach territory, the use of which shall in no way infringe or override the provisions (codes and manuals) of regular train operation required to be followed by Loco Pilot’. (Item No.2 of AS-20 Dt : 21.02.2025)

“interlocking” means an arrangement of signals, points and other appliances, operated from a panel or lever frame, so interconnected by mechanical locking or electrical locking or both that their operation must take place in proper sequence to ensure safety;

“Intermediate Block Post” means a class ‘C’ station on a single line or double line or multiple line remotely controlled from the block station in rear;

“Intermediate Block Signalling” means an arrangement of signalling on single line or double line or multiple line in which a long block section is split into two portions each constituting a separate block section by providing an Intermediate Block Post;

“isolation” means an arrangement, secured by the setting of points or other approved means, to protect the line so isolated from the danger of obstruction from other connected line or lines;

“last Stop signal” means the fixed Stop signal of a station controlling the entry of trains into the next block section;

“level crossing” means the intersection of road with railway track at the same level;

“level crossing gate” means any form of movable barrier, including a chain, capable of being closed across the road at the level crossing,but does not include a wicket or a turnstile for the use of pedestrians;

“Line Clear” means the permission given from a block station to a block station in rear for a train to leave the latter and approach the former; or the permission obtained by a block station from a block station in advance for a train to leave the former and proceed towards the latter;

“Loco Pilot” means the Loco Pilot or any other competent railway servant for the time being in charge of driving a train;

“main line” means the line ordinarily used for running trains throughand between stations;

“material train” means a departmental train intended solely or mainlyfor carriage of railway material when picked up or put down or for execution of works, either between stations or within station limits;

“mixed train” means a train intended for the carriage of passengers and goods, or of passengers, animals and goods;

“multiple-aspect signalling” means a signalling arrangement in which signals display at any one time any one of the three or more aspects and in which the aspect of every signal is pre-warned by the aspect of the previous signal or signals;

“night” means from sunset to sunrise;

“obstruction” and its cognate expressions includes a train, vehicle or obstacle on or fouling a line, or any condition which is dangerous to trains;

“overhead equipment” means the electrical conductors over the tracks together with their associated fittings, insulators and other attachments by means of which they are suspended and registered in position for the purpose of electric traction;

“passenger train” means a train intended solely or mainly for the carriage of passengers and other coaching traffic, and includes a troop train;

“point and trap indicators” are not signals, but are appliances fitted to and working with points to indicate by day or by night the position in which the points are set;

“running line” means the line governed by one or more signals and includes connections, if any, used by a train when entering or leaving a station or when passing through a station or between stations;

“running train” means a train which has started under an authority to proceed and has not completed its journey;

“shunting” means the movement of a vehicle or vehicles with or without an engine or of any engine or any other self-propelled vehicle, for the purpose of attaching, detaching or transfer or for any other purpose;

“special instructions” means instructions issued from time to time by the authorised officer in respect to particular cases or special circumstances;

“station” means any place on a line of railway at which traffic is dealt with, or at which an authority to proceed is given under the system of working;

“station limits” means the portion of a railway which is under the control of a Station Master and is situated between the outermost signals of the station or as may be specified by special instructions;

“Station Master” means the person on duty who is for the time being responsible for the working of the traffic within station limits, and includes any person who is for the time being in independent charge of the working of any signals and responsible for the working of trains under the system of working in force;

“station section” means that section of station limits –

at a class ‘B’ station provided with two-aspect signals, which is included –

at a class ‘B’ station provided with manually operated multipleaspect or modified lower quadrant signals, which is included –

“Subsidiary Rule” means a special instruction which is subservient to the General Rule to which it relates and shall not be at variance with any General Rule;

“system of working” means the system adopted for the time being for the working of trains on any portion of a railway;

“track circuit” means an electrical circuit provided to detect the presence of a vehicle on a portion of track, the rails of the track forming part of the circuit;

“train” means an engine with or without vehicles attached, or any self-propelled vehicle with or without a trailer, which cannot be readily lifted off the track;

“Train Examiner” means a railway servant duly qualified to examine trains and certify their fitness for safe running and includes any other railway servant who may for the time being be performing the duties of a Train Examiner;

“two-aspect signalling” means a signalling arrangement in which each signal displays at any one time either of the two aspects.

Stations shall, for the purpose of these rules, be divided into two categories––Block stations and Non-Block stations.

Block stations are those at which the Loco Pilot must obtain an authority to proceed under the system of working to enter the block section with his train; and under the Absolute Block System consist of three classes of Block stations ––

Non-Block stations or Class ‗D‘ stations are stopping places which are situated between two consecutive block stations, and do not forms the boundary of any block section.

Every railway servant is responsible for the security and protection of the property of the Railway Administration under his charge.

Every railway servant shall endeavour to prevent-

No railway servant shall, without the permission of his superior, absent himself from duty or alter his appointed hours of attendance or exchange duty with any other railway servant or leave his charge of duty unless properly relieved.

If any railway servant while on duty desires to absent himself from duty on the ground of illness, he shall immediately report the matter to his superior and shall not leave his duty until a competent railway servant has been placed in charge thereof.

While on duty, no railway servant shall, whether he is directly connected with the working of trains or not, be in a state of intoxication or in a state in which, by reason of his having taken or used any alcoholic drink, sedative, narcotic or stimulant drug or preparation, his capacity to perform his duties is impaired.

No railway servant, directly connected with the working of trains, shall take or use any alcoholic drink, sedative, narcotic or stimulant drug or preparation within eight hours before the commencement of his duty or take or use any such drink, drug or preparation when on duty.

Every railway servant shall-

Every railway servant who observes-

Fixed signals shall be clearly visible to the Loco Pilots of trains approaching them and shall be placed immediately to the left of or above the line to which they refer unless otherwise authorised by special instructions.

In the case of semaphore signals, signal arms shall be placed on left hand side of the post as seen by the Loco Pilot of any approaching train to which they refer.

Except under approved special instructions, all railways shall be equipped with fixed signals as prescribed in these rules.

The aspects of a semaphore signal shall be displayed by the position of the arm by day and by a light or lights by night. Note: In the illustrations given in this Chapter, which are not drawn to scale. The day aspect of the semaphore signals is shown by the position of the arm and the night aspect is shown by the light or lights to the right of the signal concerned.

The aspects of a colour light and position light signal both by day and by night shall be the same and shall be displayed by fixed light or lights.

The arm of a semaphore signal shall work in -

The ‘off’ position of a semaphore signal shall be displayed by day by the inclined position of the arm from 450 to 600 below the horizontal in case of two-aspect lower quadrant signals, and 450 or 900 above the horizontal in case of multiple-aspect upper quadrant signals.

A semaphore Warner signal has a fish-tailed arm.

A Warner signal is intended to warn a Loco Pilot -

A Warner signal may be placed either-

When placed in accordance with clause (b) of sub-rule (3), the variable light of the Stop signal shall take the place of the fixed green light of the Warner signal and the mechanical arrangement shall be such that the Warner signal cannot be taken ‘off’ while the Stop signal above it is ‘on’.

The aspects and indications of a semaphore Warner signal are shown below:

The aspects and indications of a colour light Warner signal are shown below:

A Warner signal with a fixed green light above it by night, on a post by itself, shall be located at an adequate distance in rear of the Stop signal, the aspect of which it pre-warns: Provided that when such a Warner signal applies to a gate Stop signal, itshall not display the ‘Proceed’ aspect unless there is adequate distance between the gate Stop signal and the first Stop signal of the station ahead. The adequate distance in such a case shall never be less than 1200 metres.

Where special circumstances justify the use of an unworked Warner, it shall be secured in the ‘on’ position and not be coupled or duplicated for directing purposes.

A semaphore Distant signal has a fish-tailed arm.

The aspects and indications of a semaphore Distant signal working in the lower quadrant are shown below:

The aspects and indications of a semaphore Distant signal working in the upper quadrant are shown below:

The aspects and indications of a colour light Distant signal are shown below:

A Distant signal shall be located at an adequate distance in rear of the Stop signal, the aspect of which it pre-warns.

Where necessary more than one Distant signal may be provided. In such a case, the outermost signal, to be located at an adequate distance from the first Stop signal, shall be called the Distant signal and the other called the Inner Distant signal, with the Distant signal capable of displaying ‘Attention’ or ‘Proceed’ aspect only.

Under approved special instructions, a colour light Distant signal may be combined with the last Stop signal of a station in rear or with an Intermediate Block signal or with a Stop signal protecting a level crossing. When a colour Distant signal is combined, (i) with the last Stop signal of a station in rear or (ii) with an Intermediate Block signal or (iii) with a Stop signal protecting a level crossing, arrangement shall be such that the signal shall not display a less restrictive aspect than the ‘stop’ aspect till Line Clear has been obtained from the station ahead in case of (i) & (ii) above and until the level crossing gates have been closed and locked for the passage of trains as in case of (iii) above. “Provided that, a colour light Distant signal may be permitted to be combined with the last Stop signal of a station in rear or with an Intermediate Block signal or with a Stop signal protecting a level crossing with arrangements as above, by the Sanctioning Authority (in case of item (a) below – Principal Chief Signal and Telecom Engineer of the concerned Zonal Railway, and in case of item (b), (c) and (d) below- General Manager of the concerned Railway) for the purpose of –

A semaphore Stop signal has a square ended arm.

The aspects and the indications of a semaphore Stop signal working in the lower quadrant are shown below:

The aspects and indications of a semaphore Stop signal working in the upper quadrant are shown below:

The aspects and indications of a colour light Stop signal are shown below:

The Stop signals which control the movement of trains approaching a station are of three kinds, namely- Outer, Home and Routing signals.

The Outer signal, where provided, is the first Stop signal of a station and is located at an adequate distance outside the point up to which the line may be obstructed after Line Clear has been granted to or obtained by the station in rear.

The Home signal is the first Stop signal of a station at which an Outer signal is not provided and the second Stop signal of a station at which an Outer signal is provided. It shall be located outside all connections on the line to which it refers.

The Routing signal is a signal used to indicate to a Loco Pilot which of two or more diverging routes is set for him, when the Home signal is, in consequence of its position, inconvenient for this purpose.

The Stop signals which control the movement of trains leaving a station are of two kinds, namely-Starter and Advanced Starter.

When a train leaving a station is guided by only one starting signal, it is the last Stop signal of the station and is called the Starter.

When a train leaving a station is guided by more than one Starter signal, the outermost starting signal is the last Stop signal of the station and is called the Advanced Starter.

The Starter, where only one such signal is provided, or the Advanced Starter, shall be fixed at the limit beyond which no train may pass, unless the Loco Pilot is given the authority to proceed required under the system of working, and shall be placed outside all connections on the line to which it refers except where otherwise allowed by approved special instructions. Shunting operations beyond this limit shall be carried out only in accordance with special instructions.

Where an Advanced Starter is provided, the Starter referring to any line shall be placed so as to protect the first facing points or fouling mark of the connections to another running line.

Stop signals in Automatic Block territory shall be colour light signals and may be of the following kinds-

Colour light signals in Automatic Block territory shall be three-aspect or four-aspect.

A Calling-on signal is a subsidiary signal which has no independent aspect in the ‘on’ position and shall be-

A Calling-on signal, where provided, shall be fixed below a Stop signal governing the approach of a train. Under special instructions, a Calling-on signal may be provided below any other Stop signal except the last Stop signal. (Item no. 6 of AS-11 dt. 22.08.2023)

A Calling-on signal, when taken ‘off‘, calls on the Loco Pilot of a train to draw ahead with caution, after the train has been brought to a stop even though the Stop signal above it is at ‘on‘ and indicates to the Loco Pilot that he should be prepared to stop short of any obstruction.

A Calling-on signal shall show no light in the ‘on’ position.

The aspects and indications of a semaphore Calling-on signal are shown below:

The aspects and indications of a colour light type Calling-on signal are shown below:

Shunt signals control shunting movements.

A Shunt signal may be placed on a post by itself or below a Stopsignal other than the first Stop signal of a station.

More than one Shunt signal may be placed on the same post and when so placed the topmost Shunt signal shall apply to the extreme left hand line and the second Shunt signal from the top shall apply to the next line from the left and so on.

When a Shunt signal is taken ‘off’, it authorises the Loco Pilot to draw ahead with caution for shunting purposes although Stop signal, if any, above it is at ‘on’.

When a Shunt signal is placed below a Stop signal, it shall show no light in the ‘on’ position.

In case Shunt signals are not provided, hand signals may be used for shunting.

The aspects and indications of a disc type Shunt signal are shown below:

The aspects and indications of a position light type shunt signal are shown below:

The aspects and indications of a semaphore arm type shunt signal are shown below:

Co-acting signals are duplicate signals fixed below ordinary signals and are provided where, in consequence of the height of the signal post, or of there being an over-bridge or other obstacle, the main arm or light is not in view of the Loco Pilot during the whole time that he is approaching it.

Co-acting signals shall be fitted at such height that either the main arm or light or the co-acting arm or light, is always visible.

A signal placed in rear of a fixed signal for the purpose of repeating to the Loco Pilot of an approaching train the aspects of the fixed signal in advance is called a Repeating signal.

A Repeating signal shall be provided with an ‘R’ marker and shall be of –

The aspects and indications of a banner type Repeating signal are shown below: 4) The aspects and indications of a semaphore arm type Repeating Signals are shown below:

The aspects and indications of a colour light type Repeating signal are shown below:

Where necessary, signal shall be distinguished by prescribed markers. Such markers shall be fixed on the signal posts below the signals as under: Note: Where a Colour Light Distant signal is combined with a Last Stop Signal as provided under sub-rule (7) of rules 3.07, the marker shall be dispensed with. Note: Letter ‘A’ shall be lit only when the gates are closed and locked against road traffic.

Where necessary, signal arms shall be distinguished by prescribed signs as under:

Other distinguishing markers or signs may be used with the approval of the Railway Board.

When a fixed signal is not in use, it shall be distinguished by two crossed bars, each bar being not less than one metre long and 10 centimeters wide, as illustrated below:

A semaphore or disc signal when not in use shall be kept fixed in the ‘on’ position.

Signals not in use shall not be lit.

Not more than one signal referring to trains moving in the same direction, whether on the same line or on separate lines, shall be placed on the same post, except-

Where under approved special instructions more than one signal is placed on the same post, the top most signal shall apply to the extreme left hand diverging line and the second signal from the top shall apply to the next line from the left and so on: Provided that in exceptional cases where two Home signals are placed on the same post, under approved special instructions, the top signal shall apply to the main line and the lower signal shall apply to the other lines.

Every semaphore or disc signal, the light of which cannot be seen from the place from which the signal is worked, shall be provided witha backlight to indicate whether the signal light is burning or not.

Back-lights of signals shall show a small white light when ‘on’ and no light at all in any other position.

Any fixed light used in conjunction with a semaphore signal shall show a back-light.

Back-lights may not be provided when alternative arrangements are made at the place from which the signal is worked to indicate whether signal lights are burning or not.

On a single line class ‘B’ station worked on the Absolute Block System, if the obstructing of the line outside the Home signal or the outermost facing points in the direction of an approaching train is permitted under special instructions under Rule 8.09, a Shunting Limit Board or an Advanced Starter shall be placed at such shunting distance from the Home signal or the outermost facing points as local conditions may require, provided the distance between the Shunting Limit Board (bearing the words ‘Shunting Limit’ on the side which faces the station, and fitted with a lamp showing a white light in both directions to mark its position by night) or the Advanced Starter and the opposing first Stop signal is never less than 400 metres in the two-aspect signalling territory and 180 metres in the multiple-aspect or modified lower quadrant signalling territory. The location of such board or Advanced Starter shall mark the limit up to which shunting may be permitted.

On a double line Class ‘B’ station worked on Absolute Block System equipped with multiple-aspect or modified lower quadrant signalling and where there are no points or the outer most points at the approaching end are trailing, a Block Section Limit Board (bearing the words ‘Block Section Limit’ on the side which faces the station and fitted with a lamp showing white light in both directions to mark its position by night) shall be provided. It shall be placed at a distance of not less than 180 metres in advance of the Home signal and shall protect the fouling mark of the outermost trailing points, if any. The location of such board shall mark the limit of the block section at such stations.

Unless exempted under approved special instructions, every level crossing gate which closes across the line at a level crossing shall, except when interlocked with station signals, be provided with signals fixed at an adequate distance from the level crossing showing Stop aspects in both Up and Down directions when the gates are open for the passage of road traffic.

Except where otherwise prohibited under special instructions, a ‘G’ marker shall be provided on a gate Stop signal.

Every fixed signal shall be so constructed that, in case of failure of any part of its connections, it shall remain at, or return to its most restrictive aspect.

A signal which has been taken ‘off’ for the passage of a train shall not be placed to ‘on’ until the whole of the train which it controls has passed it, except—

No fixed signal within station limits shall be taken ‘off’ without the permission of the Station Master and in the case of a signal outside the station limits without the permission of such person as may for the time being be in independent charge of the working of such signal.

Unless otherwise authorised under approved special instructions, fixed signals, except automatic signals, shall always show their most restrictive aspect in their normal position.

The normal aspect of an Automatic Stop signal is ‘Proceed’. Where, however, the signal ahead is manually operated, the aspect normally displayed may be ‘Caution’ or ‘Attention’.

The Station Master shall not give permission to take signals ‘off’ for a train until-

When a running line is blocked by a stabled load, wagon, vehicle or by a train which is to cross or give precedence to another train or immediately after the arrival of a train at the station the points in rear on double line sections and at either end on single line sections should be immediately set against the blocked line except when shunting or any other movement is required to be done immediately in that direction on that line.

When a train is approaching a Home signal otherwise than at a terminal station, the signal shall not be taken ‘off’ until the train has first been brought to a stand outside it, unlessa) on a double line, the line is clear for an adequate distance beyond the Starter or b) on a single line, line is clear for an adequate distance beyond the trailing points, or for an adequate distance beyond the place at which the train is required to come to a stand.

Where a train has first been brought to a stand outside the Home signal, the signal may be taken ‘off’, ifa) on a double line, the line is clear up to the Starter, or b) on a single line, the line is clear up to the trailing points or under approved special instructions up to the place at which the train is required to come to a stand.

Except under approved special instructions, the adequate distance referred to in sub-rule (1) shall never be less thana) 180 metres at stations equipped with two-aspect lower quadrant or two-aspect colour light signals, or b) 120 metres in the case of stations provided with multiple-aspect signals or modified lower quadrant signals.

Where a sand hump of approved design, or under approved special instructions a derailing switch, has been provided for the line on which a train is to be received, they shall be deemed to be efficient substitutes for the adequate distance referred to in sub-rule (3).

When a train is approaching the Outer signal otherwise than at a terminal station, the signal shall not be taken 'off' until the train has first been brought to a stand outside the signal, unless the line on which the train is to be received in the station is clear—

Where the train has first been brought to a stand outside the Outer signal, the signal shall not be taken 'off' unless the line is clear up to the first facing points, or up to the Home signal at a station where there are no facing points.

On a double line, the Last Stop or Intermediate Block Stop signal shall not be taken 'off' for a train unless Line Clear has been obtained from the block station in advance.

On a Single Line –

The Outer, Home and the last Stop signal of a station shall not be taken ‗off‘ for shunting purposes.

At stations where Advanced Starters are provided, Starters may be taken ‗off‘ for shunting purposes, except where the interlocking interferes with this practice, in which case hand signals shall be used where Shunting signals are not provided.

The Station Master shall see that lamps of fixed signals, indicators and boards such as Shunting Limit Board, Block Section Limit Board and Stop Board at his station are lighted at sunset, and are not put out until after sunrise, or at such earlier or later time as may be prescribed by special instructions.

Sub-rule (1) shall not apply to-

The Station Master shall ensure that the lamps of fixed signals, indicators and boards such as Shunting Limit Board, Block Section Limit Board and Stop Board, when lit, are burning brightly and that the lenses of lamps and spectacle glasses are properly cleaned and back-lights clearly visible.

Whenever night signals are used, the Station Master shall not grant Line Clear unless he has ensured, either personally or in the manner prescribed under special instructions, that the lamps of fixed signals at his station which are not approach lighted and which apply to the train are burning. If signal lights cannot be kept burning he shall, before giving Line Clear, initiate action in accordance with the procedure prescribed in Rules 3.68 to 3.72.

Before lighting a semaphore signal or indicator lamp, the railway servant deputed for lighting it, shall inspect the lenses and spectacle glasses. In case he finds the red roundel broken, cracked or missing, he shall not light the lamp and shall report the fact immediately to the Station Master who shall treat the signal as defective.

Every railway servant in charge of signals shall see that the greatest care is taken in the focusing, cleaning and trimming of signal lamps.

All points shall normally be set for the straight except when otherwise authorized by special instructions.

The railway servant concerned with the operation of points and signals shall not, while on duty, leave the place of operation of points or signals which are under his charge except under special instructions.

No railway servant shall interfere with any points, signals, or their fittings, signal wires or any interlocking or block gear for the purpose of effecting repairs, or for any other purpose, except with the previous permission of the Station Master.

All hand signals shall be exhibited by day, by showing a flag or hand and by night by showing a light as prescribed in these rules.

During day a flag or flags shall normally be used as hand signals. Hands shall be used in emergencies only, when flags are not available.

During night a hand signal shall normally be given by showing a red or green light. A white light waved violently shall be used as a Stop signal only, when the red light is not available.

Red or green light referred to in sub-rule (3) shall be either a static or flashing type.

Every railway servant connected with the movement of trains, shunting operations, maintenance of installations and works of any nature affecting safety of trains shall have—

Every railway servant shall see that the staff under him concerned with use of hand signals are adequately supplied with all necessary equipment for hand signalling and have a correct knowledge of their use.

A red flag and a green flag by day or a lamp, which is capable of showing red, green and white lights by night, shall constitute the requisite equipment for hand signalling.

Every Station Master shall see that his station is adequately supplied with all necessary equipment for hand signalling.

A detonator when required to be used shall be placed on the rail with a label or brand facing upwards and shall be fixed to the rail by bending the clasps around the head of the rail.

In the case of a mixed gauge, detonators shall be placed on the common rail or on one rail of each gauge.

In thick, foggy or tempestuous weather impairing visibility, whenever it is necessary to indicate to the Loco Pilot of an approaching train, the locality of a signal, two detonators shall be placed on the line, by a railway servant appointed by the Station Master in this behalf, about 10 metres apart, and at least 270 metres outside the signal or signals concerned.

(a) The Station Master may comply with the provisions of sub-rule (1) at his discretion; but shall always do so when visibility conditions from any cause prevent him from seeing a prescribed visibility test object from a distance of not less than 180 metres or a lesser distance if expressly sanctioned by the Railway Board.

Whenever in consequence of an obstruction of a line, it is necessary for a railway servant to stop approaching trains, he shall proceed, plainly showing his Stop hand signal, to a point 400 metres from the obstruction and place on the line onedetonator and then proceed to a point 800 metres from the obstruction and place on the line three detonators, about 10 metres apart, at such place: Provided that on the broad gauge, the first detonator shall be placed at 600 metres and three detonators at 1200 metres from the obstruction about 10 metres apart from each other.

If the said railway servant is recalled before the obstruction is removed, he shall leave down three detonators and on his way back, pick up the intermediate detonator.

(a) All Station Masters, Guards, Loco Pilots, Gang mates, Gatemenand all other railway servants on whom this duty is laid by theRailway Administration, shall keep a stock of detonators.

Every railway servant concerned with the use of detonators shall have a correct knowledge of their use and keep them ready for immediate use.

Every railway servant shall see that the railway servants in his charge concerned with the use of detonators have a correct knowledge of their use.

(a) All concerned railway servants on whom this duty is laid by the Railway Administration shall keep a stock of such signal as may be prescribed by special instructions under rule 3.65;

Every railway servant concerned with the use of signals as prescribed by special instructions under rule 3.65, shall have a correct knowledge of their use and keep them ready for immediate use.

Every railway servant shall see that the railway servants in his charge concerned with the use of warning signals as prescribed by special instructions under rule 3.65 have a correct knowledge of their use.

As soon as a Station Master becomes aware that any signal has become defective or has ceased to work properly, he shall---

When the Station Master receives information of any defect in a signal not pertaining to his station from the Loco Pilot or the Guard or any other railway servant, he shall immediately inform the Station Master concerned of the fact and keep the Controller advised, where the section is controlled.

In case of signals becoming defective at stations situated on Centralised Traffic Control territories, the Centralised Traffic Control Operator on becoming aware of such defects shall take action in accordance with Special Instructions.

In the event of an Outer or a Home or a Routing signal becoming defective, the Station Master shall advise the station in rear and the nominated station in rear, save in a case where a signal post telephone or a Calling-on signal is provided on the defective signal, in order that the Loco Pilots of approaching trains may be warned of the defective signal and issued a written authority to pass such signal on receipt of Proceed hand signal at the foot of the defective signal.

The Station Master in rear as referred to in sub-rule (1), on receiving the advice of the defective signal, shall immediately acknowledge it and advise the Station Master of the station where the signal has become defective, of the number of the first train which will be notified of the defective signal and again on receipt of the advice that the defective signal has been put into proper working order, shall advise the number of the train so notified last.

The Station Master of the station where, the signal has become defective shall, before authorising a train to pass the defective signal, ensure that the conditions for taking ‘off’ that signal have been fulfilled. He shall then authorise the Loco Pilot to pass the defective signal at ‘on’ in one of the following manners—

When the Home signal becomes defective, the Outer shall also be deemed to be out of order and the procedure prescribed in sub-rules

, (2) and (3) shall be followed.

In the event of a Starter becoming defective, the Station Master may authorise the Loco Pilot to pass such signal by a written authority which shall be handed over to the Loco Pilot at the station where the defective signal is located and in addition thereto, a competent railway servant shall show hand signals to the departing train in accordance with the instructions of the Station Master or by taking ‘off’ the Calling-on signal, if provided under sub-rule (2) of Rule 3.13, after the train has been brought to a stand at the defective signal.

In the event of an Advanced Starter becoming defective, hand signals may be dispensed with and the Station Master may authorise the Loco Pilot to pass such signal by a written authority, which shall be handed over to the Loco Pilot at the station, where the defective signal is located: Provided that in exceptional circumstances where, under approved special instruction, an Advanced Starter protects any points, hand signals shall not be dispensed with.

For the purpose of handing over the written authority mentioned in sub-rules (1) and (2), the train shall be stopped at the station where the defective signal is located. The written authority to pass a defective departure Stop signal shall not be handed over to the Loco Pilot unless all the conditions for taking ‘off’ such signal have been fulfilled.

Where under special instructions a Calling-on signal has been provided below a departure Stop signal, other than the last Stop signal, the Calling-on signal shall not be taken ‘off’, unless the conditions for taking ‘off’ the departure Stop signal above it have been fulfilled.

(a) If a Warner signal on a post by itself or a Distant signal is out of order and cannot be kept in the ‘on’ position, a Stop hand signal shall be shown at the foot of the signal. At night, the light or lights of the signal shall be extinguished and the trainafter being first brought to a stand, may then be hand-signalled past the signal. Advice of the defective signal shall be given to the Loco Pilots of trains at the station in rear warning them to stop at such signal.

If the Warner or Distant signal of an Intermediate Block Post is defective and cannot be kept in the ‘on’ position, the Intermediate Block Stop signal shall also be kept at ‘on’ and treated as defective and action taken as per Rule 3.75.

When a Loco Pilot finds a gate Stop signal at ‘on’, he shall sound the prescribed code of whistle and bring his train to a stop in rear of the signal.

(a) If the gate Stop signal is provided with a ‘G’ marker, the Loco Pilot shall wait at the signal for one minute by day and two minutes by night, and if the signal is not taken ‘off’ within this period, he may draw his train ahead cautiously up to the level crossing and

If the Loco Pilot finds, after stopping at the signal, that there is no ‘G’ marker, he shall proceed further only in accordance with the procedure laid down under special instructions.

(a) If there is no fixed signal at a place where a fixed signal is ordinarily shown, or

At stations equipped with a colour light signal provided with a ‘P’ marker, the Loco Pilot shall bring his train to a stand if it does not show any light or shows an imperfect aspect and having satisfied himself that the signal is provided with a ‘P’ marker, shall proceed preparing to stop at the next Stop signal and shall be guided further by its aspect.

When a Loco Pilot finds an Intermediate Block Stop signal at ‘on’, he shall stop his train in rear of the signal and contact the Station Master of the block station in rear on the telephone, if provided on the signal post.

The Station Master shall authorise the Loco Pilot to pass the Intermediate Block Stop signal, if defective, as prescribed by special instructions.

If the telephone is not provided or is out of order, the Loco Pilot after waiting for 5 minutes at the signal shall pass it at ‘on’ and proceed cautiously and be prepared to stop short of any obstruction, at a speed not exceeding 15 kilometres an hour if he has a good view of the line ahead, otherwise at a speed not exceeding 8 kilometres an hour and report the failure to the Station Master at the block station ahead.

The Station Master of the block station working the Intermediate Block Stop signal on becoming aware that such a signal is defective shall, before dispatching a train, treat the entire section up to the block station immediately ahead of the Intermediate Block Post as one block section and issue a written authority to the Loco Pilot to pass the defective Intermediate Block Stop signal at ‘on’, without stopping at the signal, in accordance with the procedure prescribed by special instructions.

Whenever points, crossings or guard rails are defective or damaged, the railway servant in charge of operation of points shall protect them and immediately arrange to report the circumstances to the Station Master.

The Station Master, on becoming aware of such defective or damaged points etc., shall -

(a)The Loco Pilot shall pay immediate attention to and obey every signal whether the cause of the signal being shown is known to him or not;

(a) The Loco Pilot shall whistle intermittently when his engine explodes detonator(s) and take every possible caution including reduction of speed as necessary, so as to have the train well under his control and be able to stop short of any obstruction on the line;

If in consequence of fog, storm or any other reason, the view of the signal is obstructed, the Loco Pilot shall take every possible precaution, so as to have the train well under control.

When the Loco Pilot notices a signal warning of an obstruction, except Detonator(s), he shall stop his train immediately and act on advice of the person exhibiting warning signal or on the basis of obstruction noticed by him.

In case no further details of exhibition of warning signal are noticed, after stopping for one minute by day and two minutes by night to ascertain the location and/or cause of the warning, he shall proceed cautiously up to the next block station, keeping a sharp look out.

The Loco Pilot shall acquaint himself with the system of working, location of signals and other local conditions affecting the running of trains on a section or sections of the railway over which he is to work and if he is not so acquainted with any portion of the railway over which he is to work, obtain the services of a qualified railway servant who is conversant with it to assist him.

The Loco Pilot of a train shall not pass an Outer, a Home or a Routing signal that refers to him, when it is ‘on’ or defective, unless-

The Loco Pilot of a train while passing an Outer, a Home or a Routing signal, when it is ‘on’ or defective, shall ensure that the speed of his train does not exceed 15 kilometres an hour.

The Loco Pilot of a train shall not pass a departure Stop signal that refers to him, when it is ‘on’ or defective, unless his train has been brought to a stop at the station where the defective signal is situated and he is authorised to do so —

In the case of a last Stop signal, he shall not pass such signal, when ‗on‘ or defective, unless he is also in possession of a proper authority to proceed under the system of working.

The Loco Pilot and Assistant Loco Pilot, as the case may be, shall identify each signal affecting the movement of the train as soon as it becomes visible. They shall call out the aspects of the signals to each other.

The Assistant Loco Pilot shall, when not otherwise engaged, assist the Loco Pilot in exchanging signals as required.

The provisions of sub-rules (1) and (2) shall, in no way, absolve the Loco Pilot of his responsibility in respect of observance of and compliance with the signals.

Should a Loco Pilot or a Guard observe that a signal is rendered imperfectly visible by branches of trees or by any other cause, or that a signal light is partially obscured or not burning brightly enough to give a clear aspect, he shall report the matter to the Station Master at the next station at which the train stops.

When such a report is made by a Loco Pilot or a Guard, the Station Master shall take immediate steps to advise the Station Master concerned who shall get it rectified.

On a double line, every train shall run on the left hand line unless otherwise prescribed by special instructions.

If there are two or more parallel lines, the direction in which trains are to run on each line shall be prescribed by special instructions.

A copy of the Working Time Table for the time being in force shall be supplied to each station, Guard, Loco Pilot, Inspector of Way or Works, and any other railway servant requiring the use of the Working Time Table during the course of his duties.

A copy of the Working Time Table shall, on issue, be supplied to the Commissioner of Railway Safety.

A copy of the Schedule of Standard Dimensions for the time being in force shall be supplied to each Inspector of Way or Works and Train Examiner.

(a) Every train shall be run on each section of the railway within the limits of speed sanctioned for that section by special instructions. (Item no. 2 of AS-6 dt. 03.01.2023)

The Loco Pilot shall.—

When it is necessary to indicate to the Loco Pilot where trains are to run at a restricted speed or where trains have to come to a stop due to the line being under repairs or due to any other obstruction, action shall be taken as specified in Rule 15.09.

Whenever, in consequence of the line being under repair or for any other reason, special precautions are necessary, a Caution Order detailing the kilometers between which such precautions are necessary, the reasons for taking such precautions, and the speed at which a train shall travel, shall be handed to the Loco Pilot at the stopping station immediately short of the place where such precautions are necessary, or at such other stations and in such manner, as prescribed under special instructions.

Sub-rule (1) does not apply in the case of long continued repairs when fixed signals are provided at an adequate distance short of such place and have been notified to the running staff concerned.

The Caution Order referred to in sub-rule (1) shall be on white paper in blue or black font or typed or made out on computers with the words ‘Caution Order’ written on top of the form in bold letters of appropriate font size to draw attention distinctly and signed in full.

The speed of trains over non-interlocked facing points shall not exceed 30 kilometres an hour in any circumstances and the speed over turnouts and crossovers shall not exceed its permissible speed or 30 kilometres an hour whichever is less, unless otherwise prescribed by approved special instructions, which may permit a higher speed.

Subject to the provisions of sub-rule (1), a train may run over interlocked facing points at such speed as may be permitted by the standard of interlocking.

No train shall run through an interlocked station at a speed exceeding50 Kilometers an hour, or such less speed as may be prescribed by approved special instructions unless the line on which the train is to run has been isolated from all other lines by the setting of points or other approved means, and interlocking is such as to maintain this condition during the passage of the train.

In every case in which trains are permitted to run through on a nonisolated line, all shunting shall be stopped and no vehicle unattached to an engine or not properly secured in accordance with Rule 5.23 may be kept standing on a connected line which is not isolated from the through line.

No engine or self-propelled vehicle shall push any train outside station limits, except in accordance with special instructions and at a speed not exceeding 25 kilometres an hour: Provided that this sub-rule shall not apply to a train the leading vehicle of which is equipped with driving apparatus and which may be operated under approved special instructions: Provided further that this sub-rule shall not apply to an engine, assisting in rear of a train, which may be permitted under approved special instructions to run without being coupled to the train: Provided also that no train which is not equipped with continuous vacuum/air brake shall be pushed outside station limits except in caseof emergency: Provided further that a ‘Patrol’ or ‘Search-light’ special with one or more vehicles in front of the engine may be permitted to run at a maximum speed of 40 kilometers an hour.

For movement of trains outside station limits with engine pushing during night or in thick, foggy or tempestuous weather impairing visibility or where otherwise prescribed by special instructions, the leading vehicle of such trains shall be equipped with the prescribed head light and marker lights except in case of emergency.

When trains are worked as described in sub-rules (1) and (2), the engine pushing the load when it is the rearmost or the rearmost vehicle if any, shall carry a tail board or a tail lamp.

(a) A passenger train or a mixed train shall not be drawn outside station limits by a steam engine running tender foremost, except-

In cases of unavoidable necessity, goods trains may run with steam engines tender foremost at a speed not exceeding 25 kilometres an hour or such higher speed, which shall, in no circumstances, exceed 40 kilometres an hour, as may be laid down by special instructions.

When trains have to be worked with steam engines tender foremost as a regular measure under sub-clause (i) of clause (a) of sub-rule (1) and sub-rule (2), the head light and marker lights as prescribed in Rule 4.14 shall be provided on the tender.

A train shall not be worked at night or in thick, foggy or tempestuous weather impairing visibility or in long tunnels, unless the engine carries an electric headlight of an approved design and in addition, two oil or electric white marker lights.

An engine employed exclusively on shunting at stations and yards shall, at night or during thick, foggy or tempestuous weather impairing visibility, display such head lights as are prescribed by the Railway Administration and exhibit two red marker lights in front and in rear.

The electric head light on the engine shall be fitted with a switch to dim the light and shall be dimmed -

In case the electric head light fails or a train has to be worked with the engine running tender foremost in an emergency, the engine shall display the two oil or electric white marker lights referred to in subrule

pointing in the direction of movement and the train shall run at a speed prescribed by special instructions.

In case of defective electric head light of locomotive running in a section provided with reflective type of engineering fixed signal during night or thick, foggy weather impairing visibility, on BG and MG, the Loco Pilot shall work the train cautiously at a speed not exceeding the severest temporary speed restriction imposed in the block section or 40 KMPH, whichever is less .

Coaching locos should not be turned out from home shed if the speedometers/recorders are in defective condition. In case of speedometer/recorder becoming defective during the run, the train should run at a speed prescribed by special instructions.

At night or in thick, foggy or tempestuous weather impairing visibility, no train shall be worked outside station limits unless it has-

A colliery pilot i.e., a train used for collecting or distributing vehicles in colliery sidings, when working in a block section or in the colliery sidings taking off from a block section, need carry a red tail light only as it enters or leaves the block station, at either end of such block section, provided that special instructions are issued to ensure that no other train is permitted to proceed into the block section until the Guard of the colliery pilot has certified that he has left no vehicle obstructing the block section in which he has been working.

When trains may run in the same direction on parallel lines, the side lights mentioned in clause (a) of sub-rule (1) may be arranged in accordance with special instructions.

When a train has been shunted for a following train to pass, the tail and side lights mentioned in clause (a) of sub-rule (1) shall be dealt with in accordance with special instructions.

Within station limits or in a siding, an engine employed in shunting shall have tail lights in accordance with special instructions.

In order to indicate to the staff that a train is complete, the last vehicle shall, except as provided for in sub-rule (2), be distinguished by affixing to the rear of it-

A colliery pilot, i.e., a train used for collecting or distributing vehicles in colliery sidings when working in a block section or in the colliery sidings taking off from a block section, need carry a tail board or tail lamp or such other device as may be authorised by special instructions, only as it enters or leaves the block station at either end of such block section, provided that special instructions are issued to ensure that no other train is permitted to proceed into the block section until the Guard of the colliery pilot certifies that he has left no vehicle obstructing the block section in which he has been working.

In emergencies only, and under special instructions in each case, a red flag may be used in lieu of a tail board or an unlit tail lamp.

The Station Master shall see that the last vehicle of every train passing through his station is provided with a tail board or tail lamp or such other device in accordance with the provisions of Rule. 4.16.

If a train passes the station without such indication to show that it is complete, the Station Master shall-

Where in a section, a block proving axle counter or continuous track circuiting between block stations and complete track circuiting of station section excluding non-running lines of the receiving station is installed and is functioning and there is a clear indication of clearance of block section as well as complete arrival of the train as per indication given, if a train passes a station without conforming to the provisions of sub-clause (1) above, the Station Master shall still advise the station in advance to stop the train to see that the defect is remedied and he need not withhold closing of block section in rear as prescribed in clause (b) and (c) of sub-rule (2) in such cases.

No passenger train or mixed train shall be despatched from any station, unless every passenger carriage is provided with means by which communication can be made with the Guard or the Loco Pilot.

Sub-rule (1) shall not apply to -

If a Railway Administration is satisfied that mischievous use of the means of communication referred to in sub-rule (1) is prevalent, it may, notwithstanding anything contained in that sub-rule, direct the disconnection, for the time being, of the means of communication provided in all or any of the passenger carriages in any such train.

A goods vehicle in which passengers are carried is not a “passenger carriage” within the meaning of this rule.

Each Guard and Loco Pilot shall have with him, while on duty with his train, the following equipment-

If any Guard or Loco Pilot is not in possession of any article mentioned or referred to in sub-rule (1), he shall report the fact to his superior who shall make good the deficiency.

Each Guard and Loco Pilot shall have with him while on duty with his train, two pairs of such spectacles as he is required to wear under medical advice. Note: Each Guard and Loco Pilot should also be in possession of a watch in addition to the equipment prescribed in sub-rule (1).

Except when otherwise provided by special instructions, no engine shall be allowed to be in motion on any running line unless the Loco Pilot as also the Assistant Loco Pilot are upon it.

Subject to the provision of sub-rule (3), in no circumstances shall a person other than the Loco Pilot or a railway servant duly qualified in all respects, drive an engine on any running line.

If a Loco Pilot becomes incapacitated while the engine is in motion, the Assistant Loco Pilot, if duly qualified, may work the train to the next station cautiously and where the Assistant Loco Pilot is not duly qualified, he shall bring the train to a stop and send a message to the Station Master of the nearest station to make arrangements for a Loco Pilot to take over the train, and for so doing he may take the assistance of the Guard.

In the case of electric trains, the Loco Pilot shall be in the leading driving compartment when the train is in motion or when the train is standing on any running line except as otherwise prescribed in these rules.

(a) In the case of a single or multiple unit train, if the driving apparatus in the leading driving compartment becomes defective, the train shall bedriven cautiously from the nearest driving compartment which isserviceable; in this event, the Guard shall travel in the leading drivingcompartment and shallconvey the necessary signals to the Loco Pilot, the Guard shall also sound the horn or whistle as necessary and apply the brake in caseofemergency and shall be responsible for stopping thetraincorrectly at signals, stations and obstructions.

No person other than the engine crew shall be authorised to ride on the engine or tender of a steam locomotive, except in accordance with special instructions.

Except as may be permitted by special instructions, no person other than the engine crew shall be authorised to enter any driving compartment of a single or multiple unit train or a train propelled by electric, diesel or petrol engine.

Nounauthorised person shall manipulate any apparatus contained therein.

No train shall be allowed to enter a block section, unless one or more brake-vans or hand braked vehicles are attached to it, except in emergency or as provided for under special instructions.

This rule does not apply to railcars, light engine or light engines coupled together.

Except under special instructions or in an emergency, every running train shall be provided with one or more Guards.

The Guard of a running train shall travel in his brake-van, except-

When a train is worked without a Guard, such of his duties as can be performed by the Loco Pilot shall devolve on him as may be specified by special instructions.

No travelling crane shall be attached to a train until it has been certified by a duly authorised person that it is in proper running order, and with a dummy truck for the jib, if necessary.

When a crane is to work on any line provided with electric traction or any line adjacent to it, the procedure and precautions as laid down under special instructions shall also be followed.

No travelling crane shall be attached to a train until it has been certified by a duly authorised person that it is in proper running order, and with a dummy truck for the jib, if necessary.

When a crane is to work on any line provided with electric traction or any line adjacent to it, the procedure and precautions as laid down under special instructions shall also be followed.No wagon or truck shall be so loaded as to exceed the maximum gross load on the axle fixed under sub-section (1) of section 72 of the Act, or such varied carrying capacity if any, as may have been prescribed by the Railway Administration under sub-section (4) of the said section.

Except under approved special instructions, no vehicle shall be so loaded as to exceed the maximum moving dimensions prescribed from time to time by the Railway Board.

When a load in a truck projects to an unsafe extent beyond the end of a truck, an additional truck shall be attached to act as a dummy.

The Guard shall, unless this duty is by special instructions imposed on some other railway servant, carefully examine the load of any open truck which may be attached to the train, and if any such load has shifted or requires adjustment, shall have the load made secure or the truck removed from the train. Note: Section 72, referred in para (1) of GR 4.28 is section of the Railways Act, 1989.

No vehicle which has been derailed shall run between stations, until it has been examined and passed by a competent Train Examiner: Provided that in case of a derailment between stations, the Loco Pilot may, if the vehicle has been re-railed and if he considers it safe to do so, take such vehicle to the next station at a slow speed.

If a Guard or Station Master has reason to apprehend danger from the condition of any vehicle on a train before it can be inspected by a Train Examiner, the Loco Pilot shall be consulted, and if he so requires, the vehicle shall be detached from the train.

A Loco Pilot shall not start his train from a station without the authority to proceed. Before starting the train, he shall satisfy himself that all correct fixed signals and, where necessary, hand signals are given and the line before him, is clear of visible obstructions and the Guard has given the signal to start. Guard shall see, before giving the starting signal, that all is right for the train to proceed. (Item no. 2 of I of AS-3 dt. 31.03.2022)

The Station Master and Guard may be assigned any role or duty to ensure the safety in the manner as specified by special instructions. (Item no.3 of I of AS-3 dt. 31.03.2022).

The Guard shall not give the signal for starting unless he has satisfied himself that, except in accordance with special instructions, no person is travelling in any compartment or vehicle or roof of the vehicle not intended for the use of passengers. (Item no. 4 of I of AS-3).

In case of any travelling in contradiction to Sub-rule (3), the Guard, Loco Pilot or Assistant Loco Pilot shall take help, if necessary from Government Railway Police, Railway Protection Force and Station Staff to remove the unauthorised person from the compartment or vehicle or roof of the vehicle. (Item no. 5 of I of AS-3 dt. 31.03.2022).

The Loco Pilot and the Guard of a train shall exchange signals with each other, at such times and in such manner as may be prescribed by special instructions.

The Loco Pilot and the Guard of a train shall, while running through a station, look out for and, except under special instructions, acknowledge the ‗all-right‘ signals which the Station Master and such other staff at the station as may be specified by special instructions shall give if the train is proceeding in a safe and proper manner. If the train is not proceeding in a safe and proper manner, the Station Master or the other staff shall exhibit a Stop hand signal on receipt of which the Guard and the Loco Pilot shall take immediate steps to stop the train.

When a train has, without an apparent cause, been kept standing at the first Stop signal for five minutes, the Loco Pilot shall sound the prescribed code of whistle to warn the Guard, and the Brakesman shall proceed to the cabin or station to warn the Station Master. If there is no Brakesman, the Loco Pilot shall depute the Assistant Loco Pilot to proceed to the Cabin or station to warn the Station Master. The Brakesman or Assistant Loco Pilot proceeding to the cabin or station shall show a Stop hand signal towards the station. The Guard shall, as soon as the train is stopped at the first Stop signal, checkup that the tail board or tail lamp is correctly exhibited and shall maintain a vigilant attitude in rear of the train. After fifteen minutes or such less time as may be prescribed by special instructions, the Guard shall, irrespective of whether the cause is apparent or not, proceed to protect the rear of the train in accordance with instructions laid down in Rule 6.03. If in the meantime the signal is taken ‗off‘, or the Loco Pilot receives the necessary authority to pass the signal in the ‗on‘ position, he shall sound the prescribed code of whistle to recall the Guard and exchange hand signal with him before starting the train.

In the case of a train not accompanied by a Guard, these duties shall devolve on the Loco Pilot.

If any Guard sees reason to apprehend danger or considers it necessary for any reason to stop the train, he shall use his best endeavors to attract the attention of the Loco Pilot.

In the absence of other means of communications with the engine, a Guard desiring to attract the Loco Pilot‘s attention shall apply his hand brake sharply and as suddenly release it, and wherever possible, he shall reverse the side lamps to show red towards the engine.

When the attention of the Loco Pilot has been attracted, the necessary hand signals shall be shown.

If the train is fitted with continuous brake, the Guard may, in case of emergency, apply such brake gradually to stop the train.

When the Loco Pilot sounds the prescribed code of whistle or the brake whistle, the Guards shall immediately apply their hand brakes.

When a train is travelling down a steep incline, the Guards shall, if necessary to steady the train, assist the Loco Pilot with their hand brakes.

Except under special instructions, the Loco Pilot shall always sound the whistle of the engine according to the prescribed code of whistle–

Engine whistle code shall be prescribed under special instructions.

No Loco Pilot or Guard shall enter the cab of a train while it is in motion.

No Loco Pilot or Guard shall remain in the cab of a train while it is in motion, except for the purpose of securing or repairing a fault in the train.

The Station Master shall be responsible for the efficient discharge of his duties devolving upon the staff employed, either permanently or temporarily, under his orders at the station or within the station limits and such staff shall be subject to his authority and direction in the working of the station.

The Station Master shall see that all signals, points, gates of level crossings and the whole machinery of his station are in proper working order and shall immediately report all defects therein to the proper authority.

The Station Master shall also be responsible to see that the working of the station is carried out in strict accordance with the rules and regulations for the time being in force.

No person other than the Station Master shall ask for or give Line Clear, or give authority to proceed.

The Station Master shall make himself thoroughly acquainted with the duties of the staff employed in the signal cabins, if any, at his station and shall satisfy himself that they perform their duties correctly, and in order to maintain an effective supervision over the said staff, frequently visit the signal cabins.

The Station Master shall ensure that the prescribed equipment is readily available in signal cabins and maintained in good working order.

Signal cabins shall be kept neat and clean and no unauthorised person shall be permitted to enter such cabins.

In addition to the General Rules for Indian Railways and Subsidiary Rules of a Railway, each station shall be provided with Station Working Rules applicable to the station, issued under special instructions.

A copy of the Station Working Rules or relevant extracts thereof shall be kept at cabins and level crossings concerned.

All messages and written authorities mentioned in these rules shall be prepared on prescribed forms laid down in these rules or prescribed under special instructions and shall be stamped with the station stamp.

If the authorised printed form is not available for any reason or in exceptional circumstances, a manuscript form containing all the particulars as contained in the prescribed form is issued as an emergency measure, reasons there for shall be recorded in the station diary.

In case of reception of a train on an obstructed line, the Station Master shall-

After the train has been brought to a stand at the relevant Stop signal, it may be received on the obstructed line by-

The train shall be brought to a stand at the facing points leading to the reception line until hand-signalled forward by a competent railway servant.

A Stop hand signal shall be exhibited at a distance of not less than 45 metres from the point of obstruction to indicate to the Loco Pilot as to where the train shall be brought to a stand.

The Loco Pilot shall keep his train well under his control and be prepared to stop short of any obstruction.

Should it be necessary, in an emergency, to receive a train on a line which is not signalled for reception, the Station Master shall ensure that––

The Loco Pilot, while entering a non-signalled line, shall proceed cautiously and be prepared to stop short of any obstruction.

In the event of a train having to be started from a line not provided with a Starter signal, the Loco Pilot shall be given a written permission to start: Provided that such permission may be dispensed with where a tangible authority to proceed is given to the Loco Pilot.

The written permission or the tangible authority to proceed referred to in sub-rule (1) shall not be given unless all the points for the departure of the train have been set and the facing points locked.

In the event of a train having to be started from a line out of a group of lines provided with a common departure signal, the Loco Pilot shall be given a written permission to start in addition to the authority to proceed under the system of working.

The written permission and the authority to proceed referred to in subrule

shall not be given unless all the points for the departure of the train have been set and the facing points locked.

Shunting operations shall be controlled by fixed signals or hand signals or by verbal directions.

The Loco Pilot shall not, however, depend entirely on signals and shall always be vigilant and cautious.

The speed during shunting operations shall not exceed 15 kilometres an hour unless otherwise authorised by special instructions.

No shunting shall be performed at a station under Centralised Traffic Control without the permission of the Centralised Traffic Control Operator or when Centralised Traffic Control is not in operation, without the permission of the Station Master.

For the purpose of shunting, the Centralised Traffic Control Operator may, when required, hand over the local control of working of traffic at a station or part of a station to the Station Master who shall thereafter be responsible for the shunting at the station or that part of the station for which the local control has been made over to him in the manner prescribed under special instructions.

A train waiting for an authority to proceed shall not be allowed to draw out up to an Advanced Starter for despatch, except where track circuit or axle counter has been provided between the Starter and Advanced Starter to indicate the presence of a train in advanced position.

The provision of sub-rule (1) shall not apply in case of shunting of a train within a station section itself.

No railway servant shall commence any loading, shunting or any other operation by which a running line may be fouled or obstructed without obtaining the previous sanction of the Station Master or of other railway servant nominated in this behalf under special instructions, who shall see that all necessary steps are taken for the protection of traffic, while such operation is being carried on and the necessary signals are kept at ‗on‘ until the obstruction is removed.

A sand hump or snag dead end shall not be obstructed for any purpose and when it has become obstructed, it shall cease to be a substitute for the adequate distance for the purpose of taking ‗off‘ signals.

When a report of any accident or obstruction is received by the Station Master, he shall see that all necessary precautions are taken by the most expeditious means possible, for the protection of traffic.

If an accident happens to a train, the Station Master shall arrange for all necessary assistance to be sent to the train.

The Station Master shall, as soon as practicable, report each accident in accordance with special instructions.

When a train is stopped between stations on account of accident, failure, obstruction or other exceptional cause and the Loco Pilot finds that his train cannot proceed, he shall apprise the Guard of the fact by sounding the prescribed code of whistle, or through walkietalkie or other means and exchange hand danger signals with him. Then the Guard shall immediately exhibit a hand danger signal towards the rear and check up that the tail board or tail light is correctly exhibited and switch on flasher light if provided in the rear of his brake-van. The Guard and Loco Pilot shall then immediately take the following action in the rear and the front:-

If a train carrying passengers does not arrive within 10 minutes or if a goods train does not arrive within 20 minutes after allowing for its normal running time from the station in rear, the Station Master at the station in advance shall immediately advise the station in rear and the Control of this fact. Thereafter on double or multiple lines, the Station Masters at either end of the block section shall immediately stop all trains proceeding into the block section on adjacent line or lines in either direction and warn the Loco Pilots and Guards of such trains by issue of suitable Caution Orders and shall also ascertain the whereabouts and the condition of the delayed train.

The action mentioned above shall be taken earlier, should the circumstances so require.

When a Loco Pilot becomes aware in a block section that he does not have an authority to proceed or a proper authority to proceed, he shall immediately stop the train.

The train shall be treated as an obstruction in the block section and protected as such, in accordance with Rule 6.03.

The Guard, or in his absence the Loco Pilot, shall convey the report of the occurrence to the nearest block station by the most expeditious means and the train shall thereafter move only in accordance with the instructions which may be issued by the Station Master to whom the occurrence has been reported : Provided that when a proper tangible authority to proceed is lost on the run, the Loco Pilot may proceed to the next station and report the occurrence to the Station Master.

Loco Pilots, Guards and Station Masters shall advise the Controller or the Centralised Traffic Control Operator of any known conditions or unusual circumstances likely to affect the safe and proper working of trains.

The Controller or the Centralised Traffic Control Operator, on becoming aware of such defect or failure, shall inform the same to the railway servant responsible for the maintenance of the equipment and other railway servants concerned.

If any portion of a train should, while in motion, become detached-

As soon as the rear portion of a train has been brought to a stand, the Guard of the train shall protect that portion in accordance with Rule 6.03 both in the front and the rear, and take steps to secure the vehicles in stationary position by pinning down hand brakes and wherever necessary and prescribed by special instructions by use of sprags and chains also.

The Guard shall indicate the parting of the train, by waving in repeated motions a green flag by day, or a white light by night, up and down vertically as high and as low as possible.

When both portions of a parted train are brought to a stand within sight of each other and it is possible and safe to couple them, the train shall be coupled with due caution under hand signals from the Guard provided necessary precautions have been taken to secure the rear portion in the manner described in sub-rule (2).

If the Loco Pilot of the parted train has already reached the block station in advance before he could bring the front portion to a stop, he shall instantly warn the Station Master of the parting as also the railway servant in charge of a cabin, if passed on the way, and shall not give up the tangible authority to proceed, if any, till the block section is cleared of all the vehicles of his train.

The duties of the Guard specified in this rule shall devolve on the Loco Pilot in the absence of the Guard.

When a train stopped in a block section has to be divided in consequence of an accident or the inability of the engine to take the whole train forward, the Guard of the train shall immediately take steps to protect the rear portion of his train in accordance with Rule 6.03.

If the engine is capable of proceeding either with or without vehicles, the Guard shall, after taking action as provided for in sub-rule (1) and before uncoupling, put down the brakes and shall, if necessary, otherwise carefully secure the rear portion of the train to ensure its remaining stationary.

When the Guard has taken action as provided for in sub-rule (2), he shall give a written permission to the Loco Pilot to uncouple and proceed to the next station and may, if he thinks fit, give him written instructions to return on the same line.

On sections of the single line where token working is in force, the Loco Pilot shall, before leaving any portion of his train in a block section, hand over the token to the Guard from whom he shall obtain a written receipt. The Guard shall retain the token until the block section has been cleared of all vehicles of his train.

At night or in thick, foggy or tempestuous weather impairing visibility, as soon as the engine, whether with or without vehicles is drawn forward, the Guard shall-

When the front portion of the train is taken forward, no tail lamp or tail board shall be placed on the rear vehicle of that portion of the train but the Guard shall give its number in full in the written permission referred to in sub-rule (3).

On entering a station with the knowledge that the block section in rear is obstructed, the first duty of the Loco Pilot is instantly to warn the Station Master of this fact. If a cabin is passed on the way to the station, the railway servant in charge of the cabin shall also be informed of the fact.

When, under written instructions referred to in sub-rule (3), the engine is to be brought back, the Guard shall, until the arrival of the engine, continue to remain in rear of the portion of the train left in the block section and shall not permit a following train, if any, to move any of the vehicles under his charge.

(a) The Loco Pilot shall not bring his engine, with or without vehicles, back on the same line unless he has received written instructions under sub-rule (3) from the Guard to do so.

On double or multiple line sections, the Loco Pilot may, under instructions from the Station Master, take the train back on the proper line, according to the system of working, until he can cross on to the line on which he has left the rest of his train and may then proceed by that line and after attaching the engine shall work the train to the station to which he is directed.

When moving under written instructions against the direction of traffic on a double line, or against the established direction of traffic on a single line, the Loco Pilot shall proceed cautiously and make frequent use of the prescribed code of whistle.

A railway servant noticing a fire, likely to result in loss of life or cause damage to property, shall take all possible steps to save life and property, to prevent it from spreading and to extinguish it.

In case the fire is on or adjacent to any electrical equipment, the railway servant shall, if he is competent in handling electrical equipment and specially trained for the purpose, have the affected part immediately isolated from its source of supply of electrical energy.

The occurrence of a fire shall, in every case, be reported to the nearest Station Master by the most expeditious means and the Station Master shall take such action as may be prescribed by special instructions.

All trains working between stations shall be worked on one of the following systems, namely:––

The Absolute Block and the Automatic Block Systems alone shall be used on every railway, except any railway or portion of a railway on which the use of any other system of working mentioned in sub-rule

may be sanctioned under special instructions subject to the conditions applicable to each system as described in these rules.

Where trains are worked on the Absolute Block System –

Unless otherwise directed by approved special instructions, the adequate distance referred to in clauses (b) and (c) of sub-rule (1) shall not be less than-

At a class ‘B’ station on double line, the line shall not be considered clear and Line Clear shall not be given, unless -

At a class ‘B’ station on single line, the line shall not be considered clear and Line Clear shall not be given, unless –

Class ‗A‘ station – When Line Clear has been given, no obstruction shall be permitted outside the Home signal, or, on the line on which it is intended to admit the train, up to the Starter pertaining to the said line.

Class ‗B‘ station- When Line Clear has been given, no obstruction shall be permitted outside the station section but shunting within the station section may go on continuously, provided the necessary signals are kept at ‗on‘.

When signals have been taken ‗off‘ for an incoming train on to a line which is not isolated, no shunting movement shall be carried out towards points over which the incoming train is to pass except as permitted by rule 5.16 of these rules. (Item no. 3 of AS-11 dt. 22.08.2023).

When Line Clear has been given, no obstruction shall be permitted in the block section in rear.

Shunting or obstruction for any other purpose shall not be permitted in the block section in rear unless it is clear and is blocked back.

Shunting or obstruction for any other purpose shall not be permitted in the block section in advance unless it is clear and is blocked forward: Provided that when the block section in advance is occupied by a train travelling away from the station, shunting or obstruction may be permitted behind the train under special instructions taking into consideration the speed, weight and brake power of trains and the gradients on the section, and as soon as intimation has been received that the train has arrived at the block station in advance, the line shall be blocked forward if it is still obstructed. Note. –– See Rule 8.14 also.

If the necessary signals are kept at 'on', shunting may be carried on within the station section, provided the provisions of Rule 8.09 are complied with for shunting up to Shunting Limit Board or Advanced Starter, where provided.

When signals have been taken 'off' for an incoming train on to a line which is not isolated, no shunting movement shall be carried out towards points over which the incoming train is to pass except as permitted by rule 5.16 of these rules. (Item no. 4 of AS-11 dt. 22.08.2023).

Where trains on a double line are worked on the Automatic Block system,

Unless otherwise directed by approved special instructions, the adequate distance referred to in sub-clause (i) of clause (c) of sub-rule

shall not be less than 120 metres.

(a)under special instruction, one of the automatic stop signal between two stations in the automatic block signaling territory in each direction may be made as modified semi-automatic stop signal;

(a) when the Loco Pilot finds mid-section modified semi-automatic stop signal with 'A' marker extinguished in 'on' position, he shall stop his train in the rear of the signal and inform this fact to the Station Master of the station ahead on approved means of communication as prescribed under special instructions;