Volume 4 PDF

ASIAN DEVELOPMENT BANK
AND
PEOPLES REPUBLIC OF BANGLADESH
MINISTRY OF COMMUNICATIONS
BANGLADESH RAILWAY
BAN TA 4847: INSTITUTIONAL SUPPORT FOR RAILWAY

REFORMS
WAY AND WORKS MANUAL

VOLUME 4 - PERMANENT WAY
(CHAPTERS XV-XVII)
PREPARED BY:
TERA INTERNATIONAL GROUP, INC. (TERA)
107 E. HOLLY AVENUE, SUITE 12
STERLING, VIRGINIA 20164, U.S.A.
TELEPHONE: ++1-703-406-4400 FACSIMILE: ++1-703-406-1550
AUGUST 2011
TERA INTERNATIONAL GROUP, INC.
TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR
PREFACE
The Way and Works Manual (the Manual) was last published by the erstwhile East Pakistan Railway in
1959, and was reprinted in 1966. After independence in 1971, the Bangladesh Railway came in to
existence in its present form. In 1980, the 1966 version of the Manual was again reprinted to meet staff
needs. In the past few decades there have been important developments including: introduction of long and
continuous welded rails, use of concrete sleepers, heavier rail-profiles, innovative elastic fastenings,
mechanization of maintenance, and introduction of advanced measuring equipment and maintenance
management systems. As a result, the traditional ballasted superstructure can still satisfy the high demands.
Also there have been significant changes in rules and regulations for conducting business following the
enactment of new laws and regulations by the Government. Notable examples include Recovery of
Possession of Lands and Buildings under Governments Ordinance of 1970; revision of the Railways
General Rules in 1981; Acquisition and Requisition of Immovable Property Ordinance 1982 that replaced
the Land Acquisition Act of 1894; the enactment of Public Procurement Act 2006 and the Public
Procurement Rules 2008 which are applicable for all procurement using public funds; and the
Governments procedure for processing and approval of railway development projects.
Importantly, the nation sees the railway as an economic and environmentally sustainable mode for the
transportation of goods and people to support socio-economic development and social interaction in the
country. As a cheap mode of mass transportation, the railway meets the needs of the poor and low income
segments of society in fulfillment of the Governments agenda for poverty reduction.
In this background the need for a new Way and Works Manual (WWM) for staff of the Civil Engineering
Department was greatly felt. This Manual has been prepared by TERA International Group, Inc. (TERA)
pursuant to the terms and conditions of the Contract for Consulting Services dated 19 June 2007 (Contract
No. COCS 70-016) for implementing advisory technical assistance TA BAN-4847: Institutional Support for
Railway Reforms.
The Manual is based on guidelines issued on the Bangladesh Railway from time to time and also draws on
the experiences gained on other railway systems operating under almost similar conditions. Concurrently,
with the WWM, a separate Manual of Instructions on Long Welded Rails (LWR) has been prepared. The
LWR Manual should be read as a supplement of the Way and Works Manual.
It is hoped that the Manual will meet the intended purpose of guidance for all levels of staff and help to build
and maintain modern track safely, efficiently and economically. It is expected that the Chief Engineers of
the East and West Zones may supplement with further instructions warranted by local circumstances, as
and when necessary.
This Manual is the result of a cooperative effort involving a large number of officers and staff of the
Bangladesh Railway. Their cooperation is greatly valued. Also various sources, both in print and on the
World Wide Web, were referred to for technological updates, which are gratefully acknowledged.
This Manual is for official use only
Dhaka: August 2011
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INSTRUCTION FOR THE USE OF THE MANUAL
The Way and Works Manual comprises 40 Chapters split in to four volumes as follows:
Volume 1: Duties of Officials (Chapters I to VII)
Volume 2: Works (Chapters VIII to XIV)
Volume 3 and 4: Permanent Way (Chapters XV to XVII)
Volume 5: Other Functions (Chapters XVIII to XL)
The Chapters (with Roman numerals) are subdivided in to Sections (with Arabic numerals i.e., 1, 2, etc.)
and Parts (with index letters, i.e., A, B, etc.). The numbering of paragraphs has been done according to a
three/four figure code in which the first digit or first two digits give the chapter number. Thus paragraph
1530 is from Chapter 15. The chapters are supplemented by additional material provided in annexes which
have been placed at the end of the Chapter/Section/Part. At the start of each volume, the Contents by
Chapter and Detailed Contents, complete with paragraph and sub-paragraph numbers, for all volumes
have been given.
During the course of revision of the Manual, it was seen that most of the basic documents including
applicable rules and regulations were not readily available to staff for reference. The basic documents,
including relevant rules and regulations, some of which had to be obtained from other Ministries and offices,
have been extensively quoted in the Manual and where considered necessary, relevant excerpts have
been included as Annexes. This has been done with the sole purpose of making the basic documents
available to all staff, which will increase awareness of and compliance with extant procedures
Concurrently, along with the Way and Works Manual, a separate Manual of Instructions on Long Welded
Rails (LWR) has been prepared. The LWR Manual should be read as a supplement of the Way and Works
Manual.
- ii -
ABBREVIATIONS
AEN
Assistant Executive Engineer
CWR
Continuous Welded Rails
GR
General Rules
LWR
Long Welded Rails
SAE
Sub-Assistant Engineer
SR
Subsidiary Rules
SSAE
Senior Sub-Assistant Engineer
SEJ
Switch Expansion Joint
HFL
High Flood Level
MB
Measurement Book
PPR
Public Procurement Rules 2008
PPA
Public Procurement Act 2006
E-
Engineering Code
CTPU
Central Procurement Technical Unit
GCC
General Conditions 0f Contract
Cm
centimeter
meter
mm
millimeter
km
kilometer
degree centigrade
BG
Broad Gauge
MG
Meter Gauge
- iii -
CONTENTS BY CHAPTER
CHAPTER
TITLE
PAGES
VOLUME 1
I
II
III
IV
V
VI
VII
Organizational Overview
Duties and Responsibilities of Divisional Engineer
Duties and Responsibilities of Assistant Executive Engineer
Duties and Responsibilities of Senior Sub-Assistant Engineer (Way)
Duties and Responsibilities of Senior Sub-Assistant Engineer (Works)
Duties of Head Mates, Gang Mete, Keyman and Wayman
Bridge Branch and Estate Department
1-2
3 - 11
12 - 24
25 - 41
42 - 47
48 - 55
56 - 65
VOLUME 2
VIII
IX
X
XI
XII
XIII
XIV
Preparation of Drawings
Development Projects, Surveys and Project Estimates
Preparation of Cost Estimates
Land Acquisition and Land Management
Execution of Works
Construction of New Line
Opening of New Lines
1-6
7 - 22
23 - 55
56 - 92
93 - 101
102 - 111
112 - 130
VOLUME 3
XV
Maintenance of Permanent Way (Section 1 Section 4)
1 169
VOLUME 4
XV
XVI
XVII
Maintenance of Permanent Way (Section 4 Section 7)

Re-laying of Permanent Way
Signals and Interlocking
1-165
166 183
184 - 192
VOLUME 5
XVIII Maintenance of Works
XIX
Measurement Books, Muster Sheets and Labor Pay Sheets
XX
Procurements and Contracts
XXI
Stations and Station Yards
XXII
Station Yards and Permanent Way Diagrams
XXIII Completion Reports
XXIV Rivers and Floods
XXV
Ghats
XXVI Cyclones and Norwesters
XXVII Breaches and Wash-outs
XXVIII Accidents, Obstructions and Enquiries
XXIX Ballast Train
XXX
Water Supply
XXXI Level Crossings and Gatemen
XXXII Trollies and Lorries
XXXIII Presidents Special Train
XXXIV Staff Quarters
XXXV Municipal, UNION Board and Chowkidari Taxation
XXXVI Booking of Railway Materials and Stores
XXXVII Bulk Oil Installations
XXXVIII Planting of Trees
XXXIX Environment and Social Dimensions
XL
Divisional Office Routine
- iv -
1 - 40
41 - 52
53 - 69
70 - 82
83 - 86
87 - 89
90 - 127
128 - 133
134 - 138
139 - 153
154 - 169
170 - 181
182 193
194 212
213 - 223
224 -225
226 - 232
233
234 - 237
238 - 239
240 241
242 259
260 - 263
DETAILED CONTENTS
VOLUME 1
Page
CHAPTER I: ORGANIZATIONAL OVERVIEW
12
101 Bangladesh Railway, 102 Civil Engineering Department, 103 Chief Engineer, 104
Engineer in Chief/Project Director, 105 Open line Organization.
CHAPTER II: DUTIES AND Responsibilities OF DIVISIONAL ENGINEER
3 11
201, General, 202, Duties of Divisional Engineer, 203, Duties of Divisional Engineer to
Maintenance of Permanent Way, (1) Inspection of track, (2) Maintenance of Long Welded
Rails, (3) Inspection and maintenance of bridges, (4) Maintenance of track with on-track
machines, 204, Duties of Divisional Engineer to Maintenance of Works, 205, Duties of
Divisional Engineer to Maintenance of Land Boundaries and Land Management, 206,
Duties of Divisional Engineer to Execution of New Works, (1) Responsibility for
sanction, starting work and expending public funds, (2) Execution of Works in
Emergency, (3) Proper Execution of Works, (4) Cost Control, (5) Control of Divisional
Accounts, (6) Works Register, 207, Checking of Works and Expenditure, (1) Checking
quality and quantity, (2) Scrutiny of Expenditure, 208, Schedule of Powers, 209, Conditions
of Contract, 210, Special Reports, 211, Emergency Payments, 212, Committee of Enquiry,
213, Other Matters, 214, Training of Staff, 215, Relinquishing Charge of Division, (1)
Statement of charge, (2) Responsibilities of Relieved and Relieving Officers, (3) Inspection
during Handing over, 216, Handing over Cash, Records and Instruments.
CHAPTER III: DUTIES AND RESPONSIBILITIES OF ASSISTANT EXECUTIVE
ENGINEER
12 - 24
301, General, (1) Jurisdiction of Assistant Executive Engineer, (2) Knowledge of Rules and
Regulations, 302, Essential Duties and Responsibilities of Assistant Executive Engineers,
(1) Action in case of Emergencies, (2) Essential Duties, 303, Inspections of Way and Works
by Assistant Executive Engineer, (1) Record of Inspections, (2) Inspection of Permanent
Way, (3) Inspection of LWR/CWR, (4) Inspection of Bridges, (5) Inspection of Works,
Buildings and Structures, (6) Inspection of Water Supply, Sewerage and Drainage
Systems, (7) Inspection of Railway affecting works/Railway affecting tanks, 304, Execution
of Track Renewals, 305, Maintenance of Bridges and Structures, 306, Execution of Works,
307, Inspection of Office and Stores of SSAEs, 308, Land Management and
Encroachments, (1) Inspection of Land Boundaries, (2) Land Management, (3)
Unauthorized Structures 309, Ballast, 310, Staff Matters, 311, Communications/Coordination with Officials of other Departments, 312, Water Supply, 313, Probationers and
Apprentices, 314, Checking payments to labor, 315, Committee of Enquiry, 316, Control
over Expenditure, 317, Inspection by Higher Officials, 318, Relinquishing Charge.
Annex 303(1): Trolley Inspection Diagram
CHAPTER IV: DUTIES AND RESPONSIBILITIES OF SENIOR SUB-ASSISTANT
ENGINEER (WAY)
25 41
401, Main Responsibilities, 402, Knowledge of Rules and Regulations, 403, Testing the
Running Quality of Track, 404, Routine Inspections and Supervision, 405, Safety of Track,
406, Action in case of Emergency, 407, Monsoon Patrolling and Inspections, 408,
Maintenance of Track and Facilities, 409, Stores, 410, Railway Land Boundary and
Unauthorized structures, 411, Quarterly Certificates, 412, Execution of Works affecting
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Track, 413, Ballast, 414, Staff and Establishment Matters, 415, Witnessing Payment to
Staff, 416, Committees of Enquiry, 417, Accompanying on Inspections of Higher Officials,
418, Look-out for Signals, 419, Other Matters, 420, Relinquishment of Charge.
Annex 401: General Rules applicable to Permanent Way Staff.
Annex 411: Quarterly Maintenance Certificate.
CHAPTER V: DUTIES AND RESPONSIBILITIES OF SENIOR SUB-ASSISTANT
ENGINEER (WORKS)
42 47
501, Main Duties of SSAE(Works), 502, Knowledge of Rules and Regulations, 503,
Inspections, 504, Execution of Works, 505, Maintenance of Buildings and Structures, 506,
Measurement of Works, 507, Imprest of tools and materials, 508, Knowledge of Standard
Specifications, Schedule of Rates and Procurement Guidelines and Contract Conditions,
509, Incurring Expenditure, 510, Coordination and Dealing with others, 511, Land
Boundaries, Encroachments and Unauthorized Structures, 512, Accompanying Inspections
of Officers, 513, Staff Matters, 514, Establishment Matters, 515, Relinquishment of Charge.
CHAPTER VI: DUTIES OF HEAD MATES, GANG MATE, KEYMAN AND WAYMAN
48 55
Section 1: Duties of Head Mates

601 General Responsibilities, 602 Knowledge of Rules and Signals, 603 Maintenance of
LWR Track.
Section 2: Duties of Gang Mates, Keymen and Waymen
604 Knowledge of Rules and Signals, 605 Safety of the Line, 606 Maintenance of Track,
607, Selection and Training of Keyman, 608, Keyman's Daily Inspection and Roster of duty
hours, 609, Daily Work of Keyman, 610, Keyman's Book, 611, Special Duties of Keymen on
LWR/CWR track.
Annex 610, Keymans Book.
CHAPTER VII: BRIDGE BRANCH AND ESTATE DEPARTMENT
56 65
Section 1: Bridge Branch

701, Organization of Bridge Branch, 702, Functions of the Bridge Branch, 703, Main Duties
and Responsibilities of Bridge Engineer, 704, Estimates and Control over expenditure, 705,
Knowledge of Rules and Regulations, 706, Essential duties of SSAE(Bridges), 707,
Execution of works, 708, Safety of line and Working Staff, 709, Provide Assistance during
Emergency, 710, Co-operation with Way and Works staff, 711, Accompanying on
Inspections of Higher officials, 712, Relinquishment of charge, 713, Duties of
SSAE(Workshop),
Section 2: Functions of Tube-well Branch under Bridge Engineer
714, Sinking of Tube-wells, 715, Proposals and Estimates of New Tube-Wells, 716, Repair
and Overhauling of Tube-wells,
Section 3: Estate Department
717, Functions of Estate Department, 718, Duties and Responsibilities of Chief Estate
Officer, 719, Duties and Responsibilities of Divisional Estate Officer.
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Page
VOLUME 2
CHAPTER VIII. PREPARATION OF DRAWINGS
16
801 General Requirements, 802 Land Plans, 803 Building Plans, 804 Railway Line, Station
Yard and Remodeling Plans, 805 Drawings of Bridges, 806 Water Supply, Drainage and
Sewerage, 807 Sizes of Drawings, 808 Scale of Drawings, 809 Title and Numbering of
Drawings, 810 Counter Signatures on Plans, 811 Completion Drawings, 812 Preparation
Care and Filing of Tracings, 813 Plans issued by the Chief Engineer's Office.
CHAPTER IX, DEVELOPMENT PROJECTS, SURVEYS AND PROJECT ESTIMATES
7 22
901 Planning Process for Railway Development Projects, (1) Budgeting and Development
Plans, (2) Annual Development Programme, 902 Railway Annual Development
Programme, (1) Main types of Projects, (2) Approval of Development Projects, 903
Surveys, 904 Land Acquisition, (1) Procedure of Land Acquisition (2) Authorization to enter
land, (3) Preparation of Plans and documentation, 905 Final Location Survey of New Lines,
906 Contact with Officials of the District, 907 Organizing Survey of New Lines, 908
Investigations during Final Location Survey of New Lines Foresight, 909 Requirements of
the User Department, 910 Alignment, (1) Suitability of Alignment to meet Demand of Trade
and Commerce, (2) Curves, (3) Ruling Gradient, (4) Alternative Alignments, (5) Interference
with Existing Railway lines, Roads, Waterways, (6) Branch Lines, 911 Bridges, (1)
Selection of Bridge Sites, (2) Design of Bridges, (3) Clear Height of Bridges, (4) Waterway
of Bridges, (5) River Protection Works, (6) Records of Highest Flood-Level, 912 Road
Crossings, 913 Station Yards and Junction Arrangements, 914 Station Buildings and
Residential Quarters, 915 Station Machinery, 916 Project Organization, 917 Assistance
from Civil Authorities, 918 Notes on Local Resources, 919 Field Notes and Field Books,
920 Survey for the Provision of Additional Lines, 921 Surveys for Gauge Conversion and
Dual Gauge Projects, (1) Choosing Gauge Conversion or Dual Gauge, (2) Alignment, (3)
Realignment of Curves, (4) Station Yards, 922 Signaling and Telecommunications, 923
Locomotives and Rolling Stock, 924 Project Report.
Annex 904(2): Rules to Enter and Inspect Immovable Property.
CHAPTER X, PREPARATION OF COST ESTIMATES
23 55
1001 General, 1002 Cost Estimate and Procurement Plan, 1003 Policy for Preparing Cost
Estimates, 1004 Form, Title and Registration of Estimates 1005 Important Criteria for
Preparing Estimates, (1) Estimates not to be prepared in piecemeal, (2) Grouping of similar
works, 3) Alternative estimates, (4) Project involving extensive alterations, (5) Tools and
Plant, 1006 Preparation of Estimates, (1) Development of Cost Estimates, (2) Project
Report, (3) Drawings to be part of Estimates, (4) Sanction of Estimates, (5) Safeguarding
Estimates, 1007 Estimates for Track Relaying, 1008 Estimates for Works Charged to
Capital, Depreciation Reserve Fund and Special Fund, 1009 Special procedure for Yard
Remodeling Schemes 1010 Establishment Charge, 1011 Cash and Stores Outlay, 1012
Financial and Economic Justification, 1013 Buildings for Government Railway Police, 1014
Changes in Cost Estimates, 1015 Revised Estimates, 1016 Supplementary Estimate,
1017 Deposit Works, 1018 Rates of Permanent Way Materials, 1019 Incidence of Cost of
Road Over-bridges and Under-bridges, 1020 Provision of Roadways over large Railway
Bridges, 1021 Allocation of Estimates, (1) Capital, (2) Depreciation Reserve Fund, (3)
Revenue.
Annex 1002(d): Development Project Proposal and Annual Procurement Plan.
Annex 1008(g): New Minor Works and New Works
Annex 1009(c)(ii): Catechism for Yard Remodeling
Annex 1021(2): Normal Life of Assets
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Page
CHAPTER XI: LAND ACQUISITION AND LAND MANAGEMENT
56 - 92
Section 1: Land Acquisition and Relinquishment

1101 Procedure when land is required for public purposes, 1102 Transfer of Land which is
Public Property, 1103 Acquisition of privatelyowned property including land, 1104 Action
by Deputy Commissioner - Publication of Preliminary Notice, 1105 Objection against
acquisition, 1106 Final Decision regarding Acquisition, 1107 Public Notice of property
acquisition and filing claims, 1108 Award of Compensation by Deputy Commissioner, 1109
Payment of compensation, 1110 Acquisition and Possession, 1111 Abatement or
Revocation of Proceedings, 1112 Use of acquired property, 1113 Requisition of property for
temporary and emergency purposes 1114 Certificate of possession 1115 Record of Land
Plans 1116 Land relinquishment.
Annex 1101(c): Rules for Acquisition and Requisition of Property (Excerpts of Acquisition
and Requisition of Immovable Property Ordinance 1982, Sections 3 to 27 and 37 and 38)
Annex 1104(b): FORM-A: Notice for Proposal to Acquire Property
Annex 1107(a): FORM-B: Public Notice for Acquisition of any Property,
Annex 1107(c): FORM-C: Public Notice to Occupier or Person interested in
Property.
Annex 1110(1): FORM-D: Declaration to be Published in the Official Gazette by
Deputy Commissioner,
Section 2: Land Management
1117 Land Management-General, 1118 Responsibilities for Land Management 1119
Licensing Railway Land Rules 1120 Maintenance of Railway Land Records 1121
Classification of Railway Land, 1122 Guidelines for Commercial Use of Railway Land 1123
Procedures for Licensing of Railway Land 1124 License of Railway land for Commercial
Purposes, (1) Land Allotment Committees (2) Preparation of Master Plan and Licensing
Procedure (3) Licensing to government, semi-government, and autonomous bodies (4)
Licensing to Educational and Religious Institutions (5) Exceptions for licensing (6) Licensing
in station area (7) Licensing of advertisement boards (8) Renewal of License fee (9)
Licensing of land at ghats (10) Licensing of Land to Kalayan Trust, (11) Licensing of Land
to Associated Organizations, (12) Sub-Licensing of Land to Another Party, 1125 Licensing
of Railway land For Agriculture Purposes, 1126 Licensing of Railway land for Pisciculture
(Fish farming) 1127 Collection of Tolls from Car parking, Railway Ghats and Bridges 1128
Licensing of Railway Land for Nursery Purpose 1129 Licensing of Railway Land for Other
Purposes 1130 Licensing of Railway Land not directly required for Railway Purpose 1131
Procedure for the Collection of License Fee for Railway Land
Section 3: Recovery of Possession of Unauthorized Occupation
1132 Legal Framework for Recovery of Possession, 1133 Main Provisions of the 1970
Ordinance (1) Eviction of Outgoing Lessee from Land or Building (2) Eviction of
Unauthorized Occupant (3) Recovery of Possession, Penalties and Forfeiture (4)
Compensation for Unauthorized Occupation (5) Jurisdiction of Civil Court 1134
Responsibility for Eviction of Unauthorized Occupation 1135 Procedure for Eviction of
Unauthorized Occupants
Annex 1132(2): Rules for Recovery of Possession of Lands and Buildings (Copy of the
Governments Ordinance of 1970)
Annex 1132(c)-1: Notification of Divisional Engineers to perform the functions of a Deputy
Commissioner (Copy of the Governments Notification of 1981).
Annex 1132(c)-2: Notification of Divisional Estate Officers to perform the functions of a
Deputy Commissioner (Copy of the Governments Notification of 1981)
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Page
Annex 1132(c)-3: Notification of Estate officer in headquarter to perform the functions of a
Deputy Commissioner (Copy of the Governments Notification of 1981)
Annex 1135(3): Pro forma for Reporting Occurrence of Unauthorized Occupation of
Railway Lands and Buildings
Annex 1135(5): Notice for Unauthorized Occupation under 1970 Ordinance.
CHAPTER XII, EXECUTION OF WORKS
93 101
1201 Commencement of Work 1202 Urgent Works 1203 Funding for Works 1204
Expenditure on Repair Work 1205 Alterations in Design 1206 Minor Modifications 1207
Expediency in Executing Works 1208 Agencies for Executing Works 1209 Responsibility of
Divisional Engineers 1210 Planning of Works 1211 Temporary and Works Establishment
1212 Note Books of Subordinates 1213 Site Order Book 1214 Environment Considerations,
1215 Resettlement and Social Aspects, 1216 General Instructions, (1) Protection and
convenience of the Public, (2) Safety of Staff, (3) Serious Accidents, (4) Religious
Buildings, (5) Archaeological Remains, (6) Strategic Considerations, (7) Rest Day, 1217
Progress Report 1218 Record of Important Structures, 1219 Irrigation Works 1220 Works in
Cantonment Areas 1221 Works chargeable to Deposit, 1222 Excess over Estimates, 1223
Departmental Charges, 1224 Remission of Departmental Charges.
Annex 1202(b): Urgency Certificate
CHAPTER XIII, CONSTRUCTION OF NEW LINES
102 - 111
1301 Preliminary arrangements, 1302 Programming of works with Foresight, 1303 Land,
1304 Dealings with the Civil Authorities, 1305 Setting out works, 1306 Standard
dimensions, 1307 Junction arrangements, 1308 Route Kilometer, 1309 Contracts and
measurements, 1310 Stores, (1) Responsibility for Stores, (2) Stores Suspense, (3)
Indents, 1311 Tools and Plant, 1312 Accounts, 1313 Completion as Scheduled, 1314
Finishing work, 1315 Bridge tablets, 1316 Completion Report, 1317 Public health,
sanitation, water supply and medical aid during construction, (1) Medical Attention, (2)
Drainage, (3) Water Supply.
Annex 1310(2): Procedure for Maintenance of Stores Suspense Account by Executive
Engineers in-charge of Construction Divisions.
CHAPTER XIV, OPENING OF NEW LINES
112 130
Section 1 Arrangements for opening for goods traffic

1401 General Instructions, 1402 Responsibility for Opening a Line to Goods Traffic, 1403
Incidence of Operating Expenses and Earnings, 1404 Goods traffic working haulage of
wagons responsibility of staff, 1405 Requirements at stations, 1406 Notice required by
Chief Commercial Manager and Chief Operating Superintendent, 1407 Action to be taken
by Executive Engineer, 1408 Action to be taken by Chief Engineer/Engineer-in-Chief and
Project Director, 1409 Action to be taken by Chief Operating Superintendent and Chief
Commercial Manager, 1410 Responsibility for opening/working of line during construction.
Annex 1405(1)(e): List of Equipment Required on Opening for Goods Traffic
Section 2: Arrangements for Opening for Passenger Traffic
1411 General Instructions, 1412 Fixing Date for opening for Passenger Traffic, 1413
Equipment, 1414 Supply of Rules, Time and Fare Tables, 1415 Co-operation of other
Divisional Officers, 1416 Documents to be furnished for Inspection, by Government
Inspector of Bangladesh Railway, 1417 Responsibility for Readiness of Line, 1418
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Completion of line, 1419 Final arrangements for inspection, 1420 Handling over of New
Lines for Operation to Open Line, 1421 Commissioning of Doubling Projects, 1422
Commissioning of Gauge Conversion and Dual Gauge Projects, 1423 Commissioning of
other Railway Projects, 1424 Transfer of Charge.
Annex 1413(2)(b)(i): List of Equipment Required on Opening for Passenger Traffic.
Annex 1416(a)(i): Example of Application to Government Inspector of Bangladesh Railway
for Opening of New Line
VOLUME 3
CHAPTER XV: MAINTENANCE OF PERMANENT WAY
Section 1: Classification of Routes, Track Standards and Track Tolerances
Part A Classification of Routes and Track Standards
1-13
1-6
1501 General, (1) Purpose of Track, (2) Need for maintenance, (3) External factors, 1502
Classification of Railway Lines and Track Standards, (1) Classification, (a) Categories of
Routes (b) Routes by Category, (2) Track Standards, (a) General, (b) Recommended
Standards of Track.
Part B Track Tolerances
6-13
1503 Track Tolerances, (1) Functions of the Track, (2) Forces on Track, (3) Transfer and
Distribution of Forces Through the Track, (a) Vertical force or Wheel load, (b) Longitudinal
Resistance, (c) Lateral Resistance, (d) Reduction in Lateral Resistance, (4) The Track
System and Its Defects, (5) Track Parameters, (6) Tolerances under Loaded or Unloaded
Condition, (7) Type of Track Tolerances, (a) Safety Tolerances, (b) Service tolerances or
good riding tolerances, (c) Maintenance Tolerances, (d) Slow Down Tolerances, (e) Index
Tolerances, (f) New Track Tolerances, (8) Officials to be Fully Conversant with Track
Tolerances
Section 2: Track Structure Elements
14-98
Part A. Ballast
14-21
1504, Purpose and Functions, 1505, Ballast Specifications, Profile and Quantities, (1)
Specifications, (2) Ballast Profile, (3) Ballast cushion, (4) Quantity of ballast, (5) Boxing-in of
ballast, (6) Assessment of ballast requirements, 1506, Collection and Training out of
Ballast, (1) Collection of ballast, (2) Ballast Depot and Training out, (3) Ballast collection
alongside track, (4) Accounting of ballast during handing over charge by Assistant
Executive Engineer, (5) Ballasting on new formation.
Annex 1505(1), Ballast Specifications
Part B. Sleepers
22-79
1507, Functions and Standards of Sleeper Laying, (1) Functions, (2). Laying of Sleepers,
1508, Wooden Sleepers, (1) Classification, (2) Preparation of Sleepers, (3) Laying of
wooden sleepers, (4) Packing sleepers, (5) Sleepers in sidings, (6) Stacking of Wooden
Sleepers, (7) Reconditioning of Wooden Sleepers, (8) Maintenance of wooden sleeper
track- some important points, (9) Use of Elastic Fastenings on Wooden Sleepers, 1509,
Steel Trough Sleepers, (1) General, (2) Laying of Steel Trough Sleepers, (3) Use of elastic
fastenings on steel sleepers, 1510, Maintenance of Track with Steel Sleepers, (1) Routine
maintenance, (2) Inspection of old steel sleepers, (3) Reconditioning of steel sleepers,
1511, Concrete Sleepers, (1) General, (2) Advantages of Concrete Sleepers, (3) Guidelines
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for use of concrete sleepers, (a) Concrete sleepers for new lines, (b) Concrete sleepers for
Renewals, (c) Concrete sleepers for Turnouts, (d) Concrete sleepers and Long Welded
Rails, (e) Concrete sleepers on curves, (f) Purpose of guidelines, (4) Elastic Rail Clips
(Pandrol clips) Assembly for Concrete Sleepers, (a) Fastening for Concrete sleepers, (b)
Elastic Rail Clip (ERC), (c) Cast Iron inserts, (d) Insulating liners, (e) Grooved rubber pads
or sole plates, (f) ERC Fastening Assembly, (5) Handling and laying of concrete sleepers,
(6) Concrete sleepers in turnouts, 1512, Inspection and Maintenance of Concrete Sleeper
Track, (1) Inspection, (2) Systematic Mechanized Maintenance, (3) Routine maintenance of
concrete sleeper track, (a) Annual maintenance program, (b) Spot attention and slack
picking by gangs, (4) Reorganization of Gangs, (5) Maintenance of elastic fastenings on
concrete sleeper, (a) Completeness of fastenings, (b) Maintenance of Elastic Rail
clips/Pandrol clips, (c) Maintenance of Rubber Pads, (d) Maintenance of Insulating liners,
(e) Checking effectiveness and Toe Load of ERCs, (f) Jamming of ERCs, (g) Maintenance
aspects of elastic fastenings, (6) Renewal of ERC fastenings, (a) General, (b) Testing of
ERCs, (c) Replacement of elastic rail clip, (d) Prevention of corrosion, (e) Initial treatment of
ERCs, (f) Lubrication of elastic rail clips, (7) Casual Renewal of Concrete Sleepers, (8)
Repair of concrete sleeper track damaged in derailment. (9) Maintenance of concrete
sleepers and track on Dual Gauge,
Annex 1508(9)(b): Maintenance of Meter Gauge Track using Wooden Sleepers with HRS
Double Shank Elastic Rail Spikes
Annex 1512(4)(b)-1: List of Track Maintenance Activities by MMU
Annex 1512(4)(b)-2: List of Suggested Equipment for Mobile Maintenance Unit
Annex 1512(9)(e)(i): Layouts of typical dual gauge turnouts 1 in 8.5 and 1 in 12 D variant
and T variant
Part C. Rails
80-98
1513 Standard Sections of Rails, 1514 Rail Deterioration Causes and Maintenance, (1)
Causes of Rail Deterioration, (a) Corrosion and rusting, (b) Wear on rail table, (c) Flattening
of rail table, (d) Wear on gauge face, (e) Hogging of rail end, (f) Battering of rail ends, (g)
Wheel burns, (h) Corrugation, (2) Rail Maintenance to reduce rail deterioration, 1515
Inspection and Ultrasonic Testing of Rails In Service, (1) Need for inspection and testing of
rails, (2) Ultrasonic testing of rails, 1516 Stacking and Handling of Rails, (1) Stacking, (2)
Handling of Rails, (3) Breakage of Rail during Loading and Unloading, (4) Special
Precautions for Handling 90 kg/mm2 UTS Rails, 1517 Rail Closures, 1518 Rail/Weld
failures, (1) Definition, (2) Action to be taken when a rail/weld fails in track, (3) Reporting of
rail/weld failure in track, (4) Record and analysis of rail failures, (5) Failure of rails within the
Guarantee period, 1519 Fish-Plates, (1) Use and Care of Fish Plates, (2) Tightening and
easing of fish bolts, (3) Fish-plate failures, (4) Combination fish plates, (5) Joggled fish
plates, (6) Insulated fish plates.
Annex 1513(b): Standard Sections of 90A and 75A Rails.
Annex 1516(4): Guidelines for Handling 90 kg/mm2 UTS Rails.
Annex 1518(2)(a): Duties of Mate for Apprehending Danger
Annex 1518(3)(a)(i): Pro forma for Reporting Rail/Weld Failures
Section 3: Maintenance of Permanent Way
99-137
1520 Importance, 1521 Systems of Track Maintenance, (1) Traditional manual

maintenance, (2) Mechanized maintenance, (3) Reorganization, 1522 Planning of Annual
Program of Track Maintenance, (1) System maintenance requirements, (2) Planning of
track maintenance, (3) Annual Program of Track Maintenance, 1523 Systematic
Overhauling, (1) Timing and Purpose, (2) Sequence of operations in Overhauling, 1524
Through Packing, (1) Work to be done before through packing, (2) Sequence of operations
in through packing, (a), Trough packing, (b) Opening of track, (c) Exceptions, (d) Tidying up
of the section, (e) Through packing and tamping, (f) On-the-job training, (g) Monitoring of
through packing work, (h) Time schedule, (i) detailed instructions, 1525 Picking up Slacks,
1526 Maintenance of Station Yards, Track Drainage and Earth-Packed Tracks, (1) Tracks
- xi -
Page
in station yards, (2) Distance pieces to platform lines, (3) Drainage of track and yards, (4)
Earth-packed tracks, 1527 Lifting and Lowering of Track, (1) Lifting of Track, (2) Lowering
of Track, 1528 Maintenance of Rail Joints, (1) General, (2) Efficient maintenance of rail
joints, (3) Defects in rail joints, (4) Other important aspects of rail joints maintenance, (5)
Chamfering of bolt holes in rails, (6) Tightening and easing of fish bolts, (7) Lubrication of
Rail Joints, 1529 Dual Gauge Track and its Maintenance, (1) Dual Gauge, (2) Track
Structure on Dual Gauge, (3) Concrete Sleepers for Dual Gauge, (4) Maintenance of Dual
Gauge Track, (a) Methods of maintenance, (b) Maintenance Tolerances, (5) Maintenance
of Long Welded Rails in Dual Gauge Track, (a) Thermal compressive forces, (b) Track
stability against compressive forces, (c) Maintenance Precautions against higher
Compressive forces in LWR in dual gauge tracks, (6) Maintenance of PSC Sleepers in Dual
Gauge tracks, 1530, Creep, (1) Causes and Problems, (2) Precautions to reduce creep, (3)
Monitoring and Recording of Creep, (4) Provision of Rail Anchors to arrest Creep, (5)
Prevention of creep on steel trough sleeper track, (6) Adjustment of creep, 1531, Buckling
of Track, (1) General, (2) Conditions which induce buckling, (3) Precautions against
buckling, (4) Action on buckling of track, 1532, Deep Screening of Ballast, (1) General, (2)
Procedure for systematic deep screening (other than LWR sections)
Annex 1524(2)(g)(iii): Gang Work Order Book.
Annex 1530(3)(c)(i): Pro Forma for Creep Register
Section 4: Maintenance of Track in Special Locations
138-169
Part A. Track Circuits and Maintenance of Track Circuited Sections
138-144
1533 Track Circuited Sections, (1) Track Circuits, (2) Operation of Track Circuits, (3)
Precautions to be taken while working in Track circuited Areas, (4) Planning of relaying
work in track-circuited sections, 1534 Insulated joints (1) Functions of Insulated Joints, (2)
Types of Insulated Joints, (a) Standard insulated joint, (b) Glued insulated joint, (c) Permali
insulated joint, (3) Laying of Insulated Joints, (4) Special requirements for maintenance of
glued insulated joints,
145-169
Part B. Turnouts and their Maintenance

1535, Turnouts, (1) General and Definitions, (2) Turnouts, (3) Diamonds and Slips, (4)
Crossings, (a) Built-up crossings, (b) Cast manganese steel (CMS) crossings, (c) Obtuse
Crossing, (5) Switches, (a) Under-cut switches, (b) Over-riding switches, (c) Advantages of
over-riding switches, (d) Length of tongue rails and stock rails, (e) Loose Heel and Fixed
Heel switches, (f) Switches may be straight, curved and partly curved, (6) Other
components used in Switches and Crossings, (a) Use of rail screw/plate screw in lieu of
dog spike/round spike in turnouts ,(b) Bolts for points and crossings, (c) Spherical washers,
(d) Switch anchors, (e) Check rails for turnouts, (f) Tie plates, (g) Stretcher bars and
brackets for stretcher bars, (h) Slide chairs and mild steel flat bearing plates, (7) Turnout
sleepers, (a) Wooden sleepers, (b) Steel Sleepers, (8) Turnouts on Concrete Sleepers, (a)
General, (b) Production of turnout sleepers, (c) Use and care in handling concrete sleepers
in turnouts, (d) Site preparation for laying, (e) Assembly of turnout on concrete sleepers, (f)
Insertion of pre-assembled turnout, (9) Turnouts on Dual Gauge, (a) General, (b) Layouts of
dual gauge turnouts, (c) Schedule of Maximum and Minimum clearances, (d) Offsets for
dual gauge turnout, (10) Static Switch,
VOLUME 4
1536, Inspection of Turnouts, (1) Inspection, (a) Special attention to turnouts, (b) Regular
inspections by officials, (2) Points and Crossings Inspection Register, (3) Inspection of
points and crossings in Dual Gauge turnouts,1537, Maintenance of turnouts, (1) General,
(a) Alignment, packing and fittings, (b) Clearances, (c) Cant to rails, (d) Gauge, (e) Superelevation, (f) Ballast, (g) Other maintenance aspects, (2) Maintenance of Switches, (a)
General, (b) Fitting and housing of switch and stock rails, (c) Housing of tongue rail, (d)
- xii -
1-33
Page
Bend in stock rail, (e) Wide gauge at toe of switch, (f) Fixing of slide chairs, (g) Gauge ties,
(h) Wear on switch and stock rails, (i) Heel of switch, (j) Stock rail wear, (k) Wear on
switches, (l) Maintenance aspects, (3) Maintenance of Crossings, (a) Permissible Wear in
crossings, (b) Replacing Crossings, (4) Maintenance of lead portion and turn-in curve, (5)
Other aspects of maintenance and operation of turnouts, (a) Alterations of Points, (b)
Working on interlocked points, (c) Fitting lock (treadle) bar, (d) Date of laying points and
crossings, (e) Resetting of Points, (f) Packing of turnout sleepers, (g) Trap switches and rod
connections, (6) Standard Dimensions and Tolerances for Turnouts 1538, Reconditioning
of Crossings and Switches
Annex 1536(2)(a): Format for Points and Crossings Inspection Register
Annex 1536(3)(d): Pro Forma for Inspection of Points and Crossings in Dual Gauge
Turnouts.
Annex 1537(4)(ii)-1: Offsets for Turnouts (BG and MG) with Straight Switch
Annex 1537(4)(ii) 2: Offsets for Turnout (BG and MG) with Curved Switch)
Annex 1537(6): Main Dimensions and Tolerances of Turnouts
Annex 1538(b): Reconditioning of Points and Crossings
Part C. Maintenance of Track on Bridges
37-46
1539 Rails on Bridges, (1) Longitudinal profile and cant of rails, (a) Camber, b) Rail Cant,
(2) Rail joints over the bridge, (3) Fastenings on girder bridges, (4) Short welded rails and
LWR on bridges, 1540 Sleepers on Bridges or Bridge Timbers, (1) Size, treatment, endbinding and dating of bridge timbers, (2) Preparation and laying of bridge timbers, (3) Other
fixtures on bridges, 1541 Inspection and Maintenance of Track on Bridges, (1) Bridge
approaches, (2) Inspection and maintenance of track on bridges, (3) Dual Gauge Track on
Bridges - Inspection and Maintenance
47-69
Part D. Curved Track and Realignment of Curves

1542 Definitions and General Standards, (1) Radius and degree of curve, (2) Reference rail
on curves, (3) Gauge on curves, (4) Super-elevation or cant, (5) Cant deficiency, (6) Cant
Excess, (7) Cant gradient and cant deficiency gradient, (8) Rate of change of cant or rate of
change of cant deficiency, (9) Maximum permissible speed on curve, 1543 Safe Speed On
Curves, Super Elevation and Transition, (1) Safe speed by empirical method, (2) Safe
speed based on cant and cant deficiency, (3) Speed for determining cant to be provided,
1544 Transition Curves, (1) General, (2) Length of transition curve, (3) Laying transition
curve, (4) Transition for compound curves, (5) Transition for reverse curves, (6) Running
out cant on transitions, 1545 Indicator Boards at Curves, (a) Curve Board, (b) Tangent
points indication posts, (c) Indication of cant, (d) Cant boards, (e) After realignment of
curves, (f) Curve reference posts, 1546 Speed over Turn-out Curves, (1) Provisions in
General Rules, (2) Turn-outs on running lines with passenger traffic, (3) Speed over
interlocked turnouts, 1547 Turnouts on curves, (1) Permissible speed on curved main line
at turnouts, (2) No change of super-elevation over turnouts, (3) Curves of contrary flexure,
(4) Curves of similar flexure, (5) Cross-over on curves, (6) Diamond crossing on Curves,
1548 Extra clearance and Grade Compensation on Curves, (1) Extra clearance on curves,
(2) Compensation for curvature on gradient, 1549 Vertical curve, 1550 Realignment of
Curve, (1) Ride on curves, (2) Inspection of Curves, (3) Criteria for realignment of a curve,
(4) String-lining operations, (5) Determination of revised alignment and computation of
slews Operation 2, (6) Slewing the curve to revised alignment - Operation No. 3, (7)
Realigning curves on double or multiple lines, 1551 Other Maintenance Operations on
Curves, (1) Cuttings of rails on curves, (2) Joints on curves, (3) Check rails on curves, (4)
Wear on outer rail of curves, (5) Measurement of rail wear on sharp curves.
Annex 1544(3)(e): Calculation of Maximum Permissible Speed on Curve and Layout of
Transition Curve
- xiii -
Page
Part E. Welding of Rails, Short Welded Rails and Long Welded Rails
70-86
1552 Welding of Rails, (1) Conventional Joints and welding, (2) Types of Rail Welding, (3)
Flash-Butt Welding, (4) Thermit Welding, 1553 Short Welded Rails (SWR), (1) Definitions,
(2) Track structure for SWR, (3) Initial laying of SWR, (4) Gaps at initial laying of short
welded rails, 1554 Maintenance of SWR, (1) Care in maintenance, (2) Regular
Maintenance of short welded rails, (3) Gap survey and adjustment of gap, (4) Conversion of
SWR in to LWR, 1555 Long welded rails/Continuous welded rails, (1) Why Long Welded
Rails, (2) Benefits of Long Welded Rails, (3) Laying and Maintenance of Long Welded
Rails/Continuous Welded Rails.
Annex 1552(4)(c): Procedure for welding rail joint using Quick Alumino Thermic Welding
Process
Annex 1552(4)(d): Dos and Donts for Alumino-Thermic (Thermit) Welding
Annex 1553(4)(a): Map of Bangladesh giving range of and mean annual rail temperatures
Part F. Treatment of Bad Formation
87-96
1556 Formation or Sub grade, (1) General, (2) Purpose and functions of sub-grade, (3)
Design of sub grade, (4) Failure of formation in sub-grade of running lines, (5) Problems
due to formation failure, 1557 Treatment of Troublesome Formation, (1) Classification, (2)
Investigations and testing, (3) Soil testing, (4) Remedial measures.
Annex 1557(3)(b): Grain Size Analysis and Atterberg Limits - Definitions
Annex 1557(4)(a): Suggestions for Treatment of Bad Formation.
Section 5: Track Maintenance with On-Track Machines
97-118
1558 Track Maintenance and Machines, (1) Introduction, (2) Justification for machine
maintenance, (3) Types of machines, 1559 On-Track Tamping Machines, (1) Types and
functions, (2) Working Principles- Lining of Track, (3) Levelling of Track, (4) Tamping or
Packing System, 1560 Other On-Track Machines for track maintenance, (1) Dynamic Track
Stabilizer, (a) Purpose, (b) Working principles, (c) Advantage, (2) Ballast Cleaning
Machines, (a) Functions and Types, (b) Working principles, (3) Ballast Regulating
Machines, (4) Track Laying and Special Purpose Machines, 1561 Planning for introduction
of mechanical maintenance, (1) Pre-requisites for mechanized maintenance, (2) Annual
Plan for machine deployment, (3) Arrangements for working of on-track tamping machines,
(4) Works associated with tamping of track, (a) Pre-tamping, (b) During tamping work, (c)
Precautions during tamping work, (d) Post tamping work, (5) Other aspects of working withtrack machines.
Annex 1561(2): Track Maintenance Organization Recommended with On-Track Machines,
1 Introduction, 2 Three-Tier System of Track Maintenance, 3 Planned maintenance with
On-track Machines, 4 Mobile Maintenance Units (MMUs) 5 Tasks assigned to MMUs, 6
Equipment of MMUs, 7 Sectional Gangs, 8 Outsourcing of Track Works, 9 Staffing and
Training, 10 Stores and Workshop facilities, 11 Management Aspects, 12 Conduct of Pilot
trials.
Section 6: Track Recording, Analysis and Monitoring
119-128
1562 Track Recording, (1) Track Geometry, (2) Track Inspections, 1563 Track Recording
Equipment, (1) Types of Equipment, (2) Track Recording Car, (3) Hallade Track Recorder,
(4) Oscillograph Car, (5) Portable Accelerometers.
Annex 1563(2)(f)-1: Electronic Track Recording Car (MG).
Annex 1563(2)(f)-2: TRACK RECORDING, ANALYSIS AND MONITORING
- xiv -
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Section 7: Functional Arrangements, Safety and Outsourcing of Track Works
129-151
Part A. Permanent Way

1564 Responsibility of Engineering Officials, 1565 Permanent Way Gangs for Manual Track
Maintenance, (1) Strength of Gangs, (2) Muster Sheets of Gangs, (3) Gang Tools and
Equipment, (4) Loose fittings and materials, (5) Record of work by gangs and artisans,
1566 Checking of work of Permanent Way Gangs by SSAE(Way), (1) Examination of
gang's work, (2) Examination of tools and equipment, (3) Periodical testing in safety rules,
1567 Reports and Records on Permanent Way, (1) Special reports on the condition of
permanent way, (2) Section register of SSAE(Way), (3) Permanent way plans and
diagrams, 1568 Records of Materials under Trial, 1569 Miscellaneous items Associated
with Track Maintenance, (1) Felling of trees which Obstruct view, (2) Classification of
materials, (3) Traveling cranes, (4) Fouling Marks, (5) Scotch blocks, (6) Fog Signal Post,
1570 Trolley Refuges, 1571 Standard Dimensions, 1572 Verification of land boundaries,
1573 Section Limit Boards, Kilometer and Gradient Posts, 1574 Imprest of Permanent Way
Materials, (1) Imprest stock, (2) Recoupment of Imprest, (3) Revision of imprest stock.
Annex 1565(3)(a): List of Gang Tools and Equipment
Annex 1567(2): Section Register of SSAE(Way)
Annex 1567(3)(a)(iv): Permanent Way Diagram Station Yard
Annex 1569(1)(c): Removal of Tress Dangerous to or Obstructing Working of a Railway
Annex 1574(1)(a)(iii): Recommended Scale of Imprest Stock of Permanent Way Materials
Part B. Safety
152-163
1575 Safety in Track Work, (1) Responsibility of permanent way staff, (2) Work involving
danger to traffic, (3) Temporary Engineering Caution Indicators, (a) Caution Indicator, (b)
Speed Indicator, (c) Stop Indicator, (d) Termination Indicator, (4) Display of Temporary
engineering Caution Indicators, (a) Hand caution signals for Engineering speed restriction
of short duration, (b) Banner flags for works of short duration, (c) Banner flags inside fixed
signals, (d) Speed Restrictions not in the vicinity of station, (e) Obstruction requiring a dead
stop not in the vicinity of a station, (f) Curve post and curve board, (5) Signalmen for
Temporary signals, (6) Responsibility of SSAE(Way), (7) Training of permanent way staff in
track safety, (8) Permanent Speed Restriction Indicators, 1576 Blocking of Line for
Engineering Work. (1) Blocking of single line between stations for engineering work, (a)
Normal circumstances, (b) Blocking lines in an Emergency, (2) Blocking Up or Down line (in
double line section) and introduction of single line working (a) Blocking in normal
circumstances, (b) Blocking line in Emergency.
Annex 1575(1): Rules Pertaining to Safety of track
Part C. Outsourcing
164-168
1577 Outsourcing of Track Work, (1) Why Outsourcing, (2) Track maintenance activities
amenable for outsourcing, (3) Procurement of Track Works, (4) Contracting of Track
Maintenance Works, (a) Schedule of track works, (b) Standard Specifications, (c)
Packaging of track works, (d) Speed restrictions, (e) Tenders for and management of
contracted track works, (5) Supervision of Outsourced Track Works, (6) Safety on
Outsourced Track Works, (a) Responsibilities as Principal Employer, (b) Responsibility for
safe working, (7) Safety Measures for Track Works, (a) Training, (b) Supervision, (c)
Stacking of materials and working of road vehicles, (d) Safety Equipment, (e) Contract
schedule, (f) Safety in track works, (g) Supplementary safety instructions, (h) General.
- xv -
Page
CHAPTER XVI, RE-LAYING OF PERMANENT WAY
169-186
1601 Track Renewal Program, (1) Planning for Track Renewals, (2) Classification of
sections, 1602 Track Renewal Programs, (1) Main types of track renewals, (2) Policy in
regards to track renewal programs, (3) Points and Crossings Renewal Program, (4) Rail
Anchor Program, (5) Ballasting Program, (6) Yard Renewal Program, (7) Bridge Timber
Renewal Program, (8) Preparation of Track Renewal Programs, 1603 Important Safety
Rules, 1604 Minimizing Obstruction and Detention to Traffic, (a) Blocking of line, (b) Extend
of work, 1605 Relaying of Track-Circuited Track, 1606 Preliminary Arrangement for
relaying, (1) Arrangements for departmental work, (2) Arrangements for Outsourced
relaying works, 1607 Detailed Procedure for Relaying, 1608 Points requiring Special
Attention during Relaying, 1609 Complete track renewals, 1610 Special instructions
regarding new types of material/equipment, 1611 Adjusting creep before Renewals, 1612
Loading and Transportation of Rails, (1) Rails loaded on Rail trucks, (2) Carriage of rails by
labor. 1613 Staggering of Rail Joints, 1614 Expansion Gaps, 1615 Sleepers, 1616 Care of
Fittings and Fastenings, 1617 Labor-Housing, Medical and Sanitary Arrangements, 1618
Screening Ballast, 1619 Post relaying work, 1620 Handing Over and Taking Over of
Relaying works, 1621 Mechanized Track Relaying, 1622 Use of Portal Cranes for Relaying,
1623 Operations for Relaying using Portal Cranes, (1) Preparatory work at site of relaying,
(2) Pre-assembly of Panels, (3) Forming of relaying train, (4) Actual Relaying, (5) Post
relaying works, 1624 Procedure for Manual Laying, (1) Relaying of Concrete Sleeper Track,
(2) Loading and Unloading, (3) Manual Laying Procedure.
CHAPTER XVII, SIGNALS AND INTERLOCKING
187-192
1701 Background, 1702 Planning and Execution Track and Signal/Interlocking Works, 1703
Duties of Way and Works Staff in Signal Areas, 1704 Point Indicators and Trap Indicators,
1705 Fog Signal Posts, 1706 Permanent Way work to be done before Interlocking, 1707
Locking Arrangements for Non-Interlocked Switches, 1708 Clamps for non-interlocked
points, 1709 Joint Inspection of Signals, Points and Crossings, 1710 Putting in or Removing
Points or Crossings, 1711 Work on Points and Crossings by SSAE(Way), 1712 Speed
Restriction on New Points, 1713 Work by Signal Staff on Points not Opened for Traffic,
1714 Treadle Bars, 1715 Wires and Pull Rods to be kept Clear, 1716 Maintenance of
Permanent Way in front of Cabins.
VOLUME 5
CHAPTER XVIII: MAINTENANCE OF WORKS
1-40
Section 1: Maintenance of Land Boundaries
1801 Land Boundaries, 1802 Closing Unauthorized Openings in Railway and Boundary,
1803 Fencing.
Section 2: Inspection and Maintenance of Bridges
1804 Waterways, 1805 Water Flow in Small Bridges, 1806 Examination of Bridges, 1807
Inspection of Bridges by Assistant Executive Engineer, 1808 Inspection, Scrutiny and
Endorsement of Bridge Registers by Divisional Engineer, 1809 Review of Bridge Registers
by Additional Chief Engineer, 1810 Inspection and Maintenance of Bridges by
SSAE(Way)/(Works), 1811 Responsibility of Bridge Engineer, 1812 Holding down bolts for
Girders, 1813 Bridges with Bed Timbers and Bed Stones, 1814 Permanent Way on
Bridges, 1815 Protection of Bridge Timbers against Fire, 1816 Protecting Workmen on
Bridges under repairs, 1817 Opening new bridges, 1818 Painting of Bridges, 1819
Cooperation between Engineers for Bridge Maintenance,
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Page
Section 3: Maintenance of Service Buildings and Staff Quarters

1820 Inspection of buildings, 1821 Petty Repair Books, 1822 Internal and External
Finishing of Station Buildings, 1823 Refreshment Rooms and Running Rooms, 1824
Execution of Maintenance of Buildings, 1825 Maintenance of Institutes, Club houses, and
other Structures for Staff, 1826 Station Machinery, 1827 Staff Quarters, 1828 Surplus
Buildings, 1829 Sale and Dismantlement of Buildings.
Annex 1806(a): Aspects to be covered during Inspection of Bridges by Assistant Executive
Engineer; 1 Flooring and foundations, 2 Masonry in sub-structure, 3 Protective works and
water ways, 4 Girder alignment and bearings, 5 Structural condition of girders, 6 The
condition of steel work, 7 Track on the bridge and bridge approaches, 8 Trolley and safety
refuges, 9 Foot-paths, 10 Painting, marking HFL and Danger level, providing foundation
particulars and bridge name boards, 11 Flood records at important bridges, 12 Precautions
against damage by fire, 13 Equipment of watchman, 14 Road over/under bridges, 15
Concrete bridges, 16 During Flooding
Annex 1806(b): Pro forma for Information on Major and Important Bridges to be given in
Bridge Register
Annex 1817: Rules for obtaining Government Inspectors Sanction to start
work on bridges and to open bridge works after completion.
Annex 1818(b): Painting of Bridges; 1.0 Corrosion and its prevention, 2.0 Protective
Coatings by painting, 3.0 Metallizing and Epoxy based Paints, 4.0 Epoxy based Paints.
Annex 1822(b): Color Scheme for Station Buildings
CHAPTER XIX, MEASUREMENT BOOKS, MUSTER SHEETS AND LABOUR PAY

SHEETS
41-52
Section 1: Measurement Books

1901 Record of Measurements, 1902 Measurements to be Recorded, 1903 Measurement
Book, 1904 Recording Measurements, (1) Machine numbering of pages of measurement
book, (2) Commencement of Measurements, (3) Making of entries in measurement book,
(4) Erasures, overwriting and cancellations, (5) Direct recording of measurements, (6)
Signing of measurements by contractor, (7) Referencing in measurement book, 1905
Register of Measurement Books, 1906 Authority Entering Measurements, 1907
Computation of Quantities, 1908 Preparation of Abstracts in Measurements Books, 1909
Checking Entries, 1910 Supply of Measurement Books, 1911 Entries, 1912 Regular
Payments, 1913 Delay in taking Measurements, 1914 Loss of Measurement Book, 1915
Bills for Supplies, 1916 Standard and Approximate Measurements, 1917
Measurements based on Standard Type Drawings, 1918 Responsibility for
Maintenance of Measurement Books, 1919 Measurements by Senior Supervisors,
1920 Measurement of Ballast/Material Train Works, 1921 Measurement of Ballast.
Section 2: Muster Sheets
1922 Muster Sheets, 1923 Issuance of Muster Sheet and Labor Pay Sheet, 1924
Duplicate of Muster Sheets, 1925 Entries in Muster Sheet, 1926 Check of Muster Sheets,
1927 Closing of Muster Sheets, 1928 Payments, 1929 Records.
Appendix 1903(b): Instructions for Recording of Measurement Book.
- xvii -
Page
CHAPTER XX: PROCUREMENTS AND CONTRACTS
53-69
2001 General, 2002 Public Procurement Rules (PPR) 2008, (1) PPR 2008, (2) Applicability
of the PPR 2008, 2003 Coverage of Public Procurement Rules 2008, 2004 Delegation of
Financial Powers, 2005 Procurement Plans, 2006 Procurement during Emergencies, 2007
Request for Quotation Method (RFQ), (1) Use of RFQ Method, (2) Threshold values for
Procurement by RFQ, (3) Procedures for invitation of quotations under RFQ Method, 2008
Direct Procurement Method, (1) When to Use Direct Procurement Method, (2) Forms of
Direct Procurement, (3) Approval for Direct Procurement, (4) Procedure for Direct
Procurement, 2009 Use of Direct Contracting, 2010 Procurement of Additional Deliveries
and Repeat Orders, 2011 Issuance of Variation Order or Extra Work Order, 2012
Preparation of a Variation Order or an Extra Work Order, 2013 Costing, Payments and
Starting Work under Variation Order or Extra Work Order, 2014 Use of Direct Cash
Purchase, 2015 Use of Force Account
Annex 2003: Public Procurement Rules 2008- Contents
Annex 2005: Procurement Plans
CHAPTER XXI: STATIONS AND STATION YARDS
70-82
2101 Design of New Yard or Remodeling of Yard - General Instructions, (a) Foresight, (b)
Standard Dimensions, (c) Signals, (d) Lightings, (e) Train examination facilities, (f) Special
facilities, 2102 Specific Requirements for Design (Remodeling) of Yards, (1) Specific
Requirements, (2) Approval Process, 2103 Principles of Design, 2104 Working Rules, (1)
Working rules for interlocked stations, (2) Working Rules for Non-Interlocked Stations 2105
New Crossing Stations, 2106 Maintenance of Stations, 2107 Platforms at Stations, 2108
Platform fencing, 2109 Waiting rooms, 2110 Foot-Over bridge, 2111 Unauthorized
structures, 2112 Station Approaches, 2113 Culverts within Station Limits, 2114 Borrow pits
in Station Yards, 2115 Sanitation, 2116 Standards of Facilities to be Provided at Stations,
(a) Platforms, (b) Waiting Rooms, (c) Toilet facilities for railway workshop staff , (d) Drinking
Water.
Annex 2101(1)-1: Some considerations for Preparation of Yard Designs
Annex 2101(1)-2: Remodeling Catechism - Passenger Traffic Lines and Working Facilities.
CHAPTER XXII: STATION YARD DIAGRAM AND PERMANENT WAY DIAGRAM
83-86
2201 Station Yard Diagram, 2202 Preparation of Station Yard Diagram, 2203 Permanent
Way Diagram - Purpose, 2204 Preparation of Permanent Way Diagram - General
Instructions
Annex 2201: Permanent Way Diagram of Station Yard
Annex 2203(b): Permanent Way Diagram.
CHAPTER XXIII: COMPLETION REPORTS
87-89
2301 Definition and Purpose, 2302 Details required in Completion Report, 2303 Works
completed within sanctioned amount, 2304 Joint Works, 2305 Revenue Works, 2306
Completion Drawings and Rent Statements, 2307 Accounts, 2308 Submission of
Completion Reports, 2309 Preparation of Completion Reports, 2310 Completion/Drawings,
2311 Date of Completion of work, 2312 Responsibilities of Divisional Office .
- xviii -
Page
CHAPTER XXIV: RIVERS AND FLOODS
90-127
Section 1: River Flooding and Protection

2401 Introduction, 2402 Bangladesh Rivers and Floods, 2403 History of Bridges and
Training Works, (a) Awareness of History and Past Behavior, (b) Record of Past History, (c)
Updating of past history, 2404 Danger level at Bridges, (1) Definition, (2) Determining of
Danger Level, (3) Marking of Danger Level. 2405 Protection, of Bridges during Floods, (1)
Bridges to be observed, (2) Watchmen for bridge Observation and Protection, (3) Action to
be taken by SSAE(Way), (4) Soundings at Bridges during Floods, (5) Pricking and borings
at important bridges, (6) Procedure when danger soundings are recorded, (7) Cross-section
of River Bed, 2406 Reserve Stock of Stone Boulders for Monsoon, 2407 Protection of
Approach Banks, 2408 Protection of the Line during Floods, (1) Staff to be out on Line, (2)
Water attaching banks, (3) Water over rails, (4) Sudden rise of water level in river, (5)
Floods close to line, (6) Other situations requiring protection measures, (7) Protection of
track during floods, 2409 Patrolling of the Railway Line, (1) Types and Arrangements for
Patrolling, (2) Action to be taken by Patroller when damage is detected, (3) Responsibilities
of officials for patrolling, (4) Procedure of staff at site of damage, 2410 River Surveys, (1)
Classification, (2) Obtaining accurate soundings, (3) Rough soundings, (4) Survey plans,
2411 Weather Warning, 2412 Special Inspection during monsoon, 2413 Flood records,
2414 Rivers and Food Register,
Section 2: River Training and Protection Works
2415 Purpose of River Training and Protection, 2416 Guide Bunds, (1) Functions and
components of guide bund, (2) Inspection and Maintenance of Guide Bunds, (3) Failures
and remedial measures, 2417 Spurs (Groynes), 2418 Other Types of River Training
Measures, (a) Marginal Bunds, (b) Closure Bunds, (c) Assisted Cut-Offs, 2419 Design of
River Training Works, 2420 Procedure for Building River Training and Protection Works.
Annex 2402(4): Rivers and Floods, 1 Rivers of Bangladesh - River Network and
Morphology, 2 Hydrological Aspects, 3 Sediment Related Aspects, 4 Flooding in
Bangladesh, 5 Impact on Railway- Need for Knowledge of River Flow and Protection, 6
River Protection Works, 7 Different Types of River Training Works, 8 Guide Bunds, 9 Spur
or Groyne Structures, 10 Details of the Protection Works for the Spur, 11 Marginal bunds,
Closure bunds and Assisted cut offs.
Annex 2416(1): Jamuna Multipurpose Bridge River Training Works.
CHAPTER XXV: GHATS
128-133
2501 General Information, 2502 Sites for Ghats, 2503 Suitability of sites, 2504 Foresight,
2505 Supply and Custody of Permanent Way Material, 2506 Formation Level at Ghat, 2507
Station Offices and staff quarters, 2508 Material other than Permanent Way, 2509 River
training for ferry work, 2510 River Training works, 2511 Records of Water Level at Ghats.
Annex 2508: Scale of Materials for Ghat Stock
Annex 2511(d): Recording and Reporting of Water Level Gauge Readings.
CHAPTER XXVI: CYCLONES AND NORWESTERS
134-138
2601 General Information, 2602 Cyclones, 2603 Getting to Know Storms, 2604
Norwesters, 2605 Storm Warnings, 2606 Actions to be taken in the Event of Storm
Warnings.
Annex 2605(c): List of Railway Officials to be given Weather Warnings by Bangladesh
Meteorological Department through Regional Forecast Center, Patenga, Chittagong.
- xix -
Page
CHAPTER XXVII: BREACHES AND WASH-OUTS
139-153
2701 General, 2702 Action in the Event of Heavy Flood, 2703 Precautions when
Overtopping of Bank is Expected, 2704 Precautions when Track is Submerged, 2705
Action in the Event of Breaches, 2706 Action in the case of Major Breaches, (1) Repairs to
damaged track, (2) Procurement and Arrangement of Labor, (3) Diversion, (4)
Transhipment, (5) Weight and Depth of Standard Girders, 2707 Temporary Bridging, (1)
Sleeper Stacks, (2) Sleeper Cribs, 2708 Clearing Wreck or Girders, 2709 Temporary Rail
Girders, 2710 Arrangements for Transshipping Passengers, 2711 Pile Driving and driving in
strong Current, 2712 Precautionary Measures against Damage by Floods, 2713 Premonsoon Precautionary Measures, (1) Foresight, (2) Labor, (3). Plant and Materials, 2714
Materials for Emergencies, 2715 Service Spans and Rail Clusters, 2716 Railway Affecting
Works, 2717 Weather warnings and action to be taken, . (1) General, (2) Precautions to be
taken by Station Master, Driver and Guard - Regarding controlling of trains, (3) Action by
the SSAE(WAY), (4) Action by the Gang Mates, (5) Action by Inspecting officials
Annex 2706(3)(d): Setting out a Semi-Permanent Diversion
Annex 2706(5): Weight and Depth of Different Spans of Standard Girders.
CHAPTER XXVIII: ACCIDENTS, OBSTRUCTIONS AND ENQUIRES
154 169
2801 Rules Relating to Accidents, 2802 Proceeding to site, 2803 Responsibility, 2804
Action to be taken at Scene of Accident, 2805 Attendance of Police, 2806 Sketch of
Accident, 2807 Examination of Track after Accident, 2808 Report to the Chief Engineer,
2809 Repairs to damaged track for Restoration of Through Running, 2810 Procurement
and Arrangement of Labor, 2811 Transshipment, 2812 Diversions around obstructions,
2813 Removal of Restrictions, 2814 Disclaiming responsibility, 2815 Accidents not
concerning Engineering Department, 2816 Caution Orders, 2817 Procedure for conducting
accident enquiries, 2818 Accident relief Trains, 2819 Abnormal Occurrences - Bad riding of
engines or displacement of track.
Annex 2801(b): Duty of Railway Staff for Securing Safety.
Annex 2806(b): Track Measurements at Site of Accident
Annex 2807(b): Particulars of permanent way to be collected in case of Accident.
Annex 2818(a): Permanent way Imprest of Relief Trains
Annex 2819(c): Rough Riding Inspection Report by SSAE (Way)
CH APTER XXIX: BALLAST TRAINS
170-181
2901 General Instructions, 2902 Requisitioning of Ballast Trains, 2903 Cancellation of

Ballast Train, 2904 Ballast Train in Emergencies, 2905 Taking over Vehicles for use on
Ballast Train, 2906 Engineering Official in-charge of Ballast Train, 2907 Equipment, 2908
Testing of Brake Power, 2909 Speed of Ballast Trains, 2910 Daily Reports by Train Guard,
2911 Co operation with Station Masters, 2912 Precautions for Safety of Labor, 2913
Driver's Hours of Work, 2914 Pay and allowances of Train guard, 2915 Hire of Engines and
Vehicles, 2916 Relief Engines, 2917 Ballasting Orders, 2918 Code letter and Number of
Ballast Train, 2919 Precautions during stormy Season, 2920 Daily labor, 2921 Wagon load
or Smaller Consignments, 2922 Materials required for Work between Stations, 2923 Ballast
Train Returns.
Annex 2901(b): Rules for Working Ballast Trains (Excerpts of General Rules, 1981,
Chapter III
Annex 2910: Daily Report of Ballast Train Working
Annex 2923: Ballast Train Return
- xx -
Page
CHAPTER XXX: WATER SUPPLY
182-193
3001 Sources of Supply, 3002 National Policy for Water Supply, 3003 Requirement of
Water, 3004 Water Supply from Outside Sources, 3005 Development of Railway Sources
for Water Supply - Brick Percolation Wells, 3006 Shallow Tube-Wells, 3007 Deep Tubewells, 3008 Types and Selection of Pumps, 3009 Pump Installation, 3010 Driving Units,
3011 Capacity of Pumping, 3012 Pump Capacity, 3013 Responsibilities for Pumping Plant,
3014 Water Treatment - Quality of Water, 3015 Water Samples for Analysis, 3016 Method
of Treatment, 3017 Disinfection of Water, 3018 Residual Chlorine, 3019 High Service
Tanks, 3020 Float Gauges and Scouring Sluices, 3021 Size of Service Pipes, 3022 Water
Distribution Plans, (1) Distribution System, (2) Layout of Distribution Systems, (3)
Protection against Pollution near Sewer and Drains, 3023 Responsibilities for Maintenance
of Water Supply Installations, 3024 Inspections by Assistant Executive Engineer and
Supervisors.
Annex 3014: Standards of Quality of Drinking Water.
CHAPTER XXXI: LEVEL CROSSING AND GATEMEN
194-212
3101 Responsibility of Assistant Executive Engineer, 3102 Control of level-Crossing, 3103

Classification and Standard of Level Crossings., 3104 Equipment of Gateman, 3105
Locking arrangement, 3106 Skew level crossings, 3107 Normal position of gates, 3108
Lamps at Level Crossing Gates, 3109 Gardening and Cultivation by Gateman, 3110 Track
Structure at Level Crossings, 3111 Level Crossing Indicators. 3112 Inspection and
Maintenance of Level Crossing, (a) Obstruction of view, (b) Opening out of Level Crossing,
(c) Check Rails, (d) Inspection and maintenance of track at level crossings, (e) Painting, (f)
Repairs to road surface, (g) Unmanned level crossings, 3113 Gate Lodges, 3114 Roster of
hours of duty, 3115 Duties of Gateman, 3116 Alertness of Gateman, 3117 Action in an
Emergency, (a) On Double line, (b) Single Line, 3118 Gate left open while train is passing,
3119 Responsibility of SSAE(Way), 3120 Inspections by Assistant Executive Engineer.
Annex 3103(c): Standards of Level Crossing Gates
Annex 3110(c): Schematic diagram of double check rail at Special and A Class level
crossings.
Annex 3111(d): Schematic Diagram of speed breakers and caution boards at level
crossings for road traffic.
Annex 3119(g): Level Crossing Inspection Book
Annex 3119(h): Level Crossing Register.
CHAPTER XXXII: TROLLEYS AND LORRIES
213-223
3201 Rules for Working, 3202 Authority to use Trolley/Motor Trolley/Lorry, 3203
Responsibility of Officials for safe working of Trolleys and Lorries, (a) Responsibility for safe
working, (b) Responsibility for Trolleys, (c) Responsibility for Lorries 3204 Equipment of
Trolley/Lorry, (a) Trolley, (b) Lorries, 3205 Manning of Trolley, 3206 Working of Trolley, (a)
Use of Trolley by authorized person. (b) Protection of Trolley. (c) Use of trolley by other
persons, (d) Trolleys traveling together, (e) Removal of Trolley/Motor trolley from line, 3207
Trolley Design and Identification, 3208 Attaching Trolleys to Trains, 3209 Parking Trolleys,
3210 Carriage of Trolley by a Train, 3211 Accident to Trolleys, 3212 Motor Trolleys, 3213
Lorry Crew, 3214 Design and Identification of Lorries, 3215 Working and Protection of Lorry
on Line, (a) Working of lorry, (b) Blocking line for lorry, (c) Working without blocking line, (d)
Protection while working without blocking line, (e) Removing lorry from line, 3216 Attaching
to Train, 3217 Parking Lorries, 3218 Accident to Lorry,
Annex 3212(b): Rules for the Running of Motor Trollies.
- xxi -
Page
CHAPTER XXXIII: PRESIDENTS SPECIAL TRAIN
224-225
3301 General Instructions, 3302 Responsibility of Divisional Engineer, 3303 Patrolmen,

3304 Guarding loose materials, 3305 Danger Signal, 3306 Special Measures at Level
Crossing, 3307 Discovery of Obstruction, 3308 Trolley Patrol by Officials, 3309 Travel on
Locomotive, 3310 Engineering Department Trains, 3311 Closing of level crossing gates,
3312 Temporary Restrictions, 3313 Stock of Signal Lamps 3314 Special precautions.
CHAPTER XXXIV: STAFF QUARTERS
226-232
3401 Provision of Quarters, 3402 Allocation of Quarters, 3403 Water Supply and Sanitation
Policy, 3404 General Instructions, (a) Numbering of Quarters and Buildings, (b) Siting of
Buildings and Quarter, (c) Drainage Schemes, (d) Unauthorized Constructions, (e)
Protection against Fire,3405 Handing over of Staff Quarters, 3406 Remission of Rent, 3407
Hire of Private Buildings, 3408 Temporary Buildings, 3409 Cleanliness of Quarters, 3410
Maintenance of Staff Quarters, 3411 Inspection of Quarters, 3412 Rent of Quarters, 3413
Assessment of Rent, 3414 Responsibility for Rent Rolls, 3415 Retention of accommodation
after death of employee, 3416 Alterations and Additions to Quarters.
Annex 3402(a)(iii): Application Form for Allotment of Residential Accommodation.
CHAPTER XXXV: MUNICIPAL, UNION BOARD AND CHOWKIDARI TAXATION
233
3501 General, 3502 Railway Act Provisions, 3503 Status of Payment of Local Taxes.
CHAPTER XXXVI: BOOKING OF RAILWAY MATERIALS AND STORES
234 237
3601 Railway Material Consignment Note, 3602 Consignments of over 20 kilograms, 3603
Procedure for Fare Adjustment for Railway Material Consignment, 3604 Inspection by
Traffic staff, 3605 Dispatch of Railway Materials without Inspection by Traffic staff, 3606
Claims for Loss and Damage, 3607 Procedure in the event of Loss or Damage, 3608
Avoidance of Delay to Stock, 3609 Taking Delivery of Consignments.
CHAPTER XXXVII: BULK OIL INSTALLATIONS
238 239
3701 General Requirements, 3702 Selection of Sites of Bulk Oil Installations, 3703
Approach Road and rent for land, 3704 License Agreement.
CHAPTER XXXVIII: PLANTING OF TREES
240 241
3801 General Information, 3802 Tree Planting, 3803 Plant Nurseries, 3804 Hedges on
platforms, Flower and Vegetables gardens.
CHAPTER XXXIX: ENVIRONMENTAL AND SOCIAL CONSIDERATIONS
242 259
3901 Background, 3902 Railways Development Impact, 3903 Regulatory Requirements,

3904 Environmental Impacts of Railway Projects, (1) Impact on Surface Water regime, (2)
Impact on Air, (3) Waste Water, (4) Solid Wastes, (5) Noise and Vibration, (6) Soil Erosion,
(7) Impact on Forest Resources, (8) Protected Areas and Archaeological Artifacts, (9) Toxic
and Hazardous Chemicals, 3905 Impacts from use of Natural Resources in Construction,
(1) Use of Natural resource Materials, (2) Waste from Field Operations, 3906
Environmental Considerations during Execution of Works, (1) Responsibility of Divisional
Engineer, (2) Provisions in Tender Documents, 3907 Environmental Monitoring, 3908
Resettlement and Social Considerations, (1) Social Assessment, (2) Resettlement and
Compensation, (3) Community Consultation, (4) Responsibilities of Divisional Engineer, (5)
Poverty, (6) Indigenous People, (7) Public Health Issues, (8) Gender, 3909 Safety, (a)
- xxii -
Page
General rail operational safety, (b) Train/worker accidents, (c) Level crossings safety, (d)
Pedestrian Safety, (e) Safety and convenience of public in the execution of works, (f) Staff
Safety, (g) Enhance railway safety, 3910 Energy Conservation, (1) Global Warming and
Climate Change, (2) Energy Efficiency.
Annex 3903(c): Procedure for issuing Environmental Clearance Certificate
Annex 3904(1)(c): Impacts of the Construction of Railways in Bangladesh in the earlyTwentieth Century
CHAPTER XL: DIVISIONAL OFFICE ROUTINE
260-263
4001 Working Hours, 4002 Head of Office, 4003 Stock-taking and Preservation of Records,
4004 Use of Official stationery and Stamps, 4005 Endorsements on the back of
Documents, 4006 Use of Half-margin Forms, 4007 Important Points in Correspondence,
4008 Circulars from Chief Engineer, 4009 Sale of stores, 4010 Temporary Speed
Restrictions, 4011 Contractors Bills, 4012 Letter Dispatch Service, 4013 Messaging by
Fax/E-Mail/Telephone Control Message, 4014 Duties of Head Assistants in-charge, 4015
Absence of Head Assistant, 4016 Allocation of duties of Assistants.
- xxiii -
VOLUME 4
1536
Inspection of Turnouts
(1) Inspection
(a) Special attention to turnouts
(i)
The upkeep and condition of turnouts shall be given special attention, and all
components, including spacing of sleepers, fastenings, locking bolts and others must be
complete and kept in good condition. The track gauge must be exact and the check rail
clearance shall be regularly checked with a gauge. The sleepers shall be in good condition
and defective ones should be changed.
(ii)
Standard layout drawings of turnouts are being supplied to all Assistant Executive
Engineers and SSAE(Way) and should be strictly followed while laying all turnouts. Table
1536(1)(a)(ii) details standard dimensions and inspection locations for DG, BG, and MG
points and crossings.
(b) Regular inspections by officials
(i)
It is very essential that points and crossings are inspected at regular intervals to
identify defects that develop in the course of time and take remedial action to rectify them.
(ii)
Inspection by SSAE(Way) and SAE(Way): SSAE(Way)-in-charge of the section
and his SAE(Way) shall carryout thorough inspection of points and crossings in passenger
running lines once in three months and other lines once in six months by rotation.
SSAE(Way) is personally responsible for seeing that all points and crossings are kept in
proper working order, that they are complete in all respects and that the correct standard
dimensions shall be maintained.
(iii)
Inspection by Assistant Executive Engineer: The Assistant Executive Engineer
should inspect, once a year, all points and crossings on running lines and 10 percent of the
points and crossings on other lines in the sub-division and record observations in the points
and crossings register of the SSAE(Way).
(iv) Inspection by Divisional Engineer: The Divisional Engineer should inspect at his
discretion a certain number of points and crossings, particularly in running lines and such
as are recommended for renewals, every year.
(2) Points and Crossings Inspection Register
(a) The measurements done during the inspection of points and crossings should be entered in a Points
and Crossings Register, which is to be maintained by SSAE(Way) as per the format given in Annex
1536(2)(a).
(b) The gauge and cross level measurements shall be done at the nominated stations as indicated in the
inspection pro forma. The track geometry at the turnout should not be inferior to that applicable to the route.
(c) During the inspections of points and crossings by Divisional Engineer and Assistant Executive Engineer,
they will record observations in the SSAEs Points and Crossings Registers and also see that the past
observations have been attended to.
(3) Inspection of Points and Crossings in Dual Gauge Turnouts
(a) Inspection of dual gauge turnouts by various officials shall be done so as to maintain the stipulated
frequency for both the broad gauge and meter gauge taken as separate lines.
-1-
Table 1536(1)(a)(ii): Various dimensional details of Dual Gauge points and crossing of Bangladesh Railway
(i) Main Acute

(ii) Curved Acute
1 in 8.5 D
1 in 8.5 T
RH & LH
RH & LH
RH & LH
RH & LH
LH
LH
90 Ib A
41.004 Metre
90 Ib A
41.004 Metre
90 Ib A
29.4985 Metre
90 Ib A
29.4985 Metre
90 Ib A
41.004 Metre
90 Ib A
41.004 Metre
90 Ib A
29.4985 Metre
90 Ib A
29.4985 Metre
90 Ib A
41.004 Metre
90 Ib A
41.004 Metre
90 Ib A
29.4985 Metre
90 Ib A
29.4985 Metre
5970
8446
7275
5970
8501
7274
4800
6205.6
7710
4800
6198
5970
8501
6795
5970
8501
6795
4800
6205.6
7710
4800
6198
5970
8501
6795
5970
8501
7274/6795
4800
6205.6
7710
4800
6198
4 45' 49"
0
3 48' 20.68"
4 45' 49"
0
3 48' 10.56"
6 42' 35"
0
5 18' 10"
6 42' 35"
0
5 18' 10"
4 45' 49"
0
3 48' 20.68"
4 45' 49"
0
3 48' 10.56"
6 42' 35"
0
5 18' 10"
6 42' 35"
0
5 18' 10"
4 45' 49"
0
3 48' 20.68"
4 45' 49"
0
3 48' 10.56"
1 in 12 D
Non - Standard Type 2 (DG to MG)

1 in 12 T
1 in 8.5 D
1 in 12 T
1 in 12 D
Dual Gauge
Non - Standard Type 1 (DG to BG)
1 in 12 T
1 in 8.5 D
1 in 8.5 T
1 in 12 D
1 in 8.5 T
RH & LH
6 42' 35"
0
5 18' 10"
6 42' 35"
0
5 18' 10"
Remarks
Derailing Switch
Fixed Heel
Common Rail
BG + MG
Configuration Configuration
90 Ib A
90 Ib A
(iii) Obtuse
Lead of Crossing (Dist. TNC. Of Main Acute
xing to Heel Block)
Length of Switch
Angle of Switch
length of Switch Stock Rail
Length of Tounge Rail (Over Riding)
i) Fixed Heel
ii) Loose Heel
Heel Divergence
Throw of Switch
Clearance at NOSE
Clearance of Check Rail
Depth on Check Block
ANC to TNC (Acute Crossing)
Radius
TNC to Back of Crossing
Actual toe of Switch to Stock Joint
Total No of Switch
Total Number of Sleeper(Wooden SLEEPER)
Transitioned Sleeper
i) Ahead
ii) Behind
Componant of Points and Crossing
i) Main Acute
ii) Curved Acute
iii) Obtuse Acute
iv) Switch
v) Check Rail
vi) Lead Rail
(i) Straight 3 8'

11.04"
3 8' 11.04"
4 17' 40"
4 17' 40"
3 8' 11.04"
3 8' 11.04"
4 17' 40"
4 17' 40"
3 8' 11.04"
3 8' 11.04"
4 17' 40"
4 17' 40"
27866 mm
7730 MM
27866.5 mm
7730 MM
20724 mm
4724 MM
20724.5 mm
4724 MM
27866 mm
7730 MM
27866.5 mm
7730 MM
20724 mm
4724 MM
20724.5 mm
4724 MM
27866 mm
7730 MM
27866.5 mm
7730 MM
20724 mm
4724 MM
20724.5 mm
4724 MM
(ii) Curve 3 7'

58.97"
0 27' 35"
12332
0 27' 35"
12332
1 34' 27"
12800
1 34' 27"
12800
9020
9020
4724
4724
133 mm
114 mm
41 mm - 44 mm
41 mm - 44 mm
50 mm
0
458120 mm
3834.5 mm
1500 mm
3 Sets.
71 Nos. (9.37 cum)
133 mm
114 mm
41 mm - 44 mm
41 mm - 44 mm
50 mm
167 mm
458120 mm
3834.5 mm
1500 mm
3 Sets.
71 Nos.(9.37 cum)
136 mm
114 mm
41 mm - 44 mm
41 mm - 44 mm
50 mm
118.5 mm
222200 mm
3106 mm
840 mm
3 Sets.
51 Nos.(6.61 cum)
136 mm
114 mm
41 mm - 44 mm
41 mm - 44 mm
50 mm
118.5 mm
222200 mm
3106 mm
840 mm
3 Sets.
51 Nos.(6.61 cum)
0 27' 35"
12332
0 27' 35"
12332
9020
9020
133 mm
133 mm
114 mm
114 mm
41 mm - 44 mm
41 mm - 44 mm
41 mm - 44 mm
41 mm - 44 mm
50 mm
50 mm
167 mm
167 mm
458120 mm
458120 mm
3834.5 mm
3834.5 mm
1500 mm
1500 mm
2 Sets
2 Sets
71 Nos. (9.37 cum) 71 Nos.(9.37 cum)
1 34' 27"
12800
4724
136 mm
114 mm
41 mm - 44 mm
41 mm - 44 mm
50 mm
118.5 mm
222200 mm
3106 mm
840 mm
2 Sets
51 Nos.(6.61 cum)
1 34' 27"
12800
0 27' 35"
12332
0 27' 35"
12332
4724
9020
9020
136 mm
133 mm
133 mm
114 mm
114 mm
114 mm
41 mm - 44 mm
41 mm - 44 mm
41 mm - 44 mm
41 mm - 44 mm
41 mm - 44 mm
41 mm - 44 mm
50 mm
50 mm
50 mm
118.5 mm
167 mm
167 mm
222200 mm
458120 mm
458120 mm
3106 mm
3834.5 mm
3834.5 mm
840 mm
1500 mm
1500 mm
2 Sets
2 Sets
2 Sets
51 Nos.(6.61 cum) 71 Nos. (9.37 cum) 71 Nos.(9.37 cum)
1 34' 27"
12800
1 34' 27"
12800
4724
4724
136 mm
114 mm
41 mm - 44 mm
41 mm - 44 mm
50 mm
118.5 mm
222200 mm
3106 mm
840 mm
2 Sets
51 Nos.(6.61 cum)
136 mm
114 mm
41 mm - 44 mm
41 mm - 44 mm
50 mm
118.5 mm
222200 mm
3106 mm
840 mm
2 Sets
51 Nos.(6.61 cum)
4115 MM
0
4115 MM
0
1 35' 30"
9000
1 35' 30"
9000
4115
120 mm
114 mm
4115
120 mm
114 mm
117934 mm
117934 mm
840 mm
1 sets
17 Nos.
840 mm
2 sets
17 Nos.
(i)Gauge at Actual Toe of Tongue is 1676 + 6 mm
Item
Rail
Length of Turnout
Crossing Body
(a) Length of
(i) MainAcute
(ii) Curved Acute
(iii) Obtuse
(b) Angle of crossing
Standard
(ii) Required Bend to be Given at 748 mm from ATS for 1 in 12 and 218 mm from ATS for 1in 8.5 for Curve Stock Rail only.
Gauge
Turnout
2 nos (1:40 & 1:60) 2 nos. (1:40 & 1:60) 2 nos. (1:40 & 1:60) 2 nos. (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60)
2 nos. (1:40 & 1:60) 2 nos. (1:40 & 1:60) 2 nos. (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60) 2 nos (1:40 & 1:60)
1
1
1
3
8
16
1
1
1
3
8
16
1
1
1
3
8
12
1
1
1
3
8
12
1
1
2
4
14
1
2
6
10
1
1
1
1
2
6
13
Special Location of Turnout for Inspection
1. All flangeway clearances; 2. Depth on all check block; 3. Throw of tongue rails; 4. Cross Level (+/- 5 mm); 5. Alignment; 6. Gauge at i) toe of switch (+6 mm), ii)
Stock rail joint, iii) Nose of all crossings, iv) Heel block, and v) Lead; 7. Offsets on curve of lead of crossing (to be measured from gauge face of straight track to
gauge face of curved track and perpendicular to curve track); 8. Packing under i) Heel block, ii) Toe of switch, iii) Nose of crossings; 9. Expansion gaps (min. 3 mm
and max.6 mm); 10. Position of transitioned sleeper ahead and behind the turnout (1:40 and 1:60); 11. Sleepers and fitings whether in proper position as per
drawing and fittings are properly secured; 12. Wear - a) Limits of vertical wear on nose and wing rail of crossing i) 6 mm for main line (speed 64 kph and above), ii)
10 mm for loop line and other passenger running line (speed <64 kph), iii) 14 mm for siding lines; b) Limits of vertical wear on tongue rail - 6 mm.
.
-2-
Table 1536(1)(a)(ii): Various dimensional details of points and crossing of Broad Gauge and Meter Gauge of Bangladesh Railway
Gauge
Turnout
Item
Rail
Overall Length of Turnout
Length of Crossing Body
Length of Switch
Lead
length of Switch Stock Rail
ANC to TNC (Acute Crossing)
Radius
Angle of crossing
Angle of Switch
Throw of Switch
Heel Divergence
Clearance at NOSE
Clearance of Check Rail
Depth on Check Block
Total Number of Sleeper(Wooden)
Broad Gauge
Curved
90 Ib R
40985 mm
5970
7730 mm
27870 mm
11000 mm
167 mm
1500 mm
458120 mm
1 in 12 (RH & LH)

Straight
90 Ib R
40985 mm
5970
6400 mm
29200 mm
11000 mm
167 mm
1500 mm
442120 mm
4 45' 49"
1 8' 00"
102 mm - 114 mm
133 mm
44 mm - 48 mm
44 mm - 48 mm
50 mm
71
4 45' 49"
0 27' 35"
102 mm - 114 mm
133 mm
44 mm - 48 mm
44 mm - 48 mm
50 mm
71
90 Ib A
40985 mm
5970
6400 mm
29200 mm
11000 mm
165 mm
1500 mm
442000 mm
0
4 45' 49"
0
1 8' 00"
102 mm - 114 mm
139 mm
44 mm - 48 mm
44 mm - 48 mm
50 mm
71
Curved
90 Ib R
29502 mm
4800
6400 mm
18395 mm
11000 mm
118 mm
1500 mm
232320 mm
0
6 42' 35"
0
0 47' 27"
102 mm - 114 mm
182.5 mm
44 mm - 48 mm
44 mm - 48 mm
50 mm
51
1 in 8.5 (RH & LH)

Straight
90 Ib R
90 Ib A
29502 mm
29502 mm
4800
4800
4725 mm
4725 mm
20730 mm
20730 mm
9000 mm
10000 mm
118 mm
118 mm
840 mm
840 mm
222360 mm
222200 mm
0
6 42' 35"
0
Curved
75 Ib R
26495 mm
4800
6700 mm
15108 mm
10000 mm
157 mm
1500 mm
258300 mm
4 45' 49"
0 24' 27"
100 mm
117 mm
41 mm - 44 mm
41 mm - 44 mm
38 mm
47
6 42' 35"
1 34' 27"
1 34' 27"
102 mm - 114 mm 102 mm - 114 mm
136 mm
136 mm
44 mm - 48 mm
44 mm - 48 mm
44 mm - 48 mm
44 mm - 48 mm
50 mm
50 mm
51
51
Meter Gauge
1 in 12 (RH & LH)
Straight
Curved
75 Ib R
75 Ib A
75 Ib R
26495 mm
26495 mm
19676 mm
4800
4800
4800
5485 mm
5485 mm
5500 mm
16323 mm
16323 mm
9515 mm
10000 mm
10000 mm
10000 mm
157 mm
155 mm
112 mm
1500 mm
1500 mm
1500 mm
240600 mm
240500 mm
130210 mm
4 45' 49"
1 9' 38"
100 mm
117 mm
41 mm - 44 mm
41 mm - 44 mm
38 mm
47
4 45' 49"
0
1 9' 38"
100 mm
117 mm
41 mm - 44 mm
41 mm - 44 mm
38 mm
47
1 in 8.5 (RH & LH)

Straight
75 Ib R
75 Ib A
19676 mm
19676 mm
4800
4800
4115 mm
4115 mm
11560 mm
11560 mm
10000 mm
10000 mm
112 mm
110 mm
840 mm
840 mm
119610 mm
119482 mm
6 42' 35"
1 35' 30"
100 mm
120 mm
41 mm - 44 mm
41 mm - 44 mm
38 mm
37
6 42' 35"
0 29' 14"
100 mm
120 mm
41 mm - 44 mm
41 mm - 44 mm
38 mm
37
6 42' 35"
1 35' 30"
100 mm
120 mm
41 mm - 44 mm
41 mm - 44 mm
38 mm
37
0
0
NB 1 - Derailing Switch (Loose Heel) - Switch Length 4115 mm, Switch Angle 1035'30", Switch Radius 117934 mm, Heel Divergence 120 mm, Switch Stock- 9000 mm
-3-
(b) The gang mate and the keyman shall be given special instructions for careful inspection of the dual
gauge turnout. It shall be seen that the bolts and nuts are tight. Staff must look out for any loose parts and
fallen parts of rolling stock which could create problems in operation.
(c) Until such time suitable switch tamping machine operable on dual gauge is available, tamping of
turnouts shall be done manually using tamping bars for packing ballast under the sleepers. This operation
shall be facilitated by judicious use of track jacks of the non-infringing type, with lookout men appropriately
deployed for ensuring the safety of waymen and machines.
(d) A format for inspection of points and crossings in dual gauge turnouts is at Annex 1536(3)(d).
-4-
Annex 1536(2)(a)
Format for Points and Crossings Inspection Register
Guidelines for use
The pro forma for the points and crossings inspection register is given on the following pages. Guidelines
for inspection and record thereof are summarized in the paragraphs below.
1. The inspections of points and crossings in track must be carried out regularly at the periodicity stipulated
in this Manual and instructions issued from time to time by the Chief Engineer.
2. The inspections of points and crossings must be carried out in detail as prescribed in the pro forma for
inspection given below.
3. The points and crossing registers should clearly indicate the follow-up action taken on the defects and
notes recorded in the register. The main purpose is that the defects/deficiencies noticed at the time of
inspection are promptly attended to. Recording of defects correctly and precisely as well as the follow-up
action taken is important.
4. It is incumbent on the Assistant Executive Engineer and SSAE(Way) that the record in the Points and
Crossing Register should clearly indicate the action taken to remove the defects/deficiencies noted at the
time of the inspection.
5. While handing over charge of the section, SSAE(Way) should comment on the action taken and the
part(s), if any, on which action is still to be taken.
6. The Assistant Executive Engineer and Divisional Engineer should check the Points and Crossing
Register in the following quarter and record certificate on the following lines:
I have personally examined the Points and Crossing Register and found that the inspection of points have
been carried out as per the schedule laid down. The inspection notes have been complied with, except for
following:
(i) .
(ii) .
(iii) .
Also record whether the reasons for lapses are acceptable or not.
-5-
Annex 1536(2)(a) continued

Points and Crossings Inspection Register
Zone_________
Division_____________ Sub-division/
Section_____________AEN/SSAE(Way)_______________
Station ._______Point No. ___________Location ________Type of Rail _______Date of Laying ________
Type of Sleeper Assembly ___________Angle of Crossing ______________Left /Right Hand __________
Laid
on
Straight
or
___________________
Curve
of
Radius
____________________Similar/Contra
Flexure
Date of
Component
Laying
Reconditioning
1st
-6-
2nd
3rd
Renewal
Switch
Crossing
Lead Rails
Sleepers
FOR TURNOUT
150 MM BEHIND TOE OF

SWITCH
FOR STRAIGHT ROAD
AT THEORITICAL TOE OF
SWITCH
LEFT HAND
CONDITION OF FITTINGS OF SWITCH
RIGHT HAND
ALIGNMENT ON 10 METER CHORD

NEAR TOE OF SWITCH AND NOISE OF
CROSSING
LEFT HAND
CONDITION OF BALLAST AND

DRANAGE
RIGHT HAND
CONDITION OF SLEEPERS
DATE OF INSPECTION
8
5
7
4
-7-
14
12
13
11
AT HEEL OF
SWITCH
10
GAUGE
CONDITION
OF STOCK
RAIL
CONDITION
OF TONGUE
RAIL
2
1
SWITCH
GENERAL
DETAILS OF
INSPECTION
ACTION
TAKEN WITH
DATE
AND
SIGNATURE

ASSEMBLY
RIGHT
LEFT
ON
STRAIGHT
ON TURN
OUT
23
GAUGE AT CROSSING
10 METER IN
ADVANCE OF NOSE
LEFT HAND
22
WING RAIL
CLEARANCE OF
WING RAIL
OPPOSTTE NOSE
OF CROSSING
RIGHT HAND
21
CONDITION OF CROSSING
AND WEAR
NOSE OF
CROSSING (90 MM
FROM ACTUAL
NOSE)
20
PACKING UNDER THE SWITCH

ASSEMBLY
19
CREEP AT TOE OF SWITCH
18
LEFT HAND
17
CLEARANCE TOE
OF OPEN SWITCH
AND STOCK
RAIL(THROW OF
SWITCH)
RIGHT HAND
LEFT SIDE
16
DO THE SWITCHS HOUSE

PROPERLY AND THE THROW
OVER IS GENTLY
RIGHT SIDE
CROSS LEVELS 300 MM AHEAD

OF THE SWITCH
15
DIVERGENCE
AT HEEL BLOCK
CROSSING ASSEMBLY
24
25
26
27
28
29
CROSSING ASSEMBLY
ON TURN
OUT
CONDITION OF CHECK
CHAIR, KEYS BLOCKS
AND BOLTS
ON
STRAIGHT
ROAD
1 M IN
ADVANCE OF
NOSE
150 MM
BEHIND
A.N.C
ON
STRAIGHT
ROAD
ON
TURNOUT
ON
STRAIGHT
ROAD
34
35
36
37
38
39
40
41
42
43
1 M BEHIND
OF NOSE
1 M. IN ADVANCE OF
NOSE
ON TURN
OUT
ON TURN
OUT
33
ON
TURNOUT
ON
STRAIGHT
ROAD
32
CLEARANCE OF CHECK
RAIL
ON
STRAIGHT
ROAD
1 M BEHIND
OF NOSE
ON TURN
OUT
31
150 MM
BEHIND
A.N.C
CROSS LEVEL AT CROSSING
ON
STRAIGHT
ROAD
DATE OF INSPECTION
30
GAUGE AT CROSSING
44
DETAILS OF INSPECTION
ACTION
TAKEN
WITH
DATE AND SIGNATURE

-8-
CURVATURE TO BE
CHECKED ON 6 M
SUPER ELEVATION
BALLAST SHOULDER
ANY OTHER SPECIAL

FEATURS/ DEFECTS
SIGNATURE OF THE
INSPECTING OFFICER WITH
DATE
59
ON STRAIGHT
ROAD
ON TURNOUT
ON STRAIGHT
ROAD
ON TURNOUT
ON STRAIGHT
ROAD
ON TURN OUT
48
49
50
ON STRAIGHT
ROAD
ON TURN
OUT
OR BY MEASURIG
VERSINE ON 6 M
CHORD
58
BY OFF SETS
57
47

-9TERA INTERNATIONAL GROUP, INC.
56
54
55
53
52
46
CROSS LEVEL AT
EVERY 5TH
SLEEPER
1 M. BEHIND
ON NOSE
150 MM BEHIND
A.N.C
51
45
LEAD
CURVATURE
GAUGE AT
EVERY 5TH
SLEEPER
CLEARANCE OF CHECK RAIL
GENERAL
TURN IN CURVE
LEAD PORTION
Annex 1536(3)(d)
Pro Forma for Inspection of Points and Crossings in Dual Gauge Turnouts
Comments on General Conditions of Turnouts
General Condition of
Switch
Crossing
Boday
Sleeper
Fittings
Remarks With Signature

Ballast
Profile
- 10 -
Alignment
SSAE/
WAY
AEN
DEN
Annex 1536(3)(d) continued
Station
Turnout
Measurement of Gauge and Cross Level
Type of Turnout
Date of
inspection Gauge All
Switch
SRJ
BG MG
ATS
BG
MG
Behind ATS
BG MG
Heel Block
BG
M/L
MG
Crossings
Main Acute
BG MG
MG
Crossings
Main Acute
BG MG
Lead
Rail
Curve Acute Obtuse facing Obtuse Trailing
BG MG BG MG BG MG
T/O
M/L
T/O
M/L
T/O
M/L
T/O
M/L
T/O
M/L
T/O
M/L
T/O
Date of
inspection Cross Level At
Switch
SRJ
BG MG
ATS
BG
MG
Behind ATS
BG MG
Heel Block
BG
Lead
Rail
Curve Acute Obtuse facing Obtuse Trailing
BG MG BG MG BG MG
M/L
T/O
M/L
T/O
M/L
T/O
M/L
T/O
M/L
T/O
M/L
T/O
M/L
T/O
- 11 -
Annex 1536(3)(d) continued

Measurement of Flangeway, Check Rail and Other Clearances (mm) for Non-Standard
Turnout
Throw of Switch
CR
MG
BG
Switch
Heel Divergence
CR
MG
Main Acute Crossing

Check Rail
Nose
ClearClearence Depth
Wear
ence Depth
BG
LW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
RW
LW
RW
LW
RW
LW
RW
LW
RW
LW
RW
CR
MG
BG
CR
MG
BG
CR
MG
BG
CR
MG
BG
CR
MG
BG
CR
MG
BG
Curved acute crossing

Check Rail
Nose
FacingNose
ClearClearClearence Depth Wear ence Depth ence Depth
Wear
Clear-ence Depth
Wear
LW
LW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
RW
LW
RW
LW
RW
LW
RW
LW
RW
LW
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
CR
MG
BG
CR
MG
BG
CR
MG
BG
CR
MG
BG
CR
MG
BG
CR
MG
BG
LW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
LW
Nose
RW
RW
LW
RW
LW
RW
LW
RW
LW
RW
LW
RW
- 12 -
Obtuse crossing
Trailing Nose
RW
LW
RW
LW
RW
LW
RW
LW
RW
LW
RW
Check Rail
Clearence
Depth
(MM
(MM)
CR
MG
BG
CR
MG
BG
CR
MG
BG
CR
MG
BG
CR
MG
BG
CR
MG
BG
1537
Maintenance of turnouts
(1) General
(a) Alignment, packing and fittings
(i)
The points and crossings assembly should be in good alignment with the rest of the
track and should not have any kinks.
(ii)
Packing under the sleepers must not be loose especially under the crossing, the
switches and the heel block.
(iii)
The chairs and fastenings and all other fittings must be complete and properly
secured.
(iv)
There should be no combination fish-plates at the stock rail joints or at the heel of
crossings. At least one rail on either side of the turnout should have the same rail section
as the turnout assembly.
(v)
Spherical washers: A spherical washer is used to obtain flush fit of the head of the
nut of the bolt with the web of the rail in a turnout assembly. The use of spherical washer is
necessary where the shank of the bolt is not at right angles to the axis of the rail. Use of
spherical washers at designated locations in a turnout assembly is important. Spherical
washers are used on the skew side. In switch assembly with straight switches, spherical
washers should be provided on the left hand side invariably (see paragraph and Figure
1535(6)(c)).
(vi)
Adequate creep anchors should be provided to arrest creep. Box anchoring of at
least one rail length ahead of stock rail is recommended. Creep posts should be erected at
all interlocked facing points opposite the toe of the switch and creep should not be allowed
to exceed permissible limits. In case of concrete sleeper layout with elastic fastening, creep
anchors need not be provided. In case excessive creep is observed at such layouts, the
condition of elastic fastenings may be examined and action taken as necessary.
(b) Clearances
The clearances at the toe and heel of switch, at check rail and wing rail must be maintained within the
values given in the Schedule of Dimensions. These are summarized in Table 1537(1)(b) below.
Table 1537(1)(b): Clearances at Points and Crossings (millimeters)
Description
Clearance of check rail opposite nose
of crossing
Clearance of wing rail at nose of
crossing
Clearance at heel of Switch rail
Clearance between toe of open switch
and stock rail
Broad Gauge
Maximum Minimum
Meter gauge
Maximum Minimum
48
44
44
41
48
44
44
41
44
115
95
41
100
89
(c) Cant to rails

The rails over the points and crossings shall be laid without cant. The track on approaches to points and
crossings is provided with a cant of 1 in 20. The change in the vertical position of the rail from approach
track to turnout should not be abrupt as otherwise undesirable oscillations will be set in a vehicle moving on
the track. This should be avoided by running out the cant gradually. It will be desirable to keep one-half rail
- 13 -
length on the approach un-canted and run out the cant further at the rate of 1/80, 1/60, 1/40/ and 1/20 on
four sleepers by adzing wooden sleepers and by adopting suitable steel packing plates for other types of
sleepers.
(d) Gauge
It is a good practice to maintain uniform gauge over turn outs. If gauge of track adjoining the points and
crossings is maintained wider or tighter than the gauge on the turnout, the gauge on the adjoining track
must be brought to same gauge as that of the turnout and shall be run out at the rate of 1 mm in 3 meters
to the requisite extent.
(e) Super-elevation
Super-elevation for turnouts on curves of similar or contrary flexure should be provided as required. In this
regard reference should be made to paragraph 1547.
(f) Ballast
Turnouts in the main line should be packed with 25 mm size ballast. The depth of ballast in the turnout
portion should be the same as for the main line track, subject to a minimum depth of 200 mm for broad
gauge and 150 mm for meter gauge.
(g) Other maintenance aspects
(i)
Cess should be low enough to permit efficient drainage and adequate depth of
ballast cushion should be provided.
(ii)
Where large number of turnouts is being maintained within a specific area such as
marshalling yards and terminal stations, regular cycle of maintenance covering all turnouts
should be organized.
(iii)
Non-standard layouts or fittings existing in track must be replaced with standard
layouts or fittings. All main line turnouts which have interlaced sleepers must be replaced
with standard sleeper assemblies during renewals.
(2) Maintenance of Switches
(a) General
Switches are a vital component of the turnout, and is one of the only permanent way installation that is
required to be regularly operated. These are also a causative factor in a large number of accidents
attributable to track in station yards. Therefore great care should be taken for the proper maintenance of
switches so that these are kept if proper working order.
(b) Fitting and housing of switch and stock rails
Switches should fit home properly under the stock rails. When the tongue rail is in closed position, it must
bear evenly against distance studs or blocks and all bolts on switches should be kept tight. Badly fitting
tongue rails may be due to:
(i)
Movement of stock rails brought about by using worn-out bolts or round spikes in
slide chairs; and
(ii)
Small bolts in worn out holes of point rods, which causes play in the stock and
tongue rails. As a result the rods do not respond to pressure of the lever and tongue rail
develops gap under passing trains.
- 14 -
(c) Housing of tongue rail

To check the housing of the tongue rail and also the throw of the switch, all non-interlocked points should
be operated by hand lever and other points from the signal frame, when traffic permits doing so. If the
tongue rail is found to be not housing properly against the stock rail, the defect must be rectified by the
permanent way staff in case of non-interlocked points and jointly with signaling staff, in case of interlocked
or partially interlocked points.
(d) Bend in stock rail
In case of straight switches, correct amount of bend should be given to the stock rail on the turnout side at
the theoretical toe of switch, to avoid misalignment or a kink.
(e) Wide gauge at toe of switch
Slight wide gauge at the toe of switch over and above the required widening to house the tip of the tongue
rail, may be adjusted by providing suitable steel packing between the web of the stock rail and the lug of
the slide chair wherever feasible.
(f) Fixing of slide chairs
On wooden sleeper layout assembly, the slide chairs should be fixed to timbers by plate screws; round
spikes should not be used for this purpose. Tongue rail should bear evenly on all the slide chairs. This will
be ensured when all the sleepers are packed properly.
Note: Round spikes used in existing layouts should be changed at the time of renewals.
(g) Gauge ties
All points passed over by passenger trains should have two gauge ties, one ahead of the switch toe and
the second behind the back of the stretcher bar. All other points should have one gauge tie ahead of the
switch toe.
(h) Wear on switch and stock rails
The condition of stock and tongue or switch rails should be carefully examined. Badly worn and damaged
tongue rails should be replaced by serviceable ones (see sketch below. A tongue rail shall be classified as
worn/damaged when:
(i)
It is chipped/ cracked over small lengths aggregating to 200 mm within a distance
of 1000 mm from its toe; chipped length will be the portion where tongue rail has worn out
for a depth of more than 10 mm over a continuous length of 10 mm.
(ii)
It has developed knife edged tip (thickness of top edge being less than 2 mm) over
a length of more than 100 mm anywhere up to a distance of 1000 mm from its toe.
(iii)
It is badly twisted or bent and does not house properly against the stock rail
causing a gap of 5 mm or more at the toe. The tongue rail can, however, be reused after
reconditioning of the broken or worn or damaged tip by welding.
(iv)
Tongue rail should be replaced or reconditioned when vertical or lateral wear
exceeds the values given in the table below. The wear shall be measured at a point with 13
mm head width and at the point where tongue and stock rails are at same level.
- 15 -
Table 1537(2)(h)(iv): Limits of Wear on Tongue Rails by Rail Section
Vertical Wear
Lateral Wear
52kg and 90 lb
6 mm
75 lb and 60 lb
6mm
52kg and 90 lb
8mm
75 lb and 60 lb
5mm
(v)
Tongue rails in siding tracks should not be changed until it is damaged as to render
it unsafe for movement of vehicles.
(i) Heel of switch
(i)
The fish plate at the heel of the switch shall be bent by 6 mm at the end and the
two fish bolts on the bent end side shall be kept loose to allow smooth operation of the
switch rail.
Sketch showing details of right-hand switch

(ii)
Burrs on the inside edge of tongue rails should not exceed 3 mm. Burrs should be
carefully chipped off and filed or ground smooth. Tongue rail shall not be damaged due to
burring.
(j) Stock rail wear
Wear on stock rail shall not exceed the limits of wear of rails in track. Proper housing of tongue rails must
be ensured. A burred stock rail that is likely to obstruct the lock bar should be replaced, if necessary.
(k) Wear on switches
Wear on switches can be reduced by lubrication of the gauge face of tongue rail.
- 16 -
(l) Maintenance aspects

(i)
Rail Gauge ties, signaling rod connections and sleeper spacing bars hinder proper
packing of sleepers with beaters. At such locations yard gangs should use tamping bars.
(ii)
Stretcher bars connected to the pull rod shall be maintained jointly by the
permanent way staff and the signaling staff. All other stretcher bars shall be maintained by
SSAE(Way). Stretcher bars insulated for track circuiting should be maintained only in the
presence of signaling staff.
(iii)
In the switch area, sleeper spacer bars (usually flat irons) provided by signaling
staff and are generally fixed just outside the rails or close inside should not interfere with
proper packing of the sleepers. SSAE(Way) must ensure that such spacer bars are
properly provided.
(iv)
Worn out or damaged tongue rails should be returned to Bridge Workshop, Saidpur
for reconditioning or converting into shorter length as for example a 5485 mm long
damaged tongue rail can be converted in to a 4425 mm long tongue rail.
(3) Maintenance of Crossings
(a) Permissible Wear in crossings
(i)
Main lines, loop lines and running lines in yards: No crossing is to be changed if it
has less vertical wear than 6 mm in the wing rails or point rail in lines where speed is 65
km/hour or more and 10 mm where speed is less than 65 km/hour (see sketch below for
nomenclature of parts of built-up crossing and obtuse crossing).
(ii)
Sidings: No crossing is to be changed which has vertical wear less than 13 mm.
(iii)
On Special Primary and Primary routes: It is good maintenance practice to
recondition or resurface the point rail and wing rails by welding if the vertical wear has
reached 6 mm.
(iv)
If any damage to the nose of crossing is noticed, its cause must be determined; it
may be due to tight gauge or excessive clearance at the check rail.
(v)
If wing rails or check rails are badly worn laterally, it could be due to wide gauge at
the crossing. Gauge can be maintained properly by the provision of a gauge tie plate under
the nose of crossing, on layout of wooden sleepers.
(b) Replacing Crossings
(i)
While replacing a worn crossing the complete set consisting of wing rails and point
rail should be changed and not as individual items. Disregard of this procedure has been a
factor in derailments.
(ii)
In obtuse crossings, the distance between the throat and the nose must be
maintained correctly.
(iii)
In diamond crossings, obtuse crossings should be laid square to each other with
respect to the center line of the acute crossings.
(iv)
In the case of steel trough sleepers used in crossings, use of wooden blocks added
to the contour of the underside of sleepers, strengthens the support and helps in improving
maintenance. For steel sleepers which have been strengthened by providing steel ribs on
their underside, use of wooden block may not be necessary.
- 17 -
Note: ANC = actual nose of crossing; TNC = theoretical nose of crossing

Sketch showing details of built-up crossing
(v)
Special care should be taken to ensure that the clearance opposite nose of
crossing is in accordance with the standard dimensions, i.e. 48 mm (1-7/8) maximum for
broad gauge and 44 mm (1-3/4) maximum for meter gauge otherwise the nose of the
crossing will be subjected to excessive wear by the passing wheels.
(vi)
In dual gauge tracks the check rail clearances opposite nose of crossing shall be
44mm (max) and 41 mm (min), and at the heel of the switch the clearance shall be 41 mm
(min) (see paragraph 1529(6)).
(vii)
The check rails at a crossing wear rapidly and may need changing. Alternately,
thinner check rail blocks which may be used with one or more washers to obtain proper
clearances.
(4) Maintenance of lead portion and turn-in curve
(i)
The leads and radii of turnout should be correct according to the section of the rail
and the angle of crossing.
(ii)
Initially, the correctness of the lead curve should be ensured by measuring offsets
from the gauge face of the straight track. During maintenance, stations at 3 meter intervals
should be marked and the versines should be checked and track attended to as necessary.
The offsets for turnouts from gauge face of the straight track to the gauge face of the
curved track, for broad gauge and meter gauge are given in Annex 1537(4)(ii).
- 18 -
(iii)
For improving running over the turnout it is desirable to weld the stock rail joints
and lead rails joints.
(iv)
During the inspection of points and crossings the versines of loop line turn-in curve
should be recorded at 3m intervals on a 6m chord length and the curvature attended to as
necessary. The condition of sleepers and fastenings on the turn-in curve should also be
checked.
(v)
The variation in versines on two successive stations in lead curve and turn-in curve
should not be more than 4mm and the versine at each station should not vary from the
design value by more than 3mm.
(vi)
Cleaning and lubrication of points: At all interlocked and partially interlocked
stations, the Signaling staff will be responsible for the periodical cleaning and lubrication of
slide chairs of all points interlocked with signals or provided with locks. The SSAE(Way)
shall be responsible for cleaning and lubrication of slide chairs of all hand operated points.
(5) Other aspects of maintenance and operation of turnouts
Bangladesh Railway using static switch for changing common rail with DG schematic diagram of static
switch along with its inspection and maintenance requirement shall have to be shown.
(a) Alterations of Points
(i)
The position of points and crossings should not be altered nor should any be re
moved without the written authorization of Divisional Engineer.
(ii)
No alterations/insertion/removal of points and crossings in existing running lines
should be undertaken without the sanction of the Government Inspector of Bangladesh
Railway.
(b) Working on interlocked points
Before work of interlocking of points is taken in hand, SSAE(Way) should ensure the following:
(i)
Bring the rails to correct level and alignment; fully pack and ballast the points to be
interlocked.
(ii)
Provide creep indicators if required; and provide sufficient anchors ahead of
switches.
(iii)
Mark the locations where rods and wires shall cross the lines.
(iv)
To avoid future adjustments of signaling gear, the points must be laid to correct
gauge so that switches, fittings and locks may be fitted correctly.
(v)
In lengths where rods and wires have to be run the cess should be cleared and
brought to the correct level.
(vi)
Make the road at level crossings, if any to correct level and section to allow casing
pipes for wires to be put in their final position.
(vii)
Fit gauge tie-plates correctly to all switches.
(viii)
In the case of interlocked points, the signaling staff will be responsible for keeping
the interlocking parts and apparatus in working order. As the slewing of the track at points
is likely to throw them out of adjustment, such work should not be undertaken without the
presence of the signaling staff. Interlocked points should be disturbed as little as possible.
- 19 -
(ix)
On being advised of track defects by signal staff, these should be promptly attend
to by SSAE(Way).
(c) Fitting lock (treadle) bar
(i)
In order that the Signal Department may fit treadle bars in front of switches, where
required, it is necessary to have a length of track in front of the switch of the same section
as the stock rail of the switch. In addition, the treadle bar being 12.8 m (42 feet) long and
the stock rail usually from 1.2 m to 2.4 m (4-8 feet) long in front of the toe of the switch, the
end of the treadle bar will practically coincide with a rail joint, if 11 m (36 feet) long rail is
used. This causes difficulty in fitting the treadle bar and may interfere with spacing of joint
sleepers. Therefore, a 9 m (30-feet) long rail must be placed immediately in front of the
stock rail wherever treadle bars are to be fitted.
(ii)
In the case of two facing switches, at least two 9 m (30 feet) long rails or one 9 m
(30 feet) rail and one 6 meter (18 feet) rail must be placed between them as shown in
Figure 1537(5)(c)(ii) below.
Figure 1537(5)(c)(ii): Fitting of Locking Bars to Rails

(d) Date of laying points and crossings
The month and year of laying a new or second hand points and crossings should be painted in white block
letters on the webs of switches about 500 mm from the heel joint and the webs of crossings about 500 mm
from the joint connected to the lead rails. When second hand points and crossings are subsequently laid at
another site, the dates previously marked should not be obliterated; an indication of the total life will then be
available. In the case of reconditioning of switches and crossing the date of reconditioning should also be
painted.
(e) Resetting of Points
When in the absence of the station staff, hand-operated points are altered by permanent way staff for the
passage of a trolley, the points must be reset as originally found after the trolley has been passed.
(f) Packing of turnout sleepers
The packing of points and crossings sleepers requires great care and continual personal supervision on the
part of SSAE(Way) and SAE(Way). Rail gauge ties, signal-rodding between sleepers, and sleeper packing
tie bars fixed by signaling staff hinder proper packing because ordinary beaters often can not be effectively
used for the purpose. All yard gangs shall be provided with sufficient number of tamping bars for packing of
sleepers wherever such difficulties are experienced.
(g) Trap switches and rod connections
(i)
In all cases where trap points are provided, the sub-grade should be widened and
sloped upward so as to function as an earth trap to arrest the motion of a derailed engine or
vehicle.
- 20 -
(ii)
The rod connections to trap switches at the ends of goods loop lines or dead end
siding lines before the turnout to the main line should be laid alongside the latter and away
from the loop/siding line due to the possibility of damage to rod connections by coal or
other materials unloaded on the loop/siding lines as well as by the movement of trucks
removing the unloaded materials.
(6) Standard Dimensions and Tolerances for Turnouts
The main standard dimensions and tolerances for turnouts on broad gauge, meter gauge and dual gauge
are summarized in Annex 1537(6).
- 21 -
Annex 1537(4)(ii)
Figure A1537(4)(ii)-1: Offsets from Main Radius to Straight Stock Rail @ 1500mm Distance for 1:8.5 Turnout
- 22 -
Annex 1537(4)(ii)
Figure A1537(4)(ii)-2: Offsets from Main Radius for 1:12 Turnout
- 23 -
Annex 1537(4)(ii)
Offsets of Turnouts measured from gauge face of straight rail to gauge face of curved rail
Offsets (mm)
Distance
D
from center
variant
of heel
L.H ( 1 in
block
12)
(meter)
1.5
173.1
3
217.8
4.5
267.5
6
322
7.5
381.5
9
445.9
10.5
515.3
12
589.6
13.5
668.8
15
752.9
16.5
842
18
936
19.5
1034.9
21
1138.8
22.5
1247.7
24
1361.5
25.5
1480.2
Standard
D
variant
R.H ( 1
in 12)
173.1
217.8
267.5
322
381.5
445.9
515.3
589.6
668.8
752.9
842
936
1034.9
1138.8
1247.7
1361.5
1480.2
T
variant
L.H ( 1
in 12)
173.1
217.8
267.5
322
381.5
445.9
515.3
589.6
668.8
752.9
842
936
1034.9
1138.8
1247.7
1361.5
1480.2
T
variant
R.H ( 1
in 12)
173.1
217.8
267.5
322
381.5
445.9
515.3
589.6
668.8
752.9
842
936
1034.9
1138.8
1247.7
1361.5
1480.2
D
variant
L.H ( 1
in 8.5)
182.3
238.7
305.3
382.1
469
566.1
673.4
790.9
918.6
1056.6
1204.9
1363.4
1532.2
Non Standard
D
variant
R.H ( 1
in 8.5)
182.3
238.7
305.3
382.1
469
566.1
673.4
790.9
918.6
1056.6
1204.9
1363.4
1532.2
T
variant
L.H ( 1
in 8.5)
182.3
238.7
305.3
382.1
469
566.1
673.4
790.9
918.6
1056.6
1204.9
1363.4
1532.2
- 24 -
T
variant
R.H ( 1
in 8.5)
182.3
238.7
305.3
382.1
469
566.1
673.4
790.9
918.6
1056.6
1204.9
1363.4
1532.2
variant
L.H ( 1
in 12)
Type 1
173.1
217.8
267.5
322
381.5
445.9
515.3
589.6
668.8
752.9
842
936
1034.9
1138.8
1247.7
1361.5
1480.2
variant
L.H ( 1
in 12)
Type 2
173.1
217.8
267.5
322
381.5
445.9
515.3
589.6
668.8
752.9
842
936
1034.9
1138.8
1247.7
1361.5
1480.2
variant
R.H ( 1
in 12)
Type 2
173.1
217.8
267.5
322
381.5
445.9
515.3
589.6
668.8
752.9
842
936
1034.9
1138.8
1247.7
1361.5
1480.2
variant
L.H ( 1
in 8.5)
Type 1
182.3
238.7
305.3
382.1
469
566.1
673.4
790.9
918.6
1056.6
1204.9
1363.4
1532.2
D
variant
R.H ( 1
in 8.5)
T
variant
L.H ( 1
in 8.5)
T
variant
R.H ( 1
in 8.5)
Annex 1537(4)(ii)
Figure A1537(4)(ii)-3: Offsets for Turnouts (BG and MG) with Straight Switch
- 25 -
Annex 1537(4)(ii)
Figure A1537(4)(ii)-4: Offsets for Turnout (BG and MG) with Curved Switch)
- 26 -
Annex 1537(6) page1

MAIN DIMENSIONS AND TOLERANCES OF TURNOUTS (mm)
BROAD GAUGE
Sleepers for 1: 12 (BG)
2750 x 250 x 130 10 Nos. 1, 2 and 4 to 11
2750 x 300 x 150 1 No. 3
3000 x 250 x 130 18 Nos. 12 to 29
3300 x 250 x 130 9 Nos. 30 to 38
3600 x 250 x 130 7 Nos. 39 to 45
3900 x 250 x 130 7 Nos. 46 to 52
4200 x 250 x 130 4 Nos. _ 53 to 56
4200 x 300 x 150 3 Nos. 57 to 59
4500 x 300 x 150 6 Nos. 60 to 65
4800 x 300 x 150 2 Nos. 66 to 67
4800 x 250 x 150 4 Nos. 68 to 71
S. No.
Description
1.
2.
3.
4.
5
6.
Overall Length
Lead
Length of Switch (Heel to Theoretical Toe of Switch) -A
Heel to Actual Toe of Switch B
Length of Stock Rail C
Actual Nose of Crossing (ANC) to Theoretical Nose of Crossing
(TNC) D
Thickness at Actual Nose of Crossing (ANC)
Heel Divergence
Radius
Switch Angle
Crossing Angle
Tangent Point or First Distance Block to TNC E
TNC to Back of Crossing F
Actual toe of Switch to Stock Joint G
Length of Crossing - H
Number of Sleepers
7.
8.
9.
10.
11.
12.
14.
15.
16.
17.
- 27 -
1 in 12 (90R)
Curved
Straight
40985
40985
27870
29200
8478
6724
7730
6400
11000
11000
167
167
14
133
458120
0o-27-35
4o-45-49
1232
3812
1500
5970
70
14
133
442120
1o-8-0
o
4 -45-49
1232
3812
1500
5970
71
1 in 8.5 (90R)
Curved
Straight
29502
29502
18395
20730
6835
4950
6400
4725
11000
9000
118
118
14
136
23232
0o-47-27
6o-42-35
864
3103
1500
4800
52
14
136
22236
1o-34-27
6o-42-35
864
3103
840
4800
51
Annex 1537(6) page 2

MAIN DIMENSIONS OF TURNOUTS (mm)
METER GAUGE
Sleepers for 1: 8.5 (MG)
1800 x 200 x 120 7 Nos.
2100 x 200 x 120 9 Nos.
2100 x 200 x 130 1 No.
2400 x 200 x 120 5 Nos.
2750 x 200 x 120 4 Nos.
3000 x 200 x 120 4 Nos.
3000 x 250 x 130 1 No.
3300 x 200 x 120 4 Nos.
3600 x 250 x 130 2 Nos For Tumbler/Machine
3600 x 200 x 120 1 No.
Total 38 Nos.
S. No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Description
Overall Length
Lead
Length of Switch (Heel to Theoretical Toe of Switch) -A
Heel to Actual Toe of Switch - B
of Stock Rail C
Actual Nose of Crossing (ANC) to Theoretical Nose of Crossing
(TNC) D
Thickness at Actual Nose of Crossing (ANC)
Heel Divergence
Radius
Switch Angle
Crossing Angle
Tangent Point or First Distance Block to TNC E
TNC to Back of Crossing F
Actual toe of Switch to Stock Joint G
Length of Crossing - H
Number of Sleepers
- 28 -
1 in 12 (75R)
Curved
Straight
26494
26495
15108
16323
7544
5777
6700
5485
10000
10000
157
157
13
117
258300
0o-24-27
4o-45-49
1220
3142
1500
4800
47
13
117
240600
1o-9-38
4o-45-49
1220
3142
1500
4800
47
1 in 8.5 (75R)
Curved
Straight
19676
19676
9515
11560
6206
4320
5500
4115
10000
9000
112
114
13
120
130210
0o -29-14
6o-4235
915
3097
1500
4800
35
13
120
119610
1o -3530
6o-4235
915
3097
840
4800
38

MAIN DIMENSIONS OF DUAL GAUGE TURNOUTS (mm)
Table of Dimensional Details of Standard Dual Gauge Turnouts (Part 1)
Description of Turnout Assembly/ Dimension
Rail
Length of Turnout
Crossing Body
(a) Length of
(i) MainAcute
(ii) Curved Acute
(iii) Obtuse
(i) Main Acute
(ii) Curved Acute
(iii) Obtuse
1 in 12 D
RH & LH
90 Ib A
41004
1 in 12 T
RH & LH
90 Ib A
41004
5970
8446
7275
4 45' 49"
0
3 48' 20.68"
0
(i) Straight 3 8'
11.04"
27866
1 in 8.5 D
RH & LH
90 Ib A
294985
1 in 8.5 T
RH & LH
90 Ib A
294985
5970
4800
4800
8501
7274
6205.6
7710
6198
4 45' 49"
0
3 48' 10.56"
6 42' 35"
0
5 18' 10"
8' 11.04"
6 42' 35"
0
5 18' 10"
4 17' 40"
4 17' 40"
Straight Lead (mm)

27866.5
20724
20724.5
Curved Lead
Length of Switch (mm)
7730
7730
4724
4724
0
0
0
0
Angle of Switch
0 27' 35"
0 27' 35"
1 34' 27"
1 34' 27"
length of Stock Rail
12332
12332
12800
12800
9020
9020
4724
4724
Heel Divergence
133 mm
133 mm
136 mm
136 mm
Throw of Switch (mm)
114
114
114
114
Clearance at NOSE (mm)
41 to 44
41 to 44
41 to 44
41 to 44
Clearance of Check Rail (mm)
41 to 44
41 to 44
41 to 44
41 to 44
Depth on Check Block (mm)
50
50
50
50
ANC to TNC
167 mm
167 mm
118.5 mm
118.5 mm
Thickness at ANC
Radius
458120 mm
458120 mm
222200 mm
222200 mm
Tangent Point or First Distance Block to TNC
3834.5 mm
3834.5 mm
3106 mm
3106 mm
1500 mm
1500 mm
840 mm
840 mm
Total No of Switch
3 Sets.
3 Sets.
3 Sets.
3 Sets.
Total Number of Wooden Sleeper(Number/CUM)
71 Nos. (9.37 cum)
71 / 9.37
51 / 6.61
51 / 6.61
Note: - ANC to TNC for 1 in 8.5 is found in main drawing 118.5 mm, but in some key plan it is found 149.5 mm.
- 29 -

Table of Dimensional Details of Dual Gauge Non-standard Turnouts (Part 2)
Description of Turnout Assembly/ Dimension
Rail
Length of Turnout
Crossing Body
(a) Length of
(i) MainAcute
Non - Standard Type 1 (DG to BG)

1 in 12 D 1 in 12 T (LH) 1 in 8.5 D (LH)
90 Ib A
90 Ib A
90 Ib A
41004
41004
294985
5970
5970
4800
4800
(ii) Curved Acute
8501
8501
6205.6
6198
(iii) Obtuse
6795
6795
7710
0
0
0
0
4 45' 49" 6 42' 35"
6 42' 35"
4 45' 49"
(i) Main Acute
0
0
0
0
3 48' 10.56" 5 18' 10"
5 18' 10"
3 48' 20.68"
(ii) Curved Acute
0
0
0
0
(iii) Obtuse
3 8' 11.04"
4 17' 40"
4 17' 40"
3 8' 11.04"
Straight Lead (mm)
27866
27866.5 20724 mm
20724.5
Curved Lead
Length of Switch (mm)
7730
7730
4724
4724
0
0
0
0
0 27' 35"
1 34' 27"
1 34' 27"
0 27' 35"
Angle of Switch
length of Stock Rail
12332
12332
12800
12800
9020
9020
4724
4724
Heel Divergence
133 mm
133 mm
136 mm
136 mm
Throw of Switch (mm)
114
114
114
114
Clearance at NOSE (mm)
41 to 44
41 to 44
41 to 44
41 to 44
Clearance of Check Rail (mm)
41 to 44
41 to 44
41 to 44
41 to 44
Depth on Check Block (mm)
50
50
50
50
ANC to TNC
167 mm
167 mm
118.5 mm
118.5 mm
Thickness at ANC
Radius
458120 mm
458120 mm
222200 mm
222200 mm
Tangent Point or First Distance Block to TNC
3834.5 mm
3834.5 mm
3106 mm
3106 mm
1500 mm
1500 mm
840 mm
840 mm
Total No of Switch
2 Sets
2 Sets
2 Sets
2 Sets
Total Number of Wooden Sleeper(Number/CUM)
71 / 9.37
71 / 9.37
51 / 6.61
51 / 6.61
Notes: - (i) ANC to TNC for 1 in 8.5 is found in main drawing 118.5 mm, but in some key plan it is found 149.5 mm.
(ii)Gauge at Actual Toe of Tongue is 1676 + 6 mm
(iii) Required Bend to be Given at 748 mm from ATS for 1 in 12 and 218 mm from ATS for 1in 8.5 for Curve Stock Rail only.
- 30 -
Non - Standard Type 2 (DG to MG)

1 in 12 D in 12 T (RH&LH)
1 in 8.5 D
90 Ib A
90 Ib A
90 Ib A
41004
41004
294985
1 in 8.5 T
90 Ib A
294985
5970
8501
6795
5970
8501
7274/6795
1 in 8.5 T
90 Ib A
294985
4800
6205.6
7710
4800
6198
6 42' 35"
0
5 18' 10"
3 8' 11.04"
3 8' 11.04"
4 17' 40"
27866
27866.5 20724 mm
4 17' 40"
20724.5
7730
0
0 27' 35"
12332
9020
133 mm
114
41 to 44
41 to 44
50
167 mm
167 mm
4724
0
1 34' 27"
12800
4724
136 mm
114
41 to 44
41 to 44
50
118.5 mm
4724
0
1 34' 27"
12800
4724
136 mm
114
41 to 44
41 to 44
50
118.5 mm
458120 mm
458120 mm
222200 mm
3834.5 mm
1500 mm
2 Sets
71 / 9.37
3834.5 mm
1500 mm
2 Sets
71 / 9.37
3106 mm
840 mm
2 Sets
51 / 6.61
222200 mm
149.5 mm
3106 mm
840 mm
2 Sets
51 / 6.61
4 45' 49"
3 48' 20.68"
4 45' 49" 6 42' 35"

0
3 48' 10.56" 5 18' 10"
7730
0
0 27' 35"
12332
9020
133 mm
114
41 to 44
41 to 44
50

S. No.
Description
TOLERANCES FOR BROAD GAUGE AND METER GAUGE (in mm)

Broad Gauge (90R)
Maximum
Minimum
TOLERANCES
Flange way Clearance (between wing rail and check rail at
48
44
nose of crossing)
2.
Throw of Switch
115
95
3.
Wear on Tongue Rail - Vertical
6
4.
Wear on Tongue Rail Lateral1
8
5.
Wear on Point Rail or Wing Rail - Vertical
10
6.
Clearance at Heel between Tongue Rail and Stock Rail
66.3
66.3
Note 1: The lateral wear is measured 13mm to 15mm below the top of rail table.
Note 2: The tolerances for Dual Gauge shall be the same as applicable to Broad Gauge and Meter Gauge.
1.
Table of Sleepers for Dual Gauge 1 in 8.5, T-Variant
Meter Gauge (75R)

Maximum
Minimum
44
41
100
6
5
10
55.1
89
55.1
Table of Sleepers for Dual Gauge 1 in 12, T-Variant
- 31 -
1538
Reconditioning of Crossings and Switches
(a) Switches and crossings are subject to wear and tear depending on the volume of traffic. Wear which is
damage to a solid surface usually involves progressive loss of material due to relative motion between the
two contacting surfaces (i. e. rail and wheels), Wear is attributed to either singly or a combination of physic
electro-chemical phenomena such as abrasion (metal to metal wear), corrosion, heat (temperature
variation), impact erosion and friction. As traffic increases so does the wear on these components of track.
(b) The cost of switches and crossings is comparatively much higher than other permanent way materials.
The reconditioning of worn-out area of these components shall be undertaken to enhance their service life,
as a part of maintenance. This is done using approved technique for metal arc welding and the use of
suitable materials. The procedure for reconditioning of crossings and switches is outlined in Annex 1538(b).
(c) As proposed elsewhere in this Manual, reconditioning work may be outsourced and carried out through
the agency of contractors who have the required qualifications and experience to do the work satisfactorily.
Since this involves the safety of train operations, the procedure, technique and materials for the
reconditioning work shall be such as have been approved by the Chief Engineer.
- 32 -
Annex 1538(b)
Reconditioning of Points and Crossings
1. Introduction
(a) Switches and crossings are subject to wear and tear depending on the volume of traffic. Wear which is
damage to a solid surface usually involves progressive loss of material due to relative motion between the
two contacting surfaces (i. e. rail and wheels), Wear is attributed to either singly or a combination of physic
electro-chemical phenomena such as abrasion (metal to metal wear), corrosion, heat (temperature
variation), impact erosion and friction. As traffic increases so does the wear on these components of track.
(b) The cost of switches and crossings is comparatively much higher than other permanent way materials.
The reconditioning of worn-out area of these components shall be undertaken to enhance their service life,
as a part of maintenance. This is done using approved technique for metal arc welding and the use of
suitable materials.
(c) As proposed elsewhere in this Manual, reconditioning work may be outsourced and carried out through
the agency of contractors who have the required qualifications and experience to do the work satisfactorily.
Since this involves the safety of train operations, the procedure, technique and materials shall be such as
have been approved by the Chief Engineer.
(d) Conventional points and crossings are being manufactured from rolled rails, same as used in track.
However, some cast manganese steel (CMS) crossings have also been used at some busy locations in
traffic yards. Both types of designs are amenable to reconditioning.
Note: Whereas, ordinary built up crossings are manufactured from medium manganese steel rails, CMS
crossings are specially cast for the purpose. They possess higher strength and resistance to wear and
therefore last longer than built-up crossings. Also there are no bolts or components that could get loose
under traffic. CMS crossings are susceptible to breakage under impact and should be handled carefully to
avoid damage.
2. Selection of worn-out Points and Crossings for reconditioning
(a) Points and crossings to be reconditioned by welding should be in good condition and certified by the
SSAE(Way) as being suitable for reconditioning. These should normally not have exceeded specified limit
of wear. Points and Crossings containing cracks on the worn-out portion having depth more than 3 mm (as
determined by gouging) beyond the condemning size shall not be selected for further reconditioning. Where
possible, ultrasonic testing of crossings should be carried out, and points and crossings having internal
defects should not be reconditioned.
(b) As far as maximum vertical wear limit on wing rails and nose of crossing is concerned the existing
provision of 10 mm shall apply.
3. Depot or In situ Welding
(a) Depot resurfacing: In this method, the points and crossings are usually brought from site to the welding
depot and then these are resurfaced following the conventional manual metal arc process, the
reconditioned crossing is than ground to proper profile and again transported back to the site for re-use in
track.
(b) In situ resurfacing: As an alternative and to avoid undue transportation as well as loss of manpower and
time, in situ resurfacing can be resorted to. In this technique, reconditioning of crossings may be done on
track itself, taking block or only on caution order following the conventional arc welding technique. For such
in situ welding a portable DC welding generator shall to be used, which can be carried to the welding site.
(c) It is preferable to resort to in-situ resurfacing techniques, especially for built-up crossings, since
transportation of crossings from site to depot and back is avoided saving considerable time and effort.
- 33 -
Moreover, it is also beneficial in case of turnouts where heel/toe joints of switches and crossings have been
welded with lead/main line rails.
(d) CMS crossings may also be reconditioned. However, in situ reconditioning of CMS crossings needs
additional precautions, since the temperature is to be controlled during the welding process either by
keeping the crossing submerged in a water bath or by resorting to air quenching. The manufacturers
recommended procedure as approved by Chief Engineer should be followed.
4. Resurfacing Technique
(a) General
(i)
The conventional manual arc welding technique in which two types of electrodes
are used to make up for the entire worn out portion (initial layer and finishing layer) of the
crossing shall be used.
(ii)
The worn out points and crossing can be resurfaced by this method by gradually
depositing number of layers as per requirement using 4mm diameter electrodes to avoid
high heat input. Only approved types of electrodes that are suitably packed to guard
against damage during transportation and moisture ingress shall be used.
(iii)
Electrodes shall be used within six months of the manufacturing date because
exposure to moisture can adversely affect the quality of welding.
(b) Surface preparation
(i)
The locations to be reconditioned shall be ground by pneumatic or electrical
grinder to remove adherent scales, deformed and work hardened metal and surface cracks.
(ii)
Complete removal of the surface cracks is necessary as any left-over crack on the
surface may extend due to contraction of the weld deposit during cooling and cause
premature failure of the crossings in service.
(iii)
During the grinding operation only light pressure must be used to avoid
overheating.
(iv)
Gouging electrodes must not be used under any circumstances to remove scales
or work hardened metal from the crossing surface.
(v)
Where wear is 2 mm or less, do not grind in excess to accommodate two layers of
the weld metal. In such areas one layer of electrode would suffice.
(vi)
After grinding, the locations to be welded shall be tested by magna-fluxing or dye
penetration inspection (see notes below) to ensure freedom from cracks or defects.
Notes: (1) Magna-fluxing is a method of testing ferrous metals for surface and subsurface flaws. The test
works by applying a magnetic field to the component under test using a permanent magnet. This will cause
a high concentration of magnetic flux at surface cracks, which can be made visible by dusting iron powder
or a similar magnetic material over the component. The iron oxide particles are attracted to surface
discontinuities or cracks, where the magnetic field is discontinuous. The particles flux around the
imperfections and the patterns are visible by black light.
(2) Dye penetrant inspection (DPI) is a widely applied and low-cost inspection method used to locate
surface-breaking defects cracks, and fatigue cracks in all non-porous materials, including in-service
crossings. DPI is based upon capillary action, where penetrant (fluid having low surface tension) penetrates
into clean and dry surface-breaking discontinuities. The test surface is cleaned to remove any dirt, paint, oil,
grease or any loose scale. The penetrant is applied and after adequate penetration time has been allowed,
the excess penetrant is removed, and a developer is applied. The developer helps to draw penetrant out of
the flaw where a visible indication becomes visible for inspection.
- 34 -
(c) Pre-heating
(i)
The area to be repaired plus 75 mm on either side shall be pre-heated by
oxyacetylene flame to a temperature between 250oC to 300oC before welding.
(ii)
The temperature shall be checked with tempil temperature sticks (see note below).
This temperature shall be maintained throughout the welding operation.
(iii)
If welding is to be interrupted for some reason, then the portions to be reclaimed
subsequently shall be pre-heated again to the above temperature range before welding is
continued. No post heat-treatment is required after welding.
Note: Tempil stick comprises temperature sensitive chemicals shaped in the form of sticks. These are not
temperature measuring but temperature indicating crayons. The temperature is interpreted by observing
the physical change taking place form solid to liquid. To use a tempil stick of 250oC, a surface is heated
and start touching or marking at intervals. As soon as the surface attains 250oC, there will be liquid droplets
in place of dry chalky mark. As an alternative contact type pyrometer can also be used for measuring
temperature.
(d) Welding procedure
(i)
Use electrodes from new dripack. Remove only one electrode at a time from the
dripack, which should be promptly closed tight. Electrodes exposed to moisture shall be
used only after drying at 2500C for 60 minutes.
(ii)
Initial build up welding shall be with CP HRD 011; current 140-160 amps; polarity
electrodes positive if DC is used. To avoid distortion, weld metal shall be deposited
following a proper sequence so as to achieve uniform welding as well as low heat input.
Weld with short arc gap and electrode tilted 10 in travel direction with stringer bead
deposition. Remove slag between passes and peen deposit.
(iii)
Deposit final layer using electrode CPRS 031, current 130-140 amps; polarity
electrode positive if DC is used. Interpass minimum 2500C max 3500C, check with
temperature stick. Alternate weaving up to 2x may be used to build up heat. Each bead
should be deslopped and wire brushed thoroughly.
(iv)
After completing welding cover the region plus 15 cm on each side by dry mild
steel sheet or suitable cover to protect from cold air drafts and rain. Allow it to cool in still
air.
(v)
The weld runs shall be deposited in turn on the right wing rail, nose and left wing
rail. In case of switches, stock rail should be reconditioned before the tongue rail.
(e) Grinding operation:
(i)
After completion of welding, reconditioned area shall be ground off in accordance
with the original contour of the component.
(ii)
A straight edge along with a proper template may be used to check the profile after
finish grinding.
(iii)
During grinding, the grinding wheel shall be moved back and forth over the area
and not stopped at one spot to avoid high localized heating and cooling which may result
into formation of grinding cracks. The grinding wheel shall be kept properly dressed to
have a clean cutting surface as a smoothened and loaded face will increase frictional heat
and proneness to grinding cracks.
(iv)
Any sharp under-filled portion should be filled up by CPRS 031 using above
procedure.
- 35 -
(f) Post weld testing: Dye Penetrant testing should be conducted over the repaired area
plus 15 cm base metal on either side. Rail head side should also be similarly tested
(g) Passage of train: Trains can be passed at normal speed over the weld-metal crossing
even before completion of the hard facing operation. However, the weld metal should be
allowed to cool for a period of 2 to 3 minutes before allowing the passage of train. After
passage of a train, the welding can be started again.
5. Qualification and experience of welders
(a) Only skilled or highly skilled welders, who have been trained and certified by the competent authority in
resurfacing of points and crossings by welding, shall be engaged.
(b) In case this work is out-sourced, the tender/contract conditions should specifically stipulate the
qualification and experience required of welders who shall be engaged by the contractor to do the work.
6. Records
For each crossing, records shall be maintained by SSAE(Way) showing station, point no., up/down line,
facing/trailing direction, traffic density, angle, UTS (72/90 kg/mm2), date of last resurfacing, traffic carried
since then, date of present resurfacing; wear readings (depth in mm) at locations on left wing rail, nose,
right-wing rail, brand and size of electrode used, quantity of electrode consumed (in Nos. or kg.), grinding
time, welding time, total time taken, no. of trains passed during welding and name of welders. The records
shall be diligently maintained so that these can be used to monitor/ improve the productivity and quality of
work of the welder.
7. Switch Expansion joints
The worn out tongue and stock rails of a SEJ may be reconditioned by welding. It will be preferable to do
reconditioning of SEJs in-situ to avoid de-stressing of LWR panel. The process as above for re-conditioning
of points and crossing shall be followed.
- 36 -
Part C. Maintenance of Track on Bridges

1539
Rails on Bridges
(1) Longitudinal profile and cant of rails

(a) Camber
In standard plate girders no camber is provided. Open web girders of span 30.5 m (100 feet) and longer are
provided with camber. Track on these bridges are laid following the camber of the girder. When retimbering is done it should be ensured that the longitudinal level of rails follows the camber of girders.
(b) Rail Cant
On bridges the rail should be laid by continuing the same cant as for the approach track, i.e., an inward
cant of 1 in 20.
(2) Rail joints over the bridge
No fish-plated joint should be located on the girder or within 6 m from either abutment. In the case of small
bridge openings less than 6.1 meters rail joints should be avoided over the bridge. In the case of other
spans, the preferred position of the rail joint shall be at 1/3 of the span from either end.
(3) Fastenings on girder bridges
(a) In track on girder bridges with un-ballasted deck, rail-free fastenings such as canted mild steel bearing
plates with four rail screws may be used on wooden sleepers such that relative movement between rail and
sleepers may take place. Anti-creep bearing plates should not be used.
(b) If channel sleepers are used, suitably designed canted bearing plates with rubber pads and rail free clip
and bolt type of fastening should be used.
(4) Short welded rails and LWR on bridges
(a) SWR may be continued over girder bridges with un-ballasted decks up to 12.2 meters opening if the
length of SWR is symmetrical to the center line of bridge; and up to 6.1 m (20 feet) opening, if the length of
SWR is unsymmetrical to the center line of the bridge.
(b) For laying LWR/CWR on bridges the provisions of the Bangladesh Railway Manual of Instructions on
Long Welded Rails should be followed.
(c) Precautions for arresting Creep: Track on girder bridges laid with standard single rails and fish-plated
joints should be isolated from the SWR, if existing, on approaches on either side by providing at least two
well anchored standard rail lengths. Similarly, track on girder bridges not laid with LWR/CWR shall be
isolated from LWR/CWR by a minimum length of 36 m of well anchored SWR on either side of the bridge.
1540
Sleepers on Bridges or Bridge Timbers
(1) Size, treatment, end-binding and dating of bridge timbers

(a) Minimum depth, length and spacing of bridge timbers
(i)
Provisions in the Schedule of Dimensions regarding the minimum length of sleeper,
minimum depth of sleeper and the maximum clear distance between the sleepers, gaugewise (nearest to 5 mm), are summarized in Table 1540(1)(a)(i) below:
- 37 -
Table 1540(1)(a)(i): Minimum Length and Depth of Sleepers, and Clear Distance
Clear distance
Depth of sleepers
between consecutive
(exclusive of
Gauge
Length of Sleepers
sleepers not to
notching) not less
exceed
than
Outside to outside of
girder flanges plus 305
Broad
510
150
mm, but not less than
2440 mm.
Outside to outside of
girder flanges plus 305
Meter
305
125
mm, but not less than
1675 mm.
Minimum
length,
thickness (inclusive and
Dual
exclusive nothing) and
510
160
Gauge
length of DG Bridge
sleeper
to
be
incorporated.
Note: (1) The details are for timbers directly resting on longitudinal girders. (2) The depth of bridge timbers
is calculated after excluding notching.
(ii)
The minimum thickness of timber for various girder spacing for BG and MG is given
in Table 1540(1)(a)(ii) below (applies to sleepers of sal (Shorea Robusta)wood or similar
timber with a permissible fiber stress of 140 kg/cm2 for sleeper width of 250 mm in BG and
200 mm in MG):
Table 1540(1)(a)(ii): Minimum Thickness of Timbers
Broad Gauge
Center to Center
of Girder
Meter Gauge
Depth of Sleeper
excluding Notching
Depth of Sleeper
excluding
Notching
Center to Center of
Girder
(mm)
(mm)
Up to 1850
150
Up to 1250
150
Up to 2000
180
Up to 1650
200
Up to 2300
240
Up to 2000
240
(iii)
The suggested sizes of bridge timbers for standard spans of bridges generally
adopted are given in Table 1540(1)(a)(iii) below.
Table 1540(1)(a)(iii): Sizes of Bridge Timbers for Standard Spans
Broad Gauge
Meter Gauge
Size of Sleeper(breadth x
depth)
Size of Sleeper(breadth x
depth)
Up to 12.2 (40 feet)
250 x 150 mm
200 x 150 mm
250 x 150 mm
200 x 200 mm
250 x 180 mm
200 x 200 mm
Up to 30.5 (100 feet)
250 x 240 mm
200 x 240 mm
Span in meters
- 38 -
(iv)
Clear distance between joint sleepers: The clear distance between joint sleepers
should not exceed 200 mm both for BG and MG.
(b) Treatment of Bridge Timbers: Bridge sleepers should initially before use receive a coating of boiling coal
tar. Underside of the sleepers resting on girders should receive two coats. To each liter of coal tar, 50
grams of quick lime should be added. In case, this treatment has not been given in a depot, the sleepers
should be painted with coal tar before insertion.
(c) End-Binding: To prevent splitting at the ends, the sleeper ends, after being pressed, should be bound
firmly with wire or hoop iron, or clamped. End bolts may be provided only when the sleepers supplied are
severely split.
Note: Items (b) and (c) are usually done in the Sleeper Treatment Plant.
(d) Dating and Branding: The year of laying bridge timbers should be cut or branded on each sleeper at the
center or at the end omitting the first two digits of the year. All dates shall be in one direction preferably in
the direction of increasing kilometers.
(2) Preparation and laying of bridge timbers
(a) Preparation
Bridge timbers shall be prepared as per the following procedure:
(i)
The position of sleepers should be marked on top flange of the girder, and sleepers
should be numbered serially, span-wise. The position of sleeper seats should be marked on
both faces of the sleepers.
(ii)
The contact surface of steel work between the sleepers and girders (top of flange
under sleeper seat) should be painted after thorough scraping. This is important.
(iii)
The rail seats should be prepared to be in one plane such that there is no rocking.
Rocking, if any, should be eliminated by planning the seats of the sleepers. Notch the
underside of each bridge timber to the depth required, duly providing for rivet heads (see
Figure 1540(2)(a)(iii)). The notched surface should be tested with a template. The two
notched bearing surfaces will be in one plane when the template sits evenly and does not
rock. The new cut surface of the sleeper should be coal tarred.
(iv)
Sleepers are then placed in position and with a light wooden mallet the sleeper is
hammered sufficiently for the rivet head to mark their position on the notch surface, when
pad plates are not provided.
Figure 1540(2)(a)(iii): Notching of Bridge Timbers

(v)
The gouging or grooving is done on these marks to house the rivet heads.
(vi)
The holes for the hook bolts should be drilled from the notched side (from the
underside of the sleeper), vertically and snug to the girder flange, to ensure full grip of the
bolts. The diameter of the augured hole should not be more than the diameter of the hook
bolt.
- 39 -
(b) Hook Bolts

(i)
Hook bolts (22 mm diameter) are of two types, one with straight lip suitable for
securing sleepers to plate girders and other with sloping lip for securing sleepers to rolled
steel joists. In both types the hook is an integral part of the bolt (see Figure 1540(2)(b)(i)
below).
Figure 1540(2)(b)(i): Hook Bolts with Sloping Lip (B-Left) and Straight Lip (C-right)
(ii)
Two hook bolts are used for each sleeper (see Figure 1540(2)(b)(ii) below):. These
hook bolts must be on the outside of the girder and not on the inside. A 75x75x6 mm mild
steel square washer is used along with each hook bolt to prevent the nut from cutting into the
sleeper. The length (A) of the hook bolt depends on the thickness of the bridge timber.
Figure 1540(2)(b)(ii): Fixing of Hook Bolts

(iii)
On the top end of each hook bolt there shall be a chisel-marked arrow indicating the
direction of the hook of the bolt (see plan view in Figure 1540(2)(b)(i)). The arrow grooved on
the top end of the bolt should be perpendicular (square) to and be pointed towards the rail
when the hook holds the girder flange. This enables the maintenance staff on the bridge
deck to inspect and ensure that the lip of every hook bolt is in the proper position.
- 40 -
(c) Laying of bridge timbers

(i)
The bridge timbers should be prepared 3 mm thicker than required and finally levels
adjusted by stretching a string over the rail seats from one end of the girder to the other. A
leveling instrument may be used, if necessary, to fix levels.
(ii)
Use of Packing Plates: Packing plates are used to make up for the difference in
levels on the top boom of the girder due to thickness of cover plates. These plates should be
of mild steel, as thick as the cover plates, and of sufficient width to take the hook bolts. In
case cover plates exist only for part width of the girder, the sleepers are to be notched to the
same shape.
(iii)
Place the bridge timbers in position and tighten the hook bolts with the hook holding
on to the flange of the girder. Standard mild steel canted bearing plates with 4 rail screws
should be fixed in position after tightening the hook bolts. Care should be taken to ensure
that the rails on the bridge are in alignment with the approach track.
(3) Other fixtures on bridges
(a) Guard rails on bridges
(i)
Guard rail are something like a redundant member and their utility is only in the
event of derailment on the approach of the bridges. Any neglect in respect of provision of full
complement of fittings or proper fixing or maintenance can lead to serious consequences.
(ii)
Provision of guard rail: Guard rails should be provided on all bridges, whether
through or semi-through (including pre-stressed concrete girder bridges without deck slab)
having total length 12.2 m (40 feet) and more. Thus 4x3 m (4x10 feet) or 2x6.1 m (2x20 feet)
and 1x 12.2 m (1x40 feet) and other such bridges should be provided with guardrails. If the
deck is of through plates, guard rails need not be provided.
(iii)
Guard rails should be provided on all major ballasted bridges and also on such other
minor bridges where derailment may cause serious damage to life and property.
(iv)
On all flat top, arch and pre-stressed concrete girder bridges with deck slab, where
guard rails are not provided the whole width of the bridge between the parapet walls shall be
filled with ballast up to the top of sleeper level (see Figure 1540(3)(a)(iv) below).
Figure 1540(3)(a)(iv) Ballasted Deck Bridge without Guard Rails

(v)
Design and fixing of Guard rails: The typical arrangement of a guard rail, with the
important dimensions for BG and MG are shown in Figure 1540(3)(a)(v) and Table below.
Inside guard rails of approved design shall be provided.
- 41 -
Figure 1540(3)(a)(v): Guard Rails at Bridge

Particulars
(1) Clearance between Guard Rail and
Running Rail
(2) Length of Guard Rail outside
ballast wall and maintained to
clearances mentioned in (1)
(3) Length of Guard Rails to be bent
so as to be brought together at the
middle of the Track
Dimension
in Sketch
C
25050 mm
Meter
Gauge
20025 mm
1825 mm
1825 mm
4875 mm
3655 mm
Broad Gauge
(vi)
While fixing, the top table of the guard rail should not be lower than that of the
running rail, by more than 25 mm. In the case of bridges on curves with canted track the
difference should be measured with reference to a straight line connecting the running tables
of inner and outer rails.
(vii)
Splaying of Guard rails: In the case of through girder bridges on double lines, the
guard rails should be splayed on both ends on both lines. In the case of bridges other than
through bridges on double lines, the splaying need be done only on the facing direction of
the particular line. However, the non-splayed end should be bent downwards after it is
stopped at the end of the abutment and wooden block provided.
(viii)
The ends of guard rails should be bent vertically and buried and a block of timber
fixed at the end to prevent entanglement of hanging loose couplings see Figure
1540(3)(a)(viii) below).
(ix)
Guard rails on dual gauge tracks: Three guard rails are provided on dual gauge track
on bridges, one for each runing rail. The provision of guard rails is depicted in Figure
1529(3)(a)(iv). All other requirements for the provision of guard rails on single gauge tracks
(BG and MG) shall also apply to dual gauge.
(ix)
To ensure that guard rails are effective, they should be spiked down systematically
to every sleeper with two spikes towards the center of the track and one spike on the
opposite site.
(x)
Notching of the rail foot for spikes fixing the guard rails should be done on every
alternate sleeper. Notches should extend at least 25 mm along the length of rail to permit
expansion and contraction of the guard rail thereby avoiding transfer of longitudinal forces
but still will be effective in preventing bunching of sleepers in the event of derailment on the
bridge (see Figure 1540(3)(a)(x) below).
- 42 -
Figure 1540(3)(a)(viii): Sketch of Bent and Buried Part of Guard Rail
Figure 1540(3)(a)(x): Sketch Showing Notching and Fixing of Guard Rail

(xi)
Sleepers should be tied at both ends by mild steel flats or tie bars fixed through
holding down bolts.
(xii)
Over the piers, the guard rail should form a joint with elongated holes in rails for
avoiding transfer of longitudinal forces by the movement of free end of the girder (see Figure
1540(3)(a)(xii) below).
(xiii)
The fixing of guard rail on concrete sleepers shall be done by proper tightening of
rail screws as per drawing to be approved by Chief Engineer.
Figure 1540(3)(a)(xii): Guard Rail Joint with Elongated Holes over Center of Pier
(b) Provision of walkways on bridges
Over all girder bridges, footways (walkways) should be provided in the center of track over sleepers to
facilitate inspection by permanent way staff.
- 43 -
1541
Inspection and Maintenance of Track on Bridges
(1) Bridge approaches

(a) On bridges where guard rails are to be provided, the bridge approaches should be provided with
sleepers with arrangement for fixing guard rails.
(b) Full complement of track fittings at bridge approaches up to 100 m should be provided to maintain track
geometry and any deficiency should be recouped immediately.
(c) Rail level of track on approaches of bridges should be maintained as to avoid any sags or dips in rail
level immediately after abutments. If not properly maintained these locations do not run well.
(d) In case of LWR track, full ballast section as specified in the Manual of Instructions on Long Welded
Rails should be provided up to 100 m from the abutment. Buffer rails/switch expansion joints should be
provided at the bridge approaches in LWR/CWR track as per provisions of the Manual of Instructions on
Long Welded Rails.
(e) On approaches to major bridges, for a length of about 100 m, width of cess should be 0.9 m clear of full
ballast section. For maintaining the ballast section, suitable ballast retaining arrangement should be
provided, as necessary.
(f) Rail joints should be avoided within three meters of all bridge abutments.
(2) Inspection and maintenance of track on bridges
(a) Condition of track
(i)
The track should be central on the rail bearers and the main girders and in good line
and level.
(ii)
Departure from line (or alignment) is caused by incorrect seating of girders, shifting
of girders laterally or length-wise, incorrect seating of sleepers on girders or rails on sleepers,
varying gauge or creep.
(iii)
Departure from level is caused by errors in level of bed blocks or improper fixing of
bridge timbers.
(iv)
The adequacy of clearances of running rails over ballast walls or ballast girders at
the abutments (clear 25 mm minimum) and condition of timbers and fastening on the run off
and skew spans should be inspected.
(v)
Creep and joint gaps should be checked and rails pulled back wherever necessary.
Rail fastenings should be tight. Defective rails should be replaced. Where buffer rails/ switch
expansion joints are provided on the girder bridge (in accordance with the LWR Manual), it
should be ensured that the free movement of the buffer rails/ switch is not hindered.
(vi)
Camber packing where provided should be in sound condition.
(vii)
Sand bins provided for putting out fires should be filled with dry and loose sand.
(b) Sleepers
(i)
The condition spacing of sleepers should be as per the provisions of this Manual.
Sleepers/timbers should be square.
(ii)
Fastenings should be checked for completeness and proper fixing.
- 44 -
(iii)
Hook bolts should be checked for their firm grip. Position of arrows on top of the
bolts should be at right angles to the rails pointing towards the rail. Hook bolts should be
oiled periodically to prevent rusting.
(iv)
Guard rail fixtures and clearance from the running rail should be checked and
maintained as per the prescribed dimensions.
(v)
On girder bridges path ways for inspection should be well maintained.
(3) Dual Gauge Track on Bridges - Inspection and Maintenance

(a) Track structure on bridges: On girder bridges of dual gauge two types of track structures have been
used:
(i)
The dual gauge track is held on wooden bridge timbers using dog spikes, steel
plates, spacers and hook bolts. This arrangement is the same as on single gauge track
elsewhere on the railway.
(ii)
The second type of arrangement on girder bridges uses steel beam sleepers along
with steel base plate, mild steel clips, steel sheet shims, special liners, flat round washers,
high strength structural bolts and nuts, resilient 20 mm rubber pad, and double coil spring
washers.
Figure 1541(3)(a)(ii): Dual Gauge on Girder Bridges Note The Three Guard Rails
(b) Guard rails:
(i)
In dual gauge on girder bridges three guard rails are used. One for the common rail
and one each for the meter gauge and broad gauge rails. The guard rails are fixed to the
bridge girder using base plates, clips and bolts. At the ends the guard rails are bent in to the
ballast section (see Figure 1541(3)(b)(i) below).
(ii) The rail over the bridge is free to move.
- 45 -
Figure 1541(3)(b)(i): Ends of Guard Rails Buried in to The Ballast at End of Bridge
(c) The inspection and maintenance of the track on bridges are similar to that on other bridges of the
railway.
(d) The track gauge, cross levels, longitudinal level over the bridge shall be in accordance with track
tolerances for the track elsewhere.
(e) Maintenance of bridge approaches, bridge sub-structures and super structures shall be done in the
same manner as is stipulated in this Manual for other bridges.
- 46 -
Part D. Curved Track and Realignment of Curves

1542
Definitions and General Standards
(1) Radius and degree of curve

(a) The radius of a curve is determined by measuring the versine on a chord of known length, from the
equation:
R = 125C2/V
Where: R=radius of curve in meters, C=chord length in meters, and V=versine in millimeters (mm).
(b) A curves can be designated in terms of its radius in meters or by its degree of curvature as follows:
= 1750/R,
where,
is the angle subtended at the centre by a chord of 30.5 meters (100 feet),
R is the radius of the curve in meters.
Thus 1(one) degree curve has a radius R= 1750/1 meters=1750 meters.
Similarly 2(two) degree curve has a radius R= 1750/2= 875 meters.
Curves shall be described invariably by the radius in meters or in degree.
(c) For measuring versines of a curve, 20 meter long overlapping chords should normally be used with
stations at 10 meter intervals. For checking the radii of turn-out and turn-in curves at turnouts, overlapping
chord of 6 meters should be used and the versine measuring stations should be located at every 1.5
meters. (The turn-out curve can also be checked by off-sets from the straight with the off-set measuring
stations 1.5 meter apart.)
(d) The versine is obtained by stretching a fishing or nylon chord or wire taut between the ends of chord
length decided upon, and the measuring distance between the cord or wire and gauge face of the outer rail
at the middle point of the chord. Care should be taken that the cord or wire is applied to the side of the
head of the rail at the gauge point.
(2) Reference rail on curves
The inner rail in a curve is taken as the reference rail for determining longitudinal level and cant. Super
elevation is provided by raising the outer rail above the level of the reference rail.
(3) Gauge on curves
(a) Variation of gauge from the nominal gauge
The nominal gauge on broad gauge and meter gauge tracks on straight and curves shall be 3 mm tight (or
1673 mm for BG, 997 mm for MG), with the exception that in case of curves sharper than 4o (radius 438 m)
on BG and 6o (radius 292 m) on MG the gauge shall be widened in accordance with the provisions in the
next paragraph.
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(b) Gauge widening on curves

(i)
Why gauge widening: When the fixed axles of a vehicle move on a sharp curve, the
front wheel presses against the outside rail and the rear wheel against the inside rail. These
cause intensive rail side wear on curves which is one of the important problems in
maintaining railway track on sharp curves. This problem is relevant for ensuring safety of
railway operation, as well as for its economic aspects due to the need for frequent changing
of worn out rails on curves. To overcome this, the track gauge is increased on curves, which
is called gauge widening. The amount of this increase depends on the gauge of the track,
the wheel base of the car, and the radius of the curve.
(ii)
The gauge on curves shall be widened with reference to the nominal gauge, as
given in Table 1542(3)(b)(ii) below.
Table 1542(3)(b)(ii): Gauge Widening on Curves
Broad Gauge
Curve Radius in meters
Up to 440 m
Less than 440 m and up to
220 m
175 m
(iii)
Meter Gauge
Gauge
Widening
Nil
Curve Radius in meters

Up to 300 m
6 mm
12 mm
Gauge
Widening
Nil

175 m
110 m
6 mm
12 mm
There shall be no gauge widening in turn-outs or turn-in curves.
(c) Recommended gauges on curves on BG, MG and DG: These are summarized in Table 1542(30(c)
below.
Table 1542(3)(c): Recommended Gauges on Curves
Radius in metres
Gauge
Broad Gauge:
Nominal gauge =
(i) Straight including curves of radius 440m and more
1673 mm
(ii) Curves of radius less than 440m and up to 220 m
1679 mm
(iii) Curves of radius less than 220m and up to 175 m
1685 mm
Meter Gauge:
(i) Straight including curves of radius 300m and more
997 mm
(ii) Curves of radius less than 300 m and up to 175 m
1003 mm
(iii) Curves of radius less than 175 m and up to 110 m
1009 mm
Dual Gauge:
Gauge shall be same as
In the case of Dual Gauge (BG and MG) the
recommended for BG and MG
controlling radius shall be that for BG
in the Table above
(4) Super-elevation or cant
(a) When a vehicle moves on a circular curve it is subjected to radial acceleration, which produces a
centrifugal force on the vehicle. This can cause discomfort to the riders, and excessive centrifugal force
could topple over a vehicle. To counteract the effect of the centrifugal force the outer rail in a curve is
elevated above the inner one by an amount equal to cant or super-elevation. The cant is positive when the
outer rail on a curved track is raised above the level of the inner rail and is negative when the inner rail on a
curved track is above the outer rail.
(b) A state of equilibrium is reached when super-elevation is enough to bring the resultant of the centrifugal
force and the weight of the vehicle force at right angles to the plane passing through the tops of both rails.
- 48 -
In this state of equilibrium, both wheels bear equally on the rails. The super-elevation is called equilibrium
super-elevation. The equilibrium super-elevation for any speed is calculated from the formula:
SE or C = GV2/127xR,
Where; SE or C is super-elevation or cant in mm, G is the gauge of track plus width of rail head in mm, V is
the speed, and R is the radius of the curve in meters.
(5) Cant deficiency
(a) Cant deficiency occurs when a train travels on a curve at a speed higher than the equilibrium speed for
which the cant is provided on that curve. The amount of cant deficiency is the difference between the
equilibrium cant required for the higher speed and actual cant provided.
(b) For a vehicle moving on a curve in a situation of cant deficiency, the wheels do not bear or load equally
on both rails and the outer rail is more heavily loaded. Thus the outer rail takes more wear and tear
compared to the inner rail.
(c) The equilibrium super-elevation calculated for the speed of the fastest train may be reduced without
reducing the speed of the train by a maximum of 75 mm on broad gauge and 50 mm on meter gauge,
which are the permissible limits for cant deficiency.
Gauge
BG
MG
Cant Deficiency
75 mm
50 mm
(d) On the Primary Special and Primary lines, where high speeds are permitted, the actual deficiency of
super-elevation should be kept as low as possible for the sake of passenger comfort.
(e) On Secondary Section and on turnout curves the actual cant deficiency should be as small as possible.
(6) Cant Excess
(a) Cant excess occurs when a train travels on a curve at a speed lower than the equilibrium speed. It is the
difference between the actual cant on curve and the theoretical cant required for the lower train speed.
(b) For a vehicle moving on a curve in a situation of cant excess, the wheels do not bear or load equally on
both rails and the inner rail is more heavily loaded. Thus the inner rail takes more wear and tear than the
outer rail.
(c) Cant excess shall not exceed 75 mm on broad gauge and 65 mm on meter gauge, for all types of rolling
stock.
Gauge
BG
MG
Cant Excess
75 mm
65 mm
(d) The cant excess shall be worked out taking into consideration the booked speed of goods trains on a
particular line. In case of a line that carries goods traffic predominantly, the cant excess should be kept low
to minimize wear on inner rail.
(7) Cant gradient and cant deficiency gradient
(a) Cant gradient and cant deficiency gradient indicate the change (increase or decrease) in cant or cant
deficiency per unit length of transition curve. For example, 1 in 1000 gradient means that cant or cant
deficiency of 1 mm is gained or lost in every 1000 mm of transition length.
- 49 -
(b) The cant gradient and cant deficiency gradient shall not be steeper than 1 in 360 (or 2.8 mm per meter)
on broad gauge and 1 in 720 (or 1.4 mm per meter) on meter gauge.
(8) Rate of change of cant or rate of change of cant deficiency
(a) Rate of change of cant or cant deficiency is the rate at which cant or cant deficiency is increased or
reduced per second, at the maximum permissible speed of the vehicle on a transition curve. For example,
35 mm per second means that a vehicle when traveling at a maximum speed permitted will experience a
change in cant or deficiency of cant of 35 mm in each second of travel over the transition.
(b) The rate of change of cant or cant deficiency shall not exceed 35 mm per second for broad gauge and
meter gauge. Thus a vehicle when moving at a maximum speed permitted shall not experience a change in
cant or cant deficiency in excess of 35 mm per second of movement on the transition curve. The maximum
limiting value for broad gauge is 55 mm/second and for meter gauge is 35 mm per second.
(c) In special cases deviation of cant deficiency and cant excess from the above will be admissible with the
prior permission of the Chief Engineer.
(9) Maximum permissible speed on curve
The maximum permissible speed is the highest speed which may be permitted on a curve taking into
consideration: radius of the curve, actual cant, cant deficiency, cant excess and the length of transition.
When the maximum permissible speed on a curve is less than the maximum sectional speed, permanent
speed restriction shall be necessary.
1543
Safe Speed On Curves, Super Elevation and Transition
(1) Safe speed by empirical method

(a) Transitioned Curves. The maximum permissible or safe speed on transitioned curves on broad gauge
and meter gauge may be determined by the empirical formula:
V = 4.4(R-70),
where, V = speed in km/hour, R = radius of cure in meters.
(b) Non-transitioned curves. For non-transitioned curves the safe speed = 4/5th of the safe speed for
transitioned curves calculated by the formula given in paragraph (a) above.
(c) The safe speed as calculated above shall not exceed the maximum speed permitted on the section.
(2) Safe speed based on cant and cant deficiency
(a) Transitioned curves
(i)
Based on the formula for equilibrium super elevation, the maximum permissible
speed for transitioned curves shall be calculated by the following formulae:
Broad gauge: V = 0.27 R(Ca + Cd)
Meter gauge: V = 0.347 R(Ca + Cd),
where; V = speed in km/hour; R = radius in meters, Ca = actual cant in mm; and Cd= permissible cant
deficiency in mm. These formulae assume that the center to center distance between railheads is 1750 mm
for broad gauge and 1057 mm for meter gauge.
(ii)
The safe speed should be calculated based on the cant that can be actually
provided and increased by the permissible amount of cant deficiency.
- 50 -
(b) Non transitioned curves

(i)
The determination of the maximum permissible speed on curves without transition is
based on the concept of virtual transition. This assumes that the change in motion of a
vehicle from straight to curve takes place over a distance equal to the distance between
vehicle bogie centers, commencing on the straight at half the aforesaid distance before the
tangent point and terminating on the circular curve at the same half distance beyond the
tangent point. The length of the virtual transition is taken as 14.6 meter on broad gauge and
13.7 meter on meter gauge.
(ii)
In the case of non-transitioned curves with cant, it is assumed that the cant is gained
over the virtual transition (paragraph 1543(2)(b)(i)), and the cant gradient shall not be
steeper than 1 in 360 (or 2.8 mm per meter) on broad gauge and 1 in 720 (or 1.4 mm per
meter) on meter gauge.
(iii)
In the case of non-transitioned curves with no cant, the safe speed over the curve
can be worked out by calculating the permissible cant deficiency that is to be gained or lost
over the virtual transition. The desirable value of the rate of change of cant deficiency is 35
mm/second for broad gauge and meter gauge. The maximum limiting value for broad gauge
is 55 mm/second.
(c) Safe speed on curves with inadequate transition length
(i)
For curves laid with inadequate length of transition, the safe permissible speed
should be worked out on the basis of actual cant or cant deficiency which can be provided
taking into consideration its limiting value.
(ii)
The cant or cant deficiency has to be provided on the transition length.
(iii)
The rate of change of cant or cant deficiency should not exceed its limiting value.
(d) The maximum permissible speed determined above shall not exceed the maximum permissible speed
of the section.
(3) Speed for determining cant to be provided
(a) The amount of super-elevation to be actually provided does not necessarily depend on the maximum
speed of the fastest train on a section. A compromise has to be achieved which permits fast trains to
traverse safely and without discomfort to passengers, and slow-moving freight trains to move without risk of
derailment due to cant excess.
(b) On a curve where all trains run at about the same speed, super-elevation shall be provided for that
speed.
(c) The speed for determination of cant to be provided shall be decided by the Chief Engineer, after taking
into consideration the maximum speeds which can be actually attained by fast and slow trains, the
proximity of permanent speed restriction in the route, junctions, stopping places, gradients which may
reduce the speeds of goods trains, without appreciably affecting the speed of fast trains and their relative
importance. For this purpose the entire section may be divided into a certain number of sub-sections with a
nominated equilibrium speed for each sub-section, fixed on the basis of speeds which can be actually
attained by fast or slow trains over the sub-section, so that the need for imposing any speed restrictions for
limiting the cant excess for slow trains and cant deficiency for fast trains is avoided. On sections where all
trains run at about the same maximum permissible speeds like suburban section, it will be preferable to
provide cant for that speed.
(d) The amount of cant to be actually provided shall be calculated by the formula given in paragraph
1541(4)(b):
SE or C = GV2/127xR,
- 51 -
where; SE or C is super-elevation or cant in mm, G is the gauge of track plus width of rail head in mm, and
R is the radius of the curve in meters for the speed V determined on the basis of sub-paragraph (c) above.
The results shall be rounded off to the nearest multiple of 5 mm.
(e) The maximum super-elevation should not normally exceed 140 mm on broad gauge and 90 mm on
meter gauge. Super-elevation may, however, be increased to 165 mm for broad gauge and 100 mm for
meter gauge with the special permission of Chief Engineer.
(f) Cant for each curve shall be specified and indicated on web of the inside face of the inner rail to the
nearest 5 mm.
(g) On curves on broad gauge and meter gauge where no cant is determined necessary according to the
formula, it is good practice to provide minimum cant of 12 mm on broad gauge and 6 mm on meter gauge,
except in yards.
(h) The super-elevation over the existing curves in track should be brought up to the above standards when
the track is renewed.
(i) In every case, the super-elevation to be provided should be specified when the line is originally laid and
thereafter altered only with the prior approval of the Chief Engineer.
1544
Transition Curves
(1) General
(a) A transition curve is an easement curve provided between the straight and two ends of a circular curve,
in which the change of radius is progressive throughout its length. It is introduced to avoid the sudden
change in motion of a vehicle from straight track to circular curve and also to gradually attain the superelevation of the curve. If such easement is not provided the centrifugal force would come in to play at the
tangent point where the straight track meets the curve, with undesirable consequences to track and
discomfort to riders.
(b) Transition curves are designed to reduce the centripetal force needed to change the direction of the
vehicle and the centrifugal force experienced by riders on the train. It is usually provided in the shape of a
cubic parabola at the ends of a circular curve, which enable a gradual increase in curvature from zero at
the tangent point (on straight) to the radius of the circular curve as well as a gradual increase of super
elevation to the design value simultaneously with the curvature.
(c) What is called for is a gradual decrease in radius of curvature concomitant with the elevation of the
outer rail, so that the transition to the circular curve is smooth. This length of track in which the radius of
curvature decreases from infinity to the radius of the circular curve is called the transition spiral. The
simplest and most commonly used form of transition curve is that in which the super-elevation and
horizontal curvature both vary linearly with distance along the track. Such a linear spiral has been found to
be satisfactory on conventional railroads.
(2) Length of transition curve
(a) The proper length for a transition spiral depends on the maximum permissible speed on the circular
curve; therefore compared with a sharp curve, a flat curve requires longer transition because of higher
permissible speed.
(b) The desirable length of transition 'L' shall be the greatest of the three formulae given below:
L = 0.008 Ca x Vm
L = 0.008 Cd x Vm
L = 0.72 Ca
- 52 -
where; L = the length of transition in meters, Vm = maximum permissible speed in km/hour, Cd = cant
deficiency in millimeters and Ca = actual super-elevation on curve in millimeters.
Note: Formulae (i) and (ii) are based on the permissible rate of change of cant and cant deficiency of 35
mm per second. Formula (iii) is based on the maximum cant gradient of 1 in 720 or 1.4 mm per meter.
A curve of 600 meters radius has a limited transition of 40 meters length. Calculation of maximum
permissible speed and super elevation is as follows:
Speed on transition curve = Speed on circular curve
Rate of change of cant x L x 3.6/ Ca = 0.27 {R (Ca+ Cd)} 1/2
Best value of speed is obtained when Ca = Cd
(3.6 is the factor used for converting meter/second to km/hour)
Adopting the same units and the maximum value of rate of change of cant of 55 mm per second for board
gauge, the above equation becomes:
55x40x3.6/ Ca = 0.27{R(Ca+ Cd)}1/2
55x40x3.6/Ca+ =0.27{R(Ca+ Cd)}1/2
Or Ca = 89.5 or 90 mm
Limiting the value of Cd to 75 mm, then maximum speed = 85 km/hour
Cant gradient = 90/40000 = 1/444, which is within the permissible limits
The rate of change of cant at 85 km/hour works out to 53.12 mm/second which is also within the
permissible limits.
(c) For the purpose of designing of curve layouts on new lines, the potential for future higher speeds of
operation, such as 130 km/hour on broad gauge and 100 km/hour on meter gauge on the Special Primary
and Primary routes shall be taken into account for calculating the length of transition curves.
(d) In exceptional cases, on broad gauge tracks, where it is not possible spatially to provide sufficiently long
transitions in accordance with the above, the transition length may be reduced to a minimum of 2/3 of the
desirable length as worked out on the basis of formula (i) and (ii) above or 0.36 Ca (in meters), whichever is
greater. This is based on the assumption that a rate of change of cant or cant deficiency will not exceed 55
mm per second and the maximum cant gradient will be limited to 2.8 mm per meter or 1 in 360. For meter
gauge sections, cant gradient should not be steeper than 1 in 720 and the rate of change of cant or cant
deficiency should not exceed 35 mm/second.
(e) At locations where length of transition curve is restricted, and therefore, may be inadequate to permit
the same maximum speed as calculated for the circular curve, it will be necessary to select a lower cant
and/or a lower cant deficiency which will reduce the maximum speed on the circular curve but will increase
the maximum speed on the transition curve. In such cases, the cant should be so selected as to permit the
highest speed on the curve as a whole (see sample calculation below).
Sample Calculation: A curve of 600 meters radius has a limited transition of 40 meters length. Calculation
of maximum permissible speed and super-elevation is as follows:
Speed on transition curve = Speed on circular curve
Rate of change of cant x L x 3.6/Ca = 0.27{R(Ca + Cd)}1/2
Best values of speed are obtained when Ca = Cd
Adopting the same units and the maximum value of rate of change of cant of 55 mm per second for broad
gauge, the above equation is solved for Ca as follows:
55x40x3.6/ Ca =0.27{R(Ca + Cd)}1/2
or, 55x40x3.6/ Ca =0.27{R(Ca + Cd)}1/2
or, Ca = 89.5 or 90 mm.
Limiting the value of Cd to 75 mm, then maximum speed = 85 km/hour
Therefore, Cant gradient = 90/40000 = 1/444, which is within the permissible limit of 1 in 360.
- 53 -
The rate of change of cant at 85 km/hour works out to 53.12 mm/second which is also within the
permissible limit of 55 mm per second.
(3) Laying transition curve
(a) The provision of a transition curve entails offsetting or shifting of the circular curve inwards from the
tangent point. As mentioned above, the most suitable curve for the transition from a straight line to a
circular curve is a spiral curve known as the cubic parabola.
(b) A transition curve is laid out as a cubic parabola and to accommodate this, the main circular arc is
moved inwards by an amount called the shift or offset, which are calculated as follows:
Shift S = 4.2 * L2/R
Offset Y = 16.7 * X3/(L x R),
where; S = shift in cm, L = length of transition in meters, R = radius of circular curve in meters, Y = off-set
from the straight in centimeters; and X = distance from the start of the curve in meters
(c) The arrangement of a transition curve is shown in Figure 1544(3)(c) below. The original circular curve
BC is tangential to the straight at B. The curve is shifted to EF and BE is the amount of shift. The transition
curve AGH bisects the shift BE at G.
Figure 1544(3)(c): Sketch showing arrangement of transition curve

(d) When realigning old curves, transition curves on approaches should invariably be provided. It should be
ensured that there is no change of grade over the transition.
(e) A typical example of working out maximum permissible speed on a curve, length of transition and
calculation for laying the transition curve is given in Annex 1544(3)(e).
(4) Transition for compound curves
(a) In case of a compound curve which is formed by two circular curves of different radii but curving in the
same direction, common transition curve may be provided between the circular curves. Assuming that such
compound curve is to be traversed at uniform speed, the length of the transition connecting the two circular
curves can be obtained from:
L = 0.008 (Ca1-Ca2) x Vm or
L = 0.008 (Cd1- Cd2) x Vm, whichever is greater,
where; Ca1 and Cd1 are cant and cant deficiency in mm for curve No. 1, Ca2 and Cd2 are cant and cant
deficiency in mm for curve No. 2, L is length of transition in meters and Vm is the maximum permissible
speed in km/hour.
(b) Cant gradient should be within the maximum limit of 1 in 720 or 1.4 mm per meter.
- 54 -
(c) A common transition may be provided when the length of transition as worked out above is more than
the length of virtual transition as specified in paragraph 1543(2)(b)(i) above.
(5) Transition for reverse curves
(a) In case of a reverse curve which is formed by two circular curves which curve in opposite directions,
common transition curve may be provided between circular curves. The total length of common transition,
i.e., from circular curve to circular curve, may be obtained from:
L=0.008 (Ca1 + Ca2) Vm or
L = 0.008 (Cd1 + Cd2) Vm, whichever is greater,
where Ca1 and Cd1 are cant and cant deficiency of curve No. 1 in mm,Ca1 and Cd1 are cant and cant
deficiency of curve No. 2 in mm; L = is the transition in meters; and Vm = maximum permissible speed in
km/hour.
(b) Cant gradient should be within the permissible limits.
(c) For routes where high speeds are envisaged, minimum length of straight of 50 meters on broad gauge
and 30 meters on meter gauge shall be kept between two transitions of reverse curves. On Special Primary
and Primary routes straights less than 50 meters between reverse curves on broad gauge and less than 30
meters on meter gauge shall be eliminated by extending the transition lengths. In doing so, it should be
ensured that the rate of change of cant and versine along the two transitions so extended is kept the same.
(6) Running out cant on transitions
(a) On transitioned curves, cant should be run up or run out uniformly on the transition length and not on
the straight or on the circular curve.
(b) On non-transitioned curves, cant should be run up or run out on the virtual transition.
(c) On a reverse curve the cant is run in or run out in the other rail by raising/ lowering it over the level of
the inner reference rail.
(d) Special cases of super-elevation run out shall be carried out with approval of the Chief Engineer.
1545
Indicator Boards at Curves
(a) Curve Board

Each approach of a curve shall be provided with a curve board at the tangent point fixed on the outside of
the curve (see Figure 1545(a) at below right). This board shall indicate the radius of the curve, the length of
the curve, length of transition in meters, the maximum cant provided on the circular portion of curve in
millimeters and the speed for which cant has seen calculated.
- 55 -
(b) Tangent points indication posts

On the inside of the curve, rail posts shall be
erected on each approach of the curve, to
indicate the position of the beginning and end
of transition curve. These rail posts may be
suitably painted. In the case of non-transitioned
curve, similar rail post shall be erected on the
tangent track and on the circular curve over
which the cant is run out, indicating the
beginning
and
end
of
virtual
transition(paragraph 1543(2)(b)(i)).
(c) Indication of cant
Cant shall be indicated on track by painting its
value on the inside face of the web of the inner
rail of the curve and at every versine station,
beginning with zero at the commencement of
the transition curve. The value of cant shall be
indicated on the circular curve at its beginning
and at the end. In the case of long circular
curve the cant value should be indicated at
intermediate stations at a distance not
exceeding 250 meters.
(d) Cant boards

Cant boards supplied to the gangs shall be graduated in steps of 5 mm. The maximum height of these
should be 165 mm for broad gauge and 100 mm for meter gauge (see Figure 1545(d) below).
Figure 1545(d): Cant board

(e) After realignment of curves, the curve boards and posts shall be repositioned/repainted with the correct
position/value.
(f) Curve reference posts
To facilitate maintenance of curves, curve reference posts fixed at gauge distance from outer face of the
inner rail shall be provided on the curve. The top level of the reference post shall be at the level of the outer
rail and the notch bottom will be at the level of the inner rail. The reference posts shall be spaced 20 meters
on circular part of the curve and 10 meters apart on the transition portion.
- 56 -
1546
Speed over Turn-out Curves
(1) Provisions in General Rules

The relevant provisions under Rule 90 of Bangladesh Railway General Rules, 1981, with regards to limit of
speed over facing points are as under.
(a) The speed of trains over non-interlocked facing points shall not exceed 16 km an hour in any
circumstances, and the speed over turn-outs and cross-overs shall not exceed 16 km an hour except in
accordance with approved special instructions, which may permit a maximum speed not exceeding 32 km
an hour.
(b) Subject to the provision of sub-rule (a), a train may run over facing points interlocked in a manner
approved by the Government Inspector at such speed as may be approved by him.
(c) No train shall run through a station at a speed exceeding 48 km an hour or such less speed as may be
ordered by the Government Inspector 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 provided to maintain this
condition during the passage of the train.
(2) Turn-outs on running lines with passenger traffic
(a) Turn-outs in running lines over which passenger trains are received or dispatched should be laid with
crossing, not sharper than 1 in 12 for straight switch. However, 1 in 8-1/2 turn-out with curved switches may
be laid in exceptional circumstances, where due to limitation of room, it is not possible to provide 1 in 12
turn-outs. Sharper crossings may also be used when the turnout is taken off from outside of a curve,
keeping the radius of lead curve within the following limits:
(i)
Broad Gauge: 350 meters minimum radius of lead curve.
(ii)
Meter Gauge: 220 meters minimum radius of lead curve.
(b) Where it is not practicable to achieve the radius of curvature of turn-in curves as specified above on
account of existing track centers for the turnout taking off from curves, the turn-in curve may have a
minimum radius of 220 meters for broad gauge and 120 meters for meter gauge, subject to the turn-in
curve being provided either on concrete or steel trough sleepers with sleeper spacing and full ballast profile
same as for the main line.
(c) Emergency crossovers between double or multiple lines in the trailing direction may be laid with 1 in 81/2 crossings.
(d) In the case of 1 in 8-1/2 turnouts with straight switches laid on passenger running lines, the speed shall
be restricted to 10 km/hour However, on 1 in 8.5 turnouts on non-passenger running lines, speed of 15
km/hour may be permitted.
(3) Speed over interlocked turnouts
(a) Speed in excess of 15 Km/hour may be permitted for straights of interlocked turnouts only under
approved special instructions.
(b) In the case of 1 in 8-1/2, 1 in 12 and flatter turnouts provided with curved switches, higher speeds as
permitted under approved special instructions may be permitted on the turnout side, provided the turn-in
curve is of a standard suitable for such higher speeds. Extra shoulder width of ballast of 150 mm should be
provided on the outside of such turn-in curves.
(c) The permissible speed on turn-outs taking off on the inside of the curve should be determined by taking
into consideration the resultant radius of lead curve which will be sharper than the lead curve for turnouts
taking off from the straight. 1 in 8-1/2 turn-outs should not be laid on inside of curves.
- 57 -
(d) Upgrading of speeds on turnouts, if envisaged, should be carried out to cover a number of contiguous
stations at a time. Before upgrading the speeds on turnouts beyond 15 km/hour, the track structure of loop
lines should be suitably strengthened.
1547
Turnouts on curves
(1) Permissible speed on curved main line at turnouts

Subject to the permissible run through speed governed by the interlocking standard, speed over the main
line shall be determined taking into consideration the maximum cant which can be provided on the main
line and the permissible amount of cant deficiency. In the case of turnouts of similar flexure, the maximum
cant that can be provided, on the main line will be the sum of equilibrium cant for the turnout and
permissible cant excess. In the case of turnouts of contrary flexure, the maximum cant on the main line
(negative super-elevation on turnout) will be the difference between the maximum permissible cant
deficiency and cant determined for turnout from the formula given in the Schedule of Dimensions. The
permissible speed on the main line will be worked out by the formula as given in paragraph 1543(2).
(2) No change of super-elevation over turnouts
There should be no change of cant between points 20 meters on broad gauge and 15 meters on meter
gauge, outside the toe of the switch and the nose of the crossing respectively, except in cases where points
and crossings have to be taken off from the transitioned portion of a curve. Normally, turnouts should not
be taken off the transitioned portion of a main line curve. However, in exceptional cases, when such a
course is unavoidable a specific relaxation may be given by Chief Engineer. In such cases change of cant
and/or curvature may be permitted at the rates specified in paragraph 1544(2)(d) or such lesser rates as
may be prescribed.
(3) Curves of contrary flexure
(a) On the main line curve from which a curve of contrary flexure takes off, the cant of the main line (which
is the negative super-elevation on the turnout) should be calculated from the formula given in the Schedule
of Dimensions and the permissible speed on the main line determined from the allowable cant deficiency
and cant on the main line. The speed so determined shall be subject to limitations governed by the
standard of interlocking and the sectional speed.
(b) The Schedule of Dimensions stipulates that on curves of contrary flexure the equilibrium super-elevation
should be calculated by the formula:
For Broad Gauge C = 11860/R, and
For Meter Gauge C = 7080/R,
where C = super-elevation in millimeters, R = radius in meters.
The permissible negative super-elevation on the turnout, which is also the actual super-elevation of the
main line, shall then be 75 C mm for broad gauge and 50 C mm for meter gauge.
(4) Curves of similar flexure
(a) Not followed by reverse curves. On a main line curve from which a curve of similar flexure takes off, not
followed immediately by a reverse curve, the turnout curve shall have the same cant as the main line curve.
(b) Followed by reverse curves. A change of cant on the turn-out may be permitted starting behind the
crossing and being run out at a rate not steeper than 2.8 mm per meter and subject to the maximum cant
on the main line turnout being limited to 65 mm on broad gauge and 35 mm on meter gauge.
(c) The permissible speed on the main line is then determined from the allowable cant-deficiency and
subject to limitations governed by the standard of interlocking and the safe speed limit.
- 58 -
(5) Cross-over on curves

(a) On curves on double line connected by cross over road, the speed and the cant for both roads are
governed by the inner road to which the cross over road is a curve of contrary flexure. On the outer road, it
is a curve of similar flexure. The permissible speed and the necessary cant on the inner road shall be
calculated in accordance with paragraph (3) above. The same speed and the same cant shall be allowed
on the outer road.
(b) The outer track shall be raised so that both roads lie in the same inclined plane in order to avoid change
in cross-level on the cross over road. Where this is not possible, both main line and the turn-out should be
laid without cant and suitable speed restriction imposed.
(6) Diamond crossing on Curves
(a) Normally straight diamond crossings should not be provided in curves as these produce kinks in the
curve and uniform curvature cannot be obtained. However, where provision of such diamonds cannot be
avoided or in case where such diamonds already exist in the track, the approach curves of these diamonds
should be laid without cant for a distance of at least 20 meters on either side of the diamond crossings.
Beyond 20 meters, the cant should be uniformly run out at the maximum cant gradient of 1 in 720 or 1.4
mm per meter and rate of change of cant and of cant deficiency of 35 mm per second. The speed
restrictions on the approach curve shall be decided in each case by the Chief Engineer taking into
consideration the curvature, cant deficiency and lack of transition but shall in no case be more than 65
km/hour in the case of broad gauge and 50 km/hour in the case of meter gauge. No speed restriction shall,
however be imposed on the straight track on which the diamond is located.
(b) In the case of diamond crossings on a straight track located in the approach of a curve, a straight length
of minimum 50 meters between the curve and the heel of acute crossing of diamond is necessary for
permitting unrestricted speed over the diamond, subject to maximum permissible speed over the curve
from considerations of cant deficiency and transition length.
1548
Extra clearance and Grade Compensation on Curves
(1) Extra clearance on curves

(a) On curves extra clearance is required to be provided as per the Schedule of Dimensions.
(b) Considering the mechanics of movement of rigid frame vehicles on curved track, extra clearance is
required to be provided for the following considerations:
(i)
Rigid frame structure of vehicles moving on curved track,
(ii)
Tilt of vehicle due to cant on curve, and
(iii)
Effect of vehicle sway on curves.
(c) Based on the parameters of the curve and vehicles, the amount of extra clearance for the above
considerations can be calculated (i) between adjacent tracks, and between curved track and fixed structure.
The procedure of calculation is also available in any standard text-book on track.
(2) Compensation for curvature on gradient
(a) A locomotive or car must overcome increased resistance when operating through a horizontal curve. It
is generally accepted that the added resistance or curve resistance is approximately the same as a 0.04%
up grade per degree of curvature.
(b) Compensation for curvature should be given in all cases where the existing gradient when added to the
curve compensation exceeds the ruling gradient. The compensation to be allowed should ordinarily be 0.04
percent per degree of curvature (70/R percent) for broad gauge and 0.03 percent per degree of curvature
(52.5/R percent) for meter gauge, where R is the radius of curvature in meters. Thus for a ruling gradient of
- 59 -
0.5 percent or 1 in 200, the gradient for 583 meter radius of curvature on broad gauge should be flattened =
0.5-70/583 = 0.5 -0.12 = 0.38 percent or 1 in 264.
1549
Vertical curve
A vertical curve shall be provided only at the junction of the grade when the algebraic difference between
the grades is equal to or more than 4 per 1000 or 4 mm per meter. The minimum radius of the vertical
curve shall be 3000 meters on broad gauge and 2500 meters on meter gauge.
1550
Realignment of Curve
(1) Ride on curves

(a) Dynamic forces due to the movement of trains tend to disturb the smooth curvature of track resulting in
the curve becoming flatter at some places and sharper at others. These distortions result in rough ride on
curves due to abrupt changes in radial acceleration. As a maintenance operation, realignment of curves is
undertaken to smoothen the curvature and restore smooth riding. If this is not done, the ride on the curve
progressively deteriorates under the influence of dynamic forces augmented by the distortions.
(b) For smooth and satisfactory ride on curves there should be no abrupt alteration of curvature and/or cant,
and the cant should be appropriate to the curvature, at each point.
(2) Inspection of Curves
(a) On Special Primary and Primary routes, gauge, versines and super-elevation on each curve must be
checked once in every 6 months and on other routes every 12 months; such checks should also be carried
out whenever the ride quality on curves is found to be unsatisfactory.
(b) The versines, super-elevation and gauge should be recorded by the SSAE(Way) in the curve register as
per the format given in Table 1550(2)(b) below.
Table 1550(2)(b): Format for Curve Inspection Register
CURVE INSPECTION REGISTER
..Zone
Curve No
From Km..To Km.
Station
Prescribed
No.
V
SE
(1)
(2)
(3)
Action to be
Taken
(9)
Date of Check
G
(4)
Date of StringLining or Local

Adjustment
(10)
(5)
Degree of Curve
.Section
Measurements Recorded
V
SE
G
(6)
(7)
(8)
Measurements Recorded After

Adjustment With Date of Check
V
SE
G
(11)
(12)
(13)
Note: V = Versine; SE = Superelevation; G = Gauge
(c) The Assistant Executive Engineer shall check at least one curve of each SSAE(Way) every quarter by
taking its versine and super-elevation as well as gauge from end to end.
(d) Based on the checks, the SSAE(Way) and/or Assistant Executive Engineer shall seek decision of
Divisional Engineer to realign the curve, along with resources to do the work.
- 60 -
(3) Criteria for realignment of a curve

(a) When as a result of inspection by trolley or from the foot plate of locomotive or by carriage or as a result
of track recording, the running on a curve is found to be unsatisfactory the curve should be realigned.
(b) The running over a curve depends not only on the difference between the actual versine and the
designed versine but also on the station-to-station variation of the actual versines. It is the station to station
variation of versines which impacts the rate of change of lateral acceleration and the ride comfort.
(c) The recommended limits for station to station variation in versines by speed of operation are given in
Table 1550(3)(c) below:
Table 1550(3)(c): Recommended Limits For Station to Station Variation in Versines
Speed Range
Limits of station to station versine variation (mm)
10 mm or 25% of the average versine on circular curve whichever is
120 km/hour and above
more
Below 120 km/hour and up to 80 15 mm or 25% of the average versine on circular curve whichever is
km/hour
more
Below 80 km/hour and up to 50 40 mm or 25% of the average versine on circular curve whichever is
km/hour
more
(d) If the above limit is exceeded at few isolated locations, local adjustments may be carried out. If more
than 20 percent of the stations are having versine variation above the limits mentioned, complete
realignment of the curve should be undertaken soonest possible.
(4) String-lining operations
(a) The work of realigning and transitioning curves consist of the following three main operations:
(i)
Versine survey of the existing curve;
(ii)
Determination of the revised alignment and computation of slews, including provision
of correct super-elevation; and
(iii)
Slewing of the curve to the revised alignment.
(b) Versine survey of curve- Operation 1

(i)
Chord length of 20 meters should be used for recording versines. The stations
should be spaced 10 meters apart and versines should be recorded at these stations with
overlapping chord of 20 meters. Versine readings shall be taken along the gauge face of the
outer rail.
(ii)
To ensure inclusion of the point of commencement of the curve, a mark is made on
the gauge face of the outer rail at a distance of about three half-chord lengths (or about 3x10
meters) behind the apparent tangent point and numbered zero. From this point, half-chord
distances are measured with steel tape along the gauge face of the outer rail over the whole
length of the curve and numbered serially 1,2, 3, 4 and so on and carried up to about three
half-chord lengths beyond the apparent tangent point at the other end. These stations should
be marked and numbered in white paint on the rail. With a fishing cord or wire stretched out
over the full length of the chord, versines are measured to 1 mm accuracy serially at each
station from one end of the curve to the other with the rule held normal to the line and
recorded.
(iii)
Features which restrict slewing of the track either inwards or outwards should be
recorded, mentioning the maximum extent to which slewing is possible. The existing superelevation should be measured and recorded against each station.
- 61 -
(iv)
For purposes of check, this process should be repeated in the reverse direction with
the persons recording and measuring versines reversing their roles. The record of the survey
shall be kept in the pro forma as per Table 1550(4)(b)(iv) given below.
(v)
Where there are two or more lines, track centers at intervals should be recorded.
After the versine survey, the curve alignment shall not be disturbed until the realignment is
commenced. This interval between survey or string lining and realignment should be the
least possible.
Table 1550(4)(b)(iv): Pro Forma for Record of Versine/Cant Survey
Curve from km..........................to km.........................................
Between station.......................and station........................................
Date of survey...................................................................................
Jurisdiction of Assistant Executive Engineer/SSAE(Way).............................
Station at Half Versine in (mm)
Cant
Remarks
regarding
Chord Intervals
Existing(mm)
restrictions to slewing
0
0
Zero
1
10
20
10
25
11
1.6 meters
23
Obligatory point
30
Low or high bank
(vi)
In reverse curves, the versine survey should be continuous, but transferred to the
outer rail at points where the curvature changes sign. It is probable that the exact point will
not be definite; it is therefore, desirable to keep the original rail face as the base until the
change is certain to enable plus or minus versines to be read from the same rail, it is only
necessary to hold the fishing cord or wire 20 mm. clear of the rail edge at each end by using
special gadget and subtracting 20 mm. from the reading at the center.
(c) Basic principles of string lining: The basic principles of string lining are as follows:
(i)
The chord length being identical, the sum total of the existing versines should be
equal to the sum total of the proposed versines.
(ii)
The slew in any direction at a station affects the versines at the adjacent stations by
half the amount in the opposite direction, when the track is not disturbed at the adjacent
stations.
(iii)
The second summation of versine difference represents half the slew at any station.
(iv)
At the first and at the last station, the slews should be zero.
- 62 -
(5) Determination of revised alignment and computation of slews Operation 2:

Determining the most suitable form or revised alignment of the curve depends on the selection of versines.
The calculations are carried out as per the following procedure, which has been explained by reference to
the example in the table below (the relevant columns in the table are referenced within parentheses).
(a) After recording the versines in mm, proposed versines are selected in such a way as to obtain uniform
rate of change of versines over the transition curve and uniform versines over the circular portion of the
curves.
(b) The difference between the proposed and the existing versines are worked out for each station, the
positive sign (+) being used, if the proposed versine is greater than the existing versine and negative sign (-)
if it is less (see column (4)).
(4)
0
+8
+2
-4
+2
-4
-4
+8
0
+4
-4
-2
0
-2
-4
+8
0
-12
+8
-4
0
(5)
0
+8
+10
+6
+8
+4
0
+8
+8
+12
+8
+6
+6
+4
0
+8
+8
-4
+4
0
0
(6)
0
0
+8
+18
+24
+32
+36
+36
+44
+52
+64
+72
+78
+84
+88
+88
+96
+104
+100
+104
+104
(7)
-1
-1
-1
-1
-1
-1
-1
-1
+1
+1
+1
+1
+1
+1
+1
+1
(8)
(9)
-1
-2
-1
-3
-3
-4
-6
-5
-10
-6
-15
-7
-21
-8
-28
-8
-36
-8
-44
-8
-52
-8
-60
-8
-68
-7
-76
-6
-83
-5
-89
-4
-94
-3
-98
-2
-101
-1
-103
0
-104
+ Slew Inside
(10)
(11)
0
0
-1
-2
+5
+10
+12
+24
+14
+28
+17
+34
+15
+30
+8
+16
+8
+16
+8
+16
+12
+24
+12
+24
+10
+20
+8
+16
+5
+10
-1
-2
+2
+4
+6
+12
-1
-2
+1
+2
0
0
- Slew Outside
Resultant Versine in
mm (3) + (7)
Resultant Full Slew in

mm
Resultant Half Slew (9)

+ (6) in mm
nd
2 Summation of
Correcting Versine
st
1 Summation of
Correcting Versine
Correcting Versine
in mm
nd
2 Summation
Versine Difference or
Half Throw in mm
(3)
2
8
16
24
32
32
32
32
32
32
32
32
32
32
32
32
24
16
8
2
0
st
Proposed Versine in
mm
(2)
2
0
14
28
30
36
36
24
32
28
36
34
32
34
36
24
24
28
0
6
0
1 Summation of
Versine
Existing Versine in mm
on 20m Chord
(1)
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Table: Realignment of curve by string-lining method

Correcting Couple
Versine Difference (3) (2)
Station Number
(c) First and second summations of the differences of proposed and existing versines are then worked out
(Columns (5) and (6)).
(12)
1
7
15
23
31
31
31
31
32
32
32
32
32
33
33
33
25
17
9
3
1
(d) The first summation of versine at any station (column 5), gives the cumulative versine difference at each
station. To begin with this value for station '0' is the same as the versine difference (Column 4). To obtain
the corresponding value for station No. 1 the cumulative versine difference of station '0' (Column 5) is
added to the versine difference of station No. 1 (Column 4) diagonally downward as shown by the arrow
indication and the resultant value is written against Station No. 1 (Column 5) Similarly the cumulative
versine difference is calculated at each station till the last station is reached. Since the sum total of the
existing and the proposed versines is the same, the figure against the last station (number 20) will be '0'
(Column (5)).
- 63 -
(e) The second summation at any station (column 6) gives the cumulative effect of the figures of first
summations up to the previous station. This represents half the slew required at each station to obtain the
proposed versine, which can be proved theoretically. To start with, this value for station 'O' is taken as zero.
To obtain the corresponding value of Station No.1, the second summation value of the station '0' (i.e., the
previous station) is added to the first summation value of the same station 'O'. as shown by horizontal
arrow. This value is shown against Station No. 1 (Column 6). Similarly the second summation for Station
No. 2 is the sum of the figures of the first summation and second summation of Station No.1 (Columns 5
and 6). The second summation is obtained against each station till the last station is reached. The slew at
the last station should be zero. Otherwise the track beyond the last station will be affected by the slew at
the last station. Normally this figure at the last station will not be zero. To bring this to zero correcting
couples are applied.
(f) Method of applying correcting couples -For correcting the half-throws to zero the procedure shall be as
follows:
(i)
When the final half-throw is negative, add to the versines having the lower station
numbers and subtract an equal amount from the versines having the higher station numbers,
selecting station in pairs such that the sum of the products of the difference of the station
numbers taken in pairs and the amount added to the versines, equals the numerical amount
of the negative half-throw to be cleared.
(ii)
When the final half-throw is positive, subtract from the versines having the lower
station numbers and add an equal amount to the versiness having the higher station
numbers, selecting the stations in pairs such that the sum of the product of differences of the
station numbers in pairs and the amount subtracted from the versines, equals the numerical
amount of the positive half throw to be cleared.
(g) For computing slews when realigning and/or transitioning a complete curve the following procedure
should be adopted:
(i)
Calculate the length of transition from paragraph 1544(2)(b). This determines the
versine gradient on the transition.
(ii)
Work out versine difference, first and second summations as discussed above at the
initial stations with a view to foreseeing and exercising due control over the slews (columns 4,
5 and 6). Review the figures of proposed versines (column 8) if necessary and continue the
process until the transition at the other end on which the specific versine gradient should be
observed. In the process it must be ensured that difference of versines (column 4) should
sum up to zero.
(iii)
Apply correcting couples to control the slew at obligatory points and to close the
slew at the end to zero. The slews must be limited to the minimum possible.
(iv)
Determine correct cant to be provided, points of zero and maximum cant and the
cant run-off.
(v)
Curve realignment can be worked out by graphical method. Mechanical and
electronic devices where available may be used to determine the final values of slew, thus
avoiding the lengthy process of first and second summation and application of correcting
couples.
(h) Maximum Slew: The maximum slew at any station is usually limited by practical considerations. The
distance between tracks and adequate clearance to existing structures must be maintained and track must
not be slewed too near the edge of the formation. At certain locations like bridges, it may not be possible to
slew the curve at all.
(i) In carrying out the calculations for the realignment of a long curve of more than 50 stations it is best to
write down values of about 10 proposed versines at a time and see that the sum is approximately the same
as that of the corresponding old versines and then work out the second summation to ensure that slews are
- 64 -
minimum. A final adjustment to ensure that the sum of the existing and proposed versines is equal and that
the slew at last station is zero can then be made.
(6) Slewing the curve to revised alignment - Operation No. 3
(a) The revised alignment of the curve should be staked out with a steel tape by using the pegs cut from the
bars (or wooden stakes with tack marks) which should be fixed on the cess on the inner side of the curve
square to the track and at such a distance according to the value of the slews, so that the final alignment of
the track is at one gauge distance from the face of the pegs or the tacks on wooden pegs to the outer
edges of the inner rail. In narrow cuttings with sharp curves or in tunnels it may not be possible to measure
versines on the pegs driven on the inner cess of the curve due to the face of the cutting fouling the fishing
cord. In such cases, the pegs may be driven on the outer cess. Their correctness should be checked by
measuring the versines on these pegs and verifying that they correspond with the final versines of the
alignment. The curve should then be correctly slewed to the realignment of pegs.
(b) Whether or not permanent pegs should be fixed is left entirely to the discretion of Divisional Engineer. In
no case should these be fixed on formation that is not firm or at locations where they are liable to the
disturbed or tampered with.
(c) Where it is considered more expedient, the staking of the realigned curve may be done by driving tie-bar
pegs of about 750 mm in length against each station down to rail level along the center line of the revised
alignment and slewing the track to these pegs.
(d) It is important that the slewing is done to 2 mm accuracy and actual versines again taken to ensure that
they accord with the calculated versines of the realigned curve.
(e) Along with slewing of the curve to the revised alignment correct super-elevation should be provided at
each station to accord with the curvature, particular attention being paid to the run-off on the transition.
Repositioning of posts on the cess to indicate zero and maximum super-elevation and remarking of cant
values on the inside web of the inner rail should be done.
(7) Realigning curves on double or multiple lines
On double or multiple tracks each curve should be string-lined independently. No attempt should be made
to realign any curve by slewing it to a uniform center to center distance from the realigned curve because of
the following reasons:
(a) The existing track centers may not be uniform and relatively small throw on one may entail a much
larger (even prohibitively large) throw on the adjacent track.
(b) It is nearly impossible to measure the center to center distance of curved tracks along the true radial
lines and a small error in angular direction of measurement would mean an appreciable error in true radial
distance.
(c) The transitions at the entry and exit may be of different lengths which make it impracticable to maintain
uniform centers on them even though the degree of the circular curves may be nearly the same.
1551
Other Maintenance Operations on Curves
(1) Cuttings of rails on curves

(a) Rails are usually laid with square joints on curve. On curved track the inner rail joints gradually lead over
the outer rail joints. When the inner rail of the curve is ahead of the outer rail by an amount equal to half the
pitch of bolt holes, cut rails should be provided to obtain square joints. Cut rail is a rail which is shorter than
the standard length of rail by an amount equal to the pitch of the bolt holes. The excess length by which the
inner rail gains over the outer rail is calculated by the formula:
d = LG/R,
- 65 -
where 'd' is the length in mm by which the inner rail joint is ahead of the outer rail joint over the entire length
of the curve, if cut rails are not provided; L = length of the curve in meters; R= radius of the curve in meters;
G= the gauge + width of the rail head in mm.
(b) The number of cut rails (N) for a particular curve is worked out by the formula:
N = d/pitch of the bolt holes in mm.
(c) It must be ensured that rail joints are square at beginning and at the end of the curve.
(2) Joints on curves
Rails joints on curves shall normally be laid square. On sharp curves of radius less than 400 meters on the
broad gauge and 300 meters on the meter gauge the rail joints may be staggered, where elbows and kinks
are likely to develop if rail joints are laid square.
(3) Check rails on curves
(a) Check rails reduce the risk of derailment on sharp curves. Check rails should be provided on the inside
of the inner rail of the curve as stipulated in the Schedule of Dimensions. Check rails are to be provided in
curve having radius or less of 218 meters (8O) on the broad gauge and 125 meters (14O)on meter gauge.
(b) The minimum clearance of check rails on curve is 44 mm and 41 mm on broad gauge and meter gauge
respectively. The arrangement for fixing of check rails on curves shall be done as per Figure 1551(3)(b)
below.
Figure 1551(3)(b): Fixing of Check Rails on Curves

(d) Check rails may be necessary in flatter curves if high speed is contemplated. This shall be decided by
the Chief Engineer taking into consideration the speed of operation, negotiability of the rolling stock and the
curve geometry.
(4) Wear on outer rail of curves
(a) This can be reduced effectively through the following measures:
(i)
By lubricating the gauge face of outer rails on the curves.
(ii)
By maintaining correct curve geometry and super-elevation.
- 66 -
(iii)
Provision of the suitable check rail.
(b) Rail flange lubricators should be provided on curves of radius 600 meters and less on broad gauge and
of radius 300 meters and less at meter gauge to avoid rail face wear, the first lubricator shall be provided a
little ahead of the curve.
(5) Measurement of rail wear on sharp curves
(a) The wear of rails on curves having radius of 600 meters or less on BG and 300 meters or less on MG
shall be periodically recorded. Chief Engineer should prescribe the periodicity of measurement of wear on
those sharp curves.
(b) The lateral, vertical and total loss of section should be recorded.
(c) Proper record of the measurements should also be maintained.
- 67 -
Annex 1544(3)(e)
Calculation of Maximum Permissible Speed on Curve and Layout of Transition Curve
A 600 meter radius curve is introduced between straight portions of a broad gauge rail line intersecting to
form a total deviation of 70 degrees. The speed for determining the equilibrium cant is 80 km/hour and the
maximum sectional speed is 110 km/hour. Calculate the equilibrium cant, the maximum permissible speed,
length of transition and the off-set for setting out the transition curve. The maximum permissible cant is 165
mm and cant deficiency permitted is 100 mm.
Equilibrium cant = GV2/127R = 1750 x 802/127 x 600 = 146.98 mm
Cant for maximum sectional speed = 1750 x 1102/127 x 600 = 277.88 mm
Cant deficiency for maximum sectional speed = 277.88 146.98 = 130.90 mm, which is more than
the permitted cant deficiency of 100 mm. With cant deficiency of 100mm, actual cant = 277.88
100 = 177.88 mm. But actual cant is to be limited to 165 mm.
Cant excess: Cant for speed of 50 km/hour, which is assumed as the booked speed of goods train
= 1750 x 502/127 x 600 = 57.41 mm.
Thus cant excess = 165 57.41 = 107.59 mm, which exceeds 75 mm permitted.
Provide actual cant = 57.41 + 75 = 132.41, say 130 mm.
Maximum permissible speed Vm = 0.27{R(Ca + Cd )}1/2 = 0.27{600(130+100)}1/2 = 100.3 or 100
km/hour.
Length of transition:
(i)
L = 0.008 x Ca x Vm = 0.008 x 130 x 100 = 104 meters.
(ii)
L = 0.008 x Ca x Vm = 0.008 x 100 x 100 = 80 meters.
(iii)
L = 0.72 Ca = 0.72 x 130 = 93.6 meters.
Length of transition is the maximum of above three values or 104 meters.

Therefore, provide transition 100 meters in length.
Cant gradient will be 130 mm in 100 meters, which is 1 in 769. At 100 km/hour maximum speed,
the rate of change of cant shall be 36 mm per second.
Shift = 4.2 x L2/R (see figure below) = 4.2 x 1002/600 = 70 cm
CF = 600 + 0.7 = 600.70 meters
FA = 600.7 x tan 350 = 420.61 meters
OF = L/2 = 100/2 = 50 meters
OA = 420.61 + 50 = 470.61 meters
The point o can be fixed by measuring this distance back from the apex.
- 68 -
Sketch showing layout of curve

The deviation angle for each transition is tan-1 L/2R tan-1 100/1200 = 4.760
The deviation angle for the circular curve = 700 (2 x 4.76) = 60.480.
Length of circular arc=600x60.48x/180 = 633.34 meters
Off-sets are required at every 20 meter interval on the transition.
Y
= 16.7 x X3/LR
Y0
=0
Y20
= 16.7 x 203/100 x 600 = 2.22 cm
Y40
= 16.7 x 403/100 x 600 = 17.8 cm
Y60
= 16.7 x 603/100 x 600 = 60.1 cm
Y80
= 16.7 x 803/100 x 600 = 142.5 cm
Y100
= 16.7 x 1003/100 x 600 = 278.3 cm.
- 69 -
Part E. Welding of Rails, Short Welded Rails and Long Welded Rails
1552
Welding of Rails
(1) Conventional Joints and welding

(a) In conventional or classical tracks rail joints are inevitable for connecting short length rails. The length of
rails is limited due to constraints in manufacture and transportation. Rail joints connected by fish plates
have been an undesirable but necessary component of track. Fish-plates connecting the ends of rails allow
for changes of rail length caused by temperature fluctuations. Using joints prevents the development of
axial forces and the consequent risk of jointed track buckling at high temperatures.
(b) Rail joints present the weakest link in track and are maintenance-intensive. Joints generate high
dynamic loads during train passage. Because the vertical bending stiffness of two fish-plates is generally
much lower than of the rails, the passing wheels generate larger deflections in the joint region. This in turn
leads to larger wheel loads caused by the dynamics of the passing vehicles and to accelerated track
deterioration. The large loads are responsible for many problems like rapid deterioration of vertical track
geometry requiring frequent attention of track, plastic deformation of the rail head, dangerous rail cracks as
well as damage to sleepers and fastenings. Rail joints cause noise pollution adding to the discomfort of rail
travel. These problems increase progressively as speed and load increases. As a rule, joints have a very
considerable negative effect on the service life of all track components. In addition rail joints in track result
in increased fuel consumption.
(c) The above mentioned drawbacks are obviated if the rail joints are welded. The removal of fish-plated
joints reduces maintenance inputs and increases the sustainability of the track geometry resulting in a
substantial decrease in the total life cycle cost.
(2) Types of Rail Welding
(a) Principally, two types of techniques are generally used for rail welding, i.e., Flash Butt welding and
Alumino-Thermic welding which is also known as Thermit(e) welding. These techniques have been
described in the next sub-section. Two other types of techniques are also in use for rail welding. These are
Gas Pressure welding and Electric Arc welding.
(b) Gas Pressure Welding
Gas Pressure Welding is a solid phase welding technique. Oxy-acetylene flames are used to heat the ends
of the rails to be welded to 1200 to 1300C, and they are then placed in contact with one another at high
pressures (about 20 tons), leading to the formation of a forge-weld with a solid bond. The upset metal
around the weld is removed and the joint is finished. This type of welding shortens the rail by about 20 mm
to 25 mm. This method has so far not been used on Bangladesh Railway.
(c) Electric Arc Welding
In this method the rail ends are heated by passing electric current across a gap between two conductors. A
metal electrode is energized by an electric voltage and brought close to the rail thereby producing an arc of
electric current. Appropriate types of electrodes are used during the process of welding along the crosssection of the rail. Electric Arc welding of rail ends is seldom used for welding of rail ends.
(3) Flash-Butt Welding
(a) In Flash Butt welding, a strong electric current is passed through the metal body of the rail in the vicinity
of the rail ends to be welded. Resistance of the rail to the electric current results in localized heating and
melting of rail ends which are then forged under pressure. During the welding process, no additional
material is added and the parent metal of the rails itself forms the material of the weld.
(b) Flash Butt welding is done using automatic equipment, which may either be depot-based or on-track for
site welding of rail joints in track. The machine clamps and firmly holds together the two ends of the rails to
be welded. When the two end surfaces are close together and the electric current is turned on, the current
- 70 -
arcs over or flashes between the rail ends, which generates enough heat to melt the metal at the ends of
the rails. The flashing cycles are adjusted so that the current flows without creating short-circuit situation or
leaving it at an open circuit for too long. After the metal at the rail ends has melted, the machine then forces
the ends of the rails together with high pressure to forge-weld a joint as it cools and solidifies. When the
weld has set, an operation of stripping or removing of the upset metal (or excess metal that has solidified
around the joint) is carried out. Then the rail is cooled and straightened. As with all welds, the joint has to
be ground smooth so the weld surface is flush with the parent rail surfaces. Typically, pressure forging of
the molten rail in a Flash Butt weld consumes about 25mm to 35mm of the rail length. Some characteristics
of Flash Butt welding of 90 lb/yard rails are given in Table 1552(3)(b) below:
Table 1552(3)(b): Typical Characteristics of Flash Butt Welding of Rail Joint
Item
Value
Maximum clamping force
60 tons
Maximum butting force
37 tons
Temperature reached
1500oC
Pre-heating time
5 seconds
Time of welding
161 seconds
Flashing stroke
13 mm
Butting stroke
10 mm
Note: The characteristics given in this table are indicative only and actual figures will
depend on the type of machine.
(c) Flash Butt welding is superior to Thermit welding because it is a forging process in which the material of
the weld is identical to the parent rail material. The strength and other characteristics of the weld are almost
identical to those of the parent rails. Flash Butt welding also results in fewer defects due to contaminant
particles and/or porosity at the weld.
(4) Thermit Welding
(a) In Thermit welding or Alumino-Thermic welding process, the highly exothermic reaction between
aluminium and iron oxides produces molten steel which is poured into a mould around the gap at the rail
joint to be welded. The superheated molten metal causes the rails to melt at the edges of the gap. It is also
the filler metal, so that the material from the rails coalesces with and joins the added molten steel as it
solidifies to form a weld. Thermit welding is a manual process and requires considerable skill on the part of
the welder, who shall be trained and retrained on a continuous basis and certified competent to undertake
the work.
Note: Thermit is the trade name for one of the granular mixtures of aluminium metal and powdered ferric
oxide used in the process that is generically known as thermite).
- 71 -
(b) Quick Thermit (SkV) welding: For almost half a century, the
conventional technique of thermit welding using green moulds
has been used by the railway industry. In recent years, a faster
process called Quick Thermit welding or Short Pre-Heat or SkV,
as described in the paragraphs below is being followed. The
Quick Thermit welding saves time in the welding process but
puts a higher premium on the welders skill (Note: SkV in the
German language stands for Schweiss-Verfahren mit Kurz
vorwarmung).
(c) On busy rail routes where longer time interval between
trains is not available, Quick Thermit welding is used to reduce
the time to weld rail joints. The principle of this process is
essentially the same as the conventional thermit welding
process, the main differences are summarized in the Table
1552(4)(c) below. The welding of rail joints using Quick Thermit
welding is described in Annex 1552(4)(c).
(d) For ensuring good quality of thermit welded joints, the
desirable actions (Dos) and points to be safeguarded in actual
work (Donts) are summarized in Annex 1552(4)(d). Alumino
Thermit Welding of rails shall be carried out in accordance with
the procedure laid down by the Chief Engineer.
Figure showing molten metal

being poured from crucible for
Thermit welding of rail joint
Table 1552(4)(c): Comparison of Conventional and Quick Thermit Welding Processes

Conventional Thermit
Quick Thermit
Description
Welding
Welding (SkV)
Top heating with large
Side heating by a burner using flow burner using
Method of pre-heating
mixture of petrol air
mixture of oxygen LP
gas
Gap between rail ends
12 mm to 14 mm
23 mm to 25 mm
Type of mould
Green mould
Pre-fabricated mould
Time for pre-heating

Temperature to which
heated (approx)
Heat affected zone
About 45 minutes
About 15 minutes
600oC
950oC
5 mm
15 mm
6 kg
9.5 kg
3.4 liters
1.0 liter
Total time for welding

Time after which traffic may
be allowed
60 to 65 minutes
30 minutes after completion of
welding
Source of energy for

achieving fusion of rails
Prolonged pre-heating and

partly by super-heated molten
thermite metal
20 to 25 minutes
30 minutes after
completion of welding
Partly by short
preheating but largely by
super heated extra
molten thermite metal
from the larger portion.
Weight of welding portion

(for 90 lb rail)
Petrol consumption
- 72 -
(e) A thermit weld done in situ shall be joggle fish-plated using four clamps and supported on wooden
blocks till tested as good by ultrasonic rail flaw detection (USFD) method.
1553
Short Welded Rails (SWR)
(1) Definitions
(a) Short Welded Rail (SWR): SWR is a welded rail which contracts and expands throughout its length.
Normally the length of SWR is 3x13 meters for broad gauge and 3x12 meters for meter gauge.
(b) Rail Temperature: Rail temperature is the temperature of the rail as recorded by an approved type of rail
thermometer at site. This differs from the ambient temperature which is the temperature of air in shade at
that place, as reported by the meteorological department. The annual mean rail temperatures and the
range of rail temperatures at important places on the Bangladesh Railway network are given in the Map on
the next page.
(c) Mean annual rail temperature: Mean annual rail temperature is the average of the maximum and
minimum rail temperature recorded during the year. The mean annual rail temperature will be determined
locally wherever rail temperature records are available for a reasonable period of time i.e., five years.
Where rail temperature records are not available the mean annual rail temperature can be read from the
rail temperature map
(d) Installation temperature: Installation temperature is the average rail temperature during the process of
fastening the rails to the sleepers at the time of installation of SWR.
(2) Track structure for SWR
(a) Formation: SWR shall be laid generally on stable and efficiently drained formation.
(b) Rails: The minimum section of rail shall be 44.7 kg/m (90 lb/yard) for broad gauge and 37.2 kg/m (75
lb/yard) for meter gauge. Only new rails and second hand rails which meet the standards for welding of rail
joints by the alumino thermic process and the flash butt welding process shall be welded into SWR.
Note: Existing SWRs which do not meet the above standard may be continued and the new standard shall
be followed for new or renewed track.
(c) Sleepers. The sleepers and fastenings to be used with SWR shall be as follows:
(i)
Wooden sleepers with anti-creep or elastic fastenings.
(ii)
Steel trough sleepers with key type or elastic fastenings.
(iii)
Wooden sleepers with mild steel bearing plates and rail free fastenings may
preferably be used at all fish plated joints when SWR is laid on metal sleepers.
(iv)
Concrete sleepers shall be used where SWR may be converted to LWR/CWR. In
such cases wooden sleepers shall be provided at the fish-plated joints.
(v)
Sleeper Density. Reference may be made to the norms for sleeper density given in
this Manual.
(d) Ballast
(i)
Only stone ballast shall be used.
(ii)
The depth of ballast below the bottom of sleepers shall be as given earlier in this
Chapter. The minimum shall not be less than 200 mm both for broad gauge and meter
gauge.
- 73 -
(iii)
On outside of curves up to 875 meters radius on broad gauge and 600 meters radius
on meter gauge extra width of shoulder ballast of 100 mm over and above the standard
ballast section on tangent track shall be provided. In the case of sharper curves, the extra
width shall be 150 mm. On existing SWR track, where the extra width is not available, it
should be provided on a programmed basis.
(3) Initial laying of SWR
(a) Alignment: SWR shall not be laid on curves sharper that 500 meters radius in both broad gauge and
meter gauge. However, on concrete sleeper track, SWR may be laid on curves with radius not less than
440 meters.
Note: Existing SWR laid on sharper curves may continue if there is no difficulty experienced in the
maintenance of track, subject to approval by the Chief Engineer.
(b) Junction with insulated joints and points and crossings: SWR shall not butt against insulated joints, heel
of crossing and stock rail joints. Two standard length rails (13 meter/ 12 meter) shall be interposed to
isolate the SWR from such locations. These standard length rails shall be anchored effectively to arrest
movement in either direction.
(c) Junction with fish plated track on wooden sleepers: When SWR track butts against fish-plated standard
length rail track on wooden sleepers, the latter shall be adequately anchored for at least six rail lengths to
check creep of rails. These six rail lengths shall have a sleeper density of M+7. Additional shoulder ballast
should also be provided.
(d) Regarding laying of SWR on bridges reference should be made to paragraph 1539(4). With regards to
laying SWR in level crossings, reference may be made to paragraph 3110(e).
(4) Gaps at initial laying of short welded rails
(a) The gaps to be provided for SWR (3-rail panels) at the time of laying shall be in accordance with Table
1553(4)(a) below depending on the temperature at the time of installation of rails.
Table 1553(4)(a): Gaps to Be Provided in SWR at Laying
Temperature
tm-17.5
tm -12.5
tm -7.5
tm -2.5
tm +2.6
in oC at time
to
to
to
to
to
of installation
tm -12.6
tm -7.6
tm -2.6
tm +2.5
tm +7.5
Gap in mm
12
10
tm +7.6
to
tm +12.5
2
Note: (1) Where tm is the mean annual rail temperature, which may be taken as 29.5oC. Also the
mean annual rail temperature by location as given in the Bangladesh map at Annex 1553(4)(a). (2)
The gap survey should be carried out when rail temperature is in rising trend only.
(b) If the laying has to be done outside the temperature range given in table above, or wherever joint gaps
could not be provided as per the table, readjustment of gaps shall be carried out within two days of laying
before the track consolidates. Along with the gap adjustment, re-spacing of sleepers, if required, must be
carried out.
1554
Maintenance of SWR
(1) Care in maintenance

Experience with SWR has shown that it should be maintained with greater understanding of its behavior
and more carefully than conventional fish-plated track.
- 74 -
(2) Regular Maintenance of short welded rails

(a) Regular track maintenance including all operations involving packing, lifting, aligning, local adjustment
of curves, screening of ballast other than deep screening, and scattered renewal of sleepers may be
carried out without restriction when the rail temperature is below tm+25C. However on curves of less than
875 meters radius on broad gauge, and less than 600 meters radius on meter gauge or yielding formation,
the above temperature limit shall be restricted to tm+15C (tm is mean annual rail temperature).
(b) If the maintenance operations have to be undertaken at temperature higher than that mentioned in subparagraph (a) above, not more than 20 sleeper spaces in one continuous stretch shall be opened, leaving
at least 20 fully boxed sleeper spaces between adjacent lengths which are opened out. Before the end of
the days work it shall be ensured that the ballast is boxed up.
(c) As an additional precaution, during summer months, to be specified by the Chief Engineer, for attention
to run down track, even if temperature is less the temperature specified in sub-paragraph (a) above, not
more than 20 sleepers in one continuous stretch shall be opened, leaving at least 20 boxed sleeper spaces
between adjacent lengths which are opened up. Further, if joint gaps are not available at the time of
opening of the track even when rail temperature are less than those specified in sub-paragraph (a), not
more than 20 sleepers in one continuous stretch should be opened leaving at least 20 boxed sleeper
spaces between adjacent lengths which are opened up.
(d) Major lifting, major alignment of track, deep screening and renewal of sleepers in continuous length.
Each of these operations shall be done under suitable precautions and normally when the rail temperature
is below tm+150C. If it becomes necessary to undertake such works at rail temperature exceeding the
above values adequate speed restrictions shall be imposed.
(e) Adequate number of joggled fish-plates with special clamps shall be provided to the gangs for use in
emergencies.
(f) In the case of any fracture in the weld or in the rail, the portion of rail with fracture is cut, and removed for
a length of not less than 4 meters. to carry out the re-welding duly introducing a rail piece of equivalent
length, also ensuring that no weld lies closer than 4 meters from the fish-plated joint.
(g) Conversion of 10 rail/5 rail panels into shorter panels - It will be desirable to convert the existing 10 rail
panels and 5 rail panels into 2.5 rail panels wherever maintenance problems cannot be solved otherwise.
Wherever conditions permit, conversion of SWR into LWR may also be considered in accordance with the
Manual of Instructions on Long Welded Rails.
(3) Gap survey and adjustment of gap
(a) General
Gap survey and rectification of gaps is to be carried out in stretches where track develops excessive creep
jammed joints, sun kinks, buckling, wide gaps, battered and hogged joints, fractures at joints and bending
of bolts. In SWR the gap survey and adjustment should normally be done, once a year, before the end of
February (i.e., before onset of summer).
(b) Gap Survey
(i)
day.
The gap survey shall be conducted on a clear and sunny day in the cool hours of the
(ii)
The length over which gap survey is to be done should, wherever possible, be
divided into suitable sub-sections, each bounded by fixed points such as level crossings and
points and crossings. The survey should be completed during as short a time as possible, by
employing adequate number of parties so that the rail temperature is not likely to vary
appreciably.
- 75 -
(iii)
The joint gaps shall be measured by taper gauge in mm (shown in Figure
1554(3)(b)(iii) below). The readings shall be entered in a pro forma that gives the following
information: rail temperature, location, rail number, gap at joint for left and right rails, and the
adjusted gaps.
Figure 1554(3)(b)(iii): Taper Gauge for Measuring Joint Gaps

(c) Recommended range of value of gaps.
The recommended range of value of gaps (in mm.) during service for various ranges of rail temperature is
given in Table 1554(3)(c) below.
Table 1554(3)(c): Range of Gap Values in SWR during Service
Temperature
tm -17.5
tm -12.5
tm -7.5
tm -2.5
tm +2.6
tm +7.6
in oC at time
to
to
to
to
to
to
of installation
tm -12.6
tm -7.6
tm -2.6
tm +2.5
tm +7.5
tm +12.5
Permissible
11 to 14
9 to 13
7 to 11
5 to 9
3 to 7
1 to 5
gap range
in mm
Notes: (1) Where tm is the mean annual rail temperature, which may be taken as 29.5oC.(2) The range
of gaps givenin table above are to be distinguished from the gaps given in Table1553(4)(a), which are
intended to be provided at the time of initial laying of SWR). (3) The gap values given are for 3 rail
panel. (4) The gap survey should be carried out only when rail temperature is in rising trend. As far as
possible, rectification should be done on a day on which the rail temperature is not likely to vary much
during rectification period.
d) Calculations for adjustment
The average of the measured gaps is worked out as shown in the pro forma for gap survey. A comparison
of the results of the gap measurements recorded and the permissible values of gap (relevant range values
for gap) given above will lead to corrective action as per one of the cases given in Table 1554(3)(d).
(4) Conversion of SWR in to LWR
The following additional precautions should be observed when converting SWR into LWR:
(a) The anticipated residual life of rails shall be at least 10 years.
(b) The rails shall be tested ultrasonically and all defective rails replaced before conversion into LWR.
(c) Rail ends which are hogged or battered or have a history of cracks in bolt hole region, shall be cropped
before conversion into LWR.
- 76 -
Table 1553 (3) (d): Corrective Action Based on Gap Survey of SWR
Observation of Gaps in
Action to be Taken
Track
Case 1: Average gap is within Rectification work should be restricted to correcting the
the recommended range, but
individual gaps, which falls outside the recommended
some of the individual gaps
range. Rectification should be done by pulling the
fall outside the range.
minimum number of rails. Under no circumstances shall
the adjustment be done by cutting a rail or introducing a
longer rail.
Case 2: Average gap falls
The joint gaps shall be adjusted from one end of the
outside the recommended
section to the other. The rails shall be unfastened over
range.
convenient lengths, the gaps adjusted to the initial laying
gaps (given above) and rails fastened. In this case
introduction of a longer or shorter rail will be involved.
Efforts should be made to see that only the minimum
number of joint sleepers is disturbed.
Case 3: Average gap as well
No action is to be taken.
as individual gaps fall within
the range.
1555
Long welded rails/Continuous welded rails
(1) Why Long Welded Rails

In conventional non-welded tracks the rails are connected by means of joints to allow for length changes
caused by temperature fluctuations. Using joints prevents the development of axial forces and the
consequent risk of track buckling at high temperatures. However, the fish-plates used to connect the ends
of adjoining rails have generally lower vertical bending stiffness than of the rails, and the passing wheels
generate larger deflections in the joint region. This in turn leads to larger wheel forces caused by the
dynamics of the passing vehicles as well as to accelerated deterioration of vertical track geometry, plastic
deformation of the rail head, dangerous rail cracks as well as damage to sleepers and fastenings. These
problems increase progressively as speed increases. As a rule, joints have a very considerable negative
effect on the service life of all track components, and require disproportionately more effort and cost of
maintenance.
(2) Benefits of Long Welded Rails
Tracks with welded joints as in long welded rails do not possess the above drawbacks. Owing to the
absence of joints the quality of the track geometry is better by an order and this results in a substantial
decrease in the total life cycle cost. The economies and advantages offered by long welded rails are well
known. There is a considerable saving in fuel consumption and in maintenance cost of tracks and rolling
stock with an increase in life of the track. In addition, elimination of noise and vibration ensure a smooth
and comfortable travel. A benefit of this is an increase in speed leading to a better and more efficient
utilization of track and rolling stock.
(3) Laying and Maintenance of Long Welded Rails/Continuous Welded Rails
Detailed instructions for laying and maintenance of long welded rails/continuous welded rails are contained
in the Bangladesh Railway Manual of Instructions on Long Welded Rails. It is very important that
instructions contained therein are carefully studied and complied with by all permanent way officials
responsible for the laying and maintenance of long welded rails/ continuous welded rails.
- 77 -
Annex 1552(4)(c)
Procedure for welding rail joint using Quick Alumino Thermic Welding Process
The Quick Alumino Thermic welding of rails shall be done as per the following procedure:
1. The rails are cut square and the gap to be welded is prepared within prescribed limits. If the rail ends are
cut skew, the gap will be non-uniform and the fusion of the rails will be asymmetric.
2. The cut faces are cleaned with kerosene oil and a wire brush to remove rust, dust, or greasy material. If
this is not done properly, foreign materials may get fused with the weld material, which may result in
defects in weld.
3. A 1m-long steel straightedge is used to align the running edge of the rail head. The rail ends are peaked
to accommodate contraction during solidification and cooling of the Thermit steel. If such rising of the rail
ends is not done, the joint will sag due to differential cooling between the bulkier rail head and rail foot. A
sagged joint may cause bad riding and cause maintenance problems. Such a joint will also be subject to
larger stresses due to the dynamic augment. For lateral and vertical alignment of the rail ends, wedges are
used.
4. Stands for crucible and torch are fixed on the railhead, at appropriate locations, on opposite sides of the
joint gap, and the position and the height of the torch stand is checked and adjusted by placing the
preheating burner or welding torch on it which is then removed and, set aside for later use.
5. A set of prefabricated moulds of the
appropriate rail section is selected and
examined for suitability. The rail profile of
the mould is checked4 by placing the mould
against the side of the rail to be welded. If
required, small adjustments to the mould
profile are made by rubbing the mould
gently against the sides of the rail. Then the
moulds are placed in the mould shoe (or
clamp), seating it properly using luting
sand. The placement of the mould should
be central over the gap so that during
pouring the molten metal both rail ends are
heated uniformly for complete fusion of the
rails (see figure at right).
The recesses, if any, between the mould and the rail profile is sealed with luting sand. A slag
bowl is attached to the mould shoe to collect the overflowing slag and molten metal during the
pouring.
6. A magnesite-lined crucible is housed at the correct height and alignment on the swiveling crucible stand.
A closing pin is placed at the bottom over the opening. This pin's head is covered by about 5g of asbestos
powder, so that it does not melt in contact with the molten metal and auto-tapping takes place.
7. The crucible is swung away from the rail and the portion (self-igniting mixture which yields the molten
metal) is poured into the crucible, heaped in a conical shape.
8. Using LPG (commercial use cylinders) and oxygen (or petrol and compressed air for conventional
thermit welding) the preheating burner is lit and the flame is tuned. This torch is placed in its stand which is
fixed over the joint gap, and the flame is directed top-downwards in to the mould through the central
opening. The flame heats the rail ends and this is done for a specified time depending on the rail section
and the pre-heating gases used. Pre-heating the rail ends (to about 1000C) is required to help the poured
molten metal in washing away the surface oxidation on the rail ends, as otherwise, the molten metal may
chill and solidify immediately on coming in contact with cold rail ends, without washing off the surface
oxidation.
- 78 -
9. After the preheating is completed, the thermit reaction is initiated by igniting a sparkler and placing it in
the crucible (see figure at right below). The reaction takes place for a specified time and the slag is allowed
to be separated from the molten metal. Thereafter, the closing pin is tapped from the outside, and the
molten metal in the crucible is discharged in to the top central cavity of the mould. Thereafter, the crucible
and torch stands are removed (see figure at right below).
Note: In the thermit reaction, aluminum reacts with iron oxides, particularly ferric oxide, in highly exothermic
reactions, reducing the iron oxides to free iron, and forming a slag of aluminum oxide.
3Fe3O4+ 8Al = 4Al2O3+ 9Fe (3088C, 719.3kCalories)
3FeO + 2Al Al2O3 + 3Fe (2500C, 187.1kCalories)
Fe2O3 + 2Al Al2O3 + 2Fe (2960C, 181.5kCalories)
The various iron oxides are mixed in appropriate proportions so as to get the correct resultant quantity and
temperature of molten steel. Approximately equal quantities of molten steel and liquid aluminum oxide are
separated at about 2400C, after a few seconds of the exothermic reaction. The iron obtained from such a
reaction is soft and is unusable as a weld metal for joining rails. To produce an alloy of the correct
composition, alloys like ferro-manganese are added to the mixture along with pieces of mild steel, both as
small particles, to allow rapid dissolution in the molten iron, to control the temperature and to increase
metal recovery. Complete slag separation in a short time and better fluidity of the molten metal is achieved
by adding compounds like calcium carbonate and fluorspar.
10. The excess thermit steel above the head of the rail (called head riser) is removed after solidification (but
while the metal is still red hot) by either manual chiseling or using hydraulic weld trimmer.
11. The remaining refractory material is removed and the steel vent risers attached to the collar of the foot
of the weld are snapped off.
12. The wedges are removed, any fastenings that were removed are re-fixed and the railhead is ground
using grinding machines.
- 79 -
Table showing time for each activity and tolerances of finished weld
Activity
Tolerance/Time
Nominal Gap
25 mm gap
Gap Width
251 mm
Portion weight 52 kg section (kg)
10.8
Vertical alignment, either side of 1m straight
1.0-1.25mm high
edge
Lateral alignment (gauge side), at end of
0-0
1m straight edge
Heating time with petrol and compressed air
10-12 minutes
at 100-110 psi, 7-7.7 kg/cm2
Heating time with LPG at 2.0-2.5 kg/cm2
2.0-2.5 minutes
and oxygen at 7-8 kg/cm2
Reaction time
203 seconds
Mould waiting time
4-5 minutes
Chipping time manual
4 minutes
Chipping time weld trimmer
0.5-1 minutes
Train passing time after pouring
30 minutes
Vertical tolerance for finished weld
0.4mm at centre of 10cm straight edge
Lateral tolerance for finished weld
0-0.3mm at centre of 10cm straight edge
13. A typical Quick Thermit welded joint is completed in a traffic block of about 55 minutes.
14. After welding, the weld is fish-plated using special joggled fish plates and clamps until the weld is tested
with ultrasonic rail testing machines and found good. The collar of the weld shall be painted with anticorrosive paint to obviate corrosion at the junction of the web of rail and the collar.
- 80 -
Annex 1552(4)(d)
Dos and Donts for Alumino-Thermic (Thermit) Welding*
In order to ensure that good quality of thermit welded joints, the desirable actions (Dos) and points to be
guarded against (Donts) in thermit welding work are summarized below. The type of defects encountered
in thermit welding, their causes and possible preventive steps are summarized in the table below. These
lists are not exclusive and may be added to those based on local experience.
I. Dos
1.
Full rail length should be supported on at least ten wooden blocks on either side of proposed weld
in case of welding of rails on cess and rails to be properly aligned held in position. Welding should be
carried out on proper cess and not on the ballast shoulder.
2.
In case of in-situ welding, rail fastenings of at least five sleepers on either side of proposed weld
should be loosened.
3.
Ensure that rails are without battered and hogged ends.
4.
Ensure that portion being used matches with type and chemistry of rail.
5.
Rail ends should be cleaned with wire brush and K. oil.
6.
Rail should he cut straight and square by sawing or using abrasive disc cutter and not by flame
cutting.
7. Gap at rail joint prior to welding should be 251mm.
8.
Ensure correct alignment of rails prior to welding. The joint shall be kept higher by 3 to 4 mm for 72
kg/mm2 ultimate tensile strength (UTS) rails and 2 to 2.4 mm for higher UTS rails when measured at the
end of one meter straight edge.
9.
Ensure that prefabricated moulds are as per the welding technique, free from any moisture and
cracks.
10. Prefabricated mould should be dressed with reference to actual rail profile being welded prior to their
fixing.
11.
Prefabricated mould should be centrally fixed and center lines of two halves of prefabricated
moulds should coincide with each other.
12. Ensure that the mould shoe are in proper shape.
13. Prefab mould/shoe should be gently pressed to ensure flush fitting.
14. The gap between mould and the rail should be packed firmly with luting sand to prevent leakage of
liquid weld metal.
15. Ensure that no foreign elements should be mixed in luting sand.
16. For proper and uniform preheating of both rail ends. Vaporiser should be placed at proper height.
Maximum height of goose neck from rail top should be 40 mm.
17. Ensure that crucible is properly dried/changed and repaired prior to pouring of portion.
18. Ensure that thimble is dry and free from moisture and thimble shape is round and diameter is as under:
- 81 -
72 UTS rails
14 mm to 16 mm
90 UTS rails
18 mm to 20 mm
Note: 90 kg/mm2 UTS rails have so far not been used on Bangladesh Railway.
19. Maximum height of crucible from top of prefabricated mould should be 50mm.
20. Workability of pressure gauge fitted on petrol tank in case of air petrol heating and gauge fitted on
oxygen and Liquefied Petroleum Gas (LPG) cylinders in case of preheating with Oxy-LPG mixture should
be checked before carrying out welding of rails.
21. Ensure that portion bags are properly sealed and intact at the time of opening.
22. 9O UTS portion should be used when welding of 72 UTS and 90 UTS rails.
23. Portion being used should not be more than 2 year old provided packing is intact and here is no entry of
moisture.
24. Portion should be properly stored at the site of welding so as to prevent entry of moisture.
25. Following parameters of traffic block, preheating pressure and preheating time should be adhered to
welding of rails.
Item
Traffic
block
(in
minutes)
Preheating pressure
Preheating Time (in
mm.)
SPW - Wider gap

60
70
Preheating with OxyLPG

Mixture
SPW - Wider gap
50
50
100 to 100 to
110 PSI 110 PSI
2 0 to
2.5 kg/cm2 (LPG)
10 to 12 10 to 12
2.5 to 3.0 kg/cm2
Preheating with airpatrol mixture
Remarks
7 to 8kg/cm2
with Oxygen
26. Ensure proper plugging of crucible.

27. Portion should be thoroughly mixed in the pan before pouring it into the crucible for ignition.
28. Ensure reaction time of ignition of portion as 20 3 seconds and portion in the crucible should he
covered by crucible cap.
29. Molten metal should be tapped within 20 3 seconds after start of reaction.
30. In case of 90 UTS rails, controlled cooling should be ensured by post heating of rail and flange up to 50
cms on either side of mould box with the help of vaporizer.
31.
Bottom half of prefab mould should be preserved at the time of de-molding to ensure controlled
cooling.
32.
Chipping of hot metal should be done within 4 to 5 minutes of pouring of molten metal into the gap
with the help of weld trimmer.
33. In case of in-situ welding, newly welded joint should be supported on wooden block, joggle fish plated
and first train should be passed with restricted speed after rough finishing of joint after 30 minutes minimum
of pouring of molten metal.
- 82 -
34.
Ensure final finishing of joint within 24 hours of its execution, to the tolerances specified.
35.
Ensure that there is no chisel mark on rail surface after final finishing.
36.
Ensure that stresses on 100m on either side of weld are equalized at the time of permanent repairs
in LWR/ CWR panel as per prescribed procedure laid down in LWR manual 1996 and destressing of LWRJ
CWR done at later stage.
37.
Ensure that each weld bears distinctive mark indicating month, year. agency, welders code and
weld no., punched on an aluminum strip and fixed to the web of rail with epoxy adhesive at 300mm from
the joint.
38.
Ensure that trimming of all new weld is done with the help of weld trimmer and grinding with the
help of weld profile grinding trolley.
II. Donts
I.
No ultrasonically untested rail should be welded.
2.
No Alumino-Thermic welding should be carried out by unqualified staff.
3.
Do not weld second hand rails without end cropping.
4.
Dont cut the rails by flame cutting.
5.
Dont weld rails having battering/hogging and without cleaning rail ends with wire brush and K. Oil.
6.
Dont weld rails having bolt holes at the ends.
7.
Dont use consumable items like portion, luting sand if their validity has expired.
8.
Dont use worn out and defective welding equipments.
9.
Dont carry out in-situ welding during inadequate traffic block.
10.
Dont use damaged prefabricated moulds.
11.
Dont add any extra material in the premixed luting sand.
12.
Dont use loose portion.
13.
Do not add or take out any material from the portion.
14.
Do not carry out welding in rain.
15.
Do not pour portion into the crucible without mixing it properly in the pan.
16.
Dont pass the first train over newly welded joint without its rough grinding, joggle fish plating and
wooden block support. in case of in- situ welding.
17.
Do not pass the train before 30 minutes after pouring the molten metal.
18.
Do not carry out welding at incorrect pressures of compressed air petrol mixture, O2 and LPG (in
case of Oxy-LPG preheating).
19.
Dont remove or loosen the wedge used for aligning the rail ends prior to 20 minutes after trimming
i.e. prior to weld has fully cooled down.
- 83 -
20.
Dont remove/ loosen the rail tensor prior to weld having fully cooled down.
21.
Dont store the portion at a place having dampness.
III. Major Defects in Thermit Welding, their Causes and Preventive Steps
SN
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Major defects in Thermit Welding and Preventive steps

Type of defect Cause of defect
Preventive steps
Longitudinal
Cutting of wear resistant grade
Flame cutting of rail ends is
crack in rail
rails by flame cutting. Flame
prohibited due to likelihood of
web.
cutting of rail ends.
cracking in web.
Lack of fusion
Flame cutting of rail ends.
When producing the welding
in rail foot
gap, never flame out rail ends
without using a cutting guide.
Could sportGap between rail ends too
Maintain the welding gap
lack of fusion.
wide-rail ends outside the collar between rail ends specified in
formation.
the approved parameters of the
technique. Never attempt to
weld a gap which is too wide,
with standard mould.
Cold spot-lack
Mould fitted vertically but off
Take care to centralize the
of
centre to the weld gap.
mould to the gap. Never try to
fit both mould halves
simultaneously.
Lack of fusion
Mould fitted centre to the gap
Take care to fit mould both
on foot of one
but inclined to the vertical.
vertical and central to the weld
rail end.
gap. Do not incline mould to the
vertical.
Gross lack of
Standard moulds fitted to rails
Do not try to weld worn to new
fusion on rail
of dissimilar depth.
rail, or rails dissimilar depth with
end.
standard mould.
Porosity in the
Luting sand too wet.
Luting sand must be moist but
thermit steel.
not too wet. Never use wet
luting sand.
Sand inclusion
Dropping of luting sand into the Take care when sealing the
in the rail foot
mould.
mould with luting sand. It must
and sand burn
not be allowed to drop into the
marks
mould.
transversely
across the rail
head.
Gross porosity
Use of damp crucible is
Carefully dry out the crucible
throughout the
detrimental to thermite reaction
lining using the preheating
whole weld
and results in gross porosity of
burner.
section.
weld metal.
Gross porosity
Use of damp portion. Moisture
It is essential only to use dry
throughout the
present in portion reacts with
thermite portions. Never use
whole weld
aluminum and its
portions which have been
section.
characteristics thereby affecting damped and fried out.
the thermite and resultant steel.
This change cannot be
reversed by drying out.
Gross inclusion Pouring without the plug in the
After preheating, fit the sand
of slag in the
position.
core with the riser aperture of
rail head.
the mould and press down
lightly.
- 84 -
SN
12.
Type of defect
Gross slag
inclusion in rail
head on one
side.
Cause of defect
Pouring off centre to the plug.
13.
Fracture
through weld
centre.
14.
Cracking of
weld after
cooling at rail
ends.
Immediate imposition of tensile

forces on weld metal cause
internal tearing of weld metal
which leads to total transverse
fracture.
Failure to use the correct
thermite portion and welds.
Failure to follow approved
procedure for specific rail
section/rail chemistry.
- 85 -
Preventive steps
Ensure that the crucible is
positioned centrally over the
sand core and the crucible does
not move during the thermite
reaction. Never allow the
thermite steel to pour directly
into either pouring gate.
During solidification and
immediately after thermite weld
should not be subjected to
tensile force.
Always check the chemistry
and type of rail to be welded
and use correct type of portion
and adopt correct welding
parameters at the time of
welding of rail joints.
Annex 1553(4)(a)
Map of Bangladesh Giving Range of and Mean Annual Rail Temperatures
- 86 -
Part F. Treatment of Bad Formation

1556
Formation or Sub-grade
(1) General
(a) Significant improvements in rail track technology have been achieved in recent years, especially in the
fields of ballast specification, sleeper and fastening designs, rail weight increase, rail-wheel interfacing and
suspension improvements to rolling stock. As a result trains are running faster, with greater axle loads and
at an increasing frequency as the demands for rail transportation continually increases. Yet with all these
improvements, speed restrictions on discrete sections of track can be a major cause of frustration to the
running of trains. One of the major causes of these speed restrictions is attributable to the failure of the
track formation to adequately support the track infrastructure and the rail traffic thereon. Often this failure is
caused by variations in moisture levels in the formation sub-grade, which lead to shrink and swell of
reactive soils and shear failure of saturated soils.
(b) Railway track is supported on soil surface prepared as a fill (embankment) or by cutting (finished flat or
sloping) called formation or sub-grade. Soil is a natural material that has various classifications. Some soils
are suitable for use as ballast and sub-ballast (sand and gravel), some as sub-grade materials (sand,
gravel, clay and others), while others are totally undesirable for any use in railway construction (e.g.,
organic soils). In the construction of railway lines during the past 150 years, soils, as available in the natural
state, were used as the main building material, with little or no processing before use. In such situation the
behavior of the sub-grade under the influence of applied loads from train traffic has been affecting track
maintenance, with some sections requiring less and others more or developing problems.
(c) In this context an important component of effective track maintenance is to know the history of
maintenance and problems, if any. The railways are dealing with ever increasing loads and ever-increasing
traffic. It is also not unusual for track that functioned very well for more than 50 years to suddenly develop
severe geotechnical problems under the influence of increased loads and usage, coupled with climatic
changes and other changes in land usage and drainage brought about by development and population
pressures.
(d) The experience gained with the maintenance of existing tracks must be taken in to consideration for
building new development track works in the region such as double line, gauge conversion and provision of
dual gauge. A better understanding of the properties of soils is necessary to identify the various soils and
avoid using those which may give problems. In particular, the strength, stiffness and total deflection of the
sub-grade can be improved. This may be done by taking the following measures:
(i)
Carefully selecting materials that are naturally strong (sand, gravel, boulders), and
have a high angle of internal friction.
(ii)
Limiting access of water to sub-grade to avoid buildup of pore-water pressure and
reduction of strength.
(iii)
Improving the soil properties by using techniques such as compaction, in situ,
densification, grouting and preloading.
(iv)
Maintaining good drainage.
(v)
Maintaining stable sub-grade geometry.
Note: This sub-section provides a brief summary of the importance of formation or sub-grade and soil
characteristics in the satisfactory construction and performance of railways. The importance of soils
engineering in railway construction and mitigating maintenance problems due to formation or sub-grade
failures is underscored. In the absence of in-house expertise, professional assistance in soils engineering
should be sought, as necessary, with the prior approval of the Chief Engineer.
- 87 -
(2) Purpose and functions of sub-grade

(a) The sub-grade provides a smooth and uniform bed on which track can be laid. The sub-ballast forms a
transition zone between the ballast and sub-grade to avoid migration of soil into the ballast, and to reduce
the stresses applied to the sub-grade (see Figure 1556(2)(a) below).
Figure 1556(2)(a): Track Components on Sub-Grade

(b) The purpose of the sub-grade is to support the track structure and bear the load transmitted to it from
the moving loads through the ballast with limiting deflections. The transmission of stresses from the sleeper
to the sub-grade at various depths is shown in Figure 1556(2)(b) below..
Figure 1556(2)(b): Indicative Distribution of Stresses from Sleeper to Sub-Grade

(c) The function of the formation under the ballast is to bear the load transmitted to it through the ballast
section with as uniform a reaction as can be obtained. For stability of the formation, the roadbed materials
should be free of excess moisture and should have physical characteristics providing high internal friction,
high cohesion and density, low compressibility, low capillarity and low elasticity.
(d) High internal friction and cohesion are necessary to hold the soil particles and the formation firmly in
place. A soil lacking in cohesion, such as wet sand, is likely to slump and slide in addition to being highly
susceptible to surface erosion. A dense soil tends to exclude moisture, since the volume is largely filled
with soil particles and little room is left for moisture to intrude. A highly compressible soil is slow in
consolidating. If not fully compacted at the beginning, it continues to compress under traffic causing the top
of the sub-grade to settle. This unfavorable reaction is intensified if the soil is, in addition high in elasticity.
Then the compressed soil rebounds when the load is removed, and the process of consolidation is
prolonged. Low capillarity is desirable to keep the sub-grade free of excess moisture.
(3) Design of sub-grade
(a) The formation sub-grade may be adversely affected by certain detrimental characteristics of the soils
materials:
(i)
The subgrade materials may have a tendency to flow because of the rounded shape
of particles in sands and silts, resulting in displacement of the track. Flow can occur when
soils are used that are low in internal friction and cohesion.
- 88 -
(ii)
Changes in volume of soils or swelling occur with changes in moisture content.
Swelling may result in complete failure of the subgrade fill materials.
(iii)
Lateral flow of the formation materials may result from the following:
(b) Saturated soils with decreased internal friction and cohesion. The inter-granular pressure is transferred
to the pore water with a shearing strength of zero.
(c) Plastic soils such as clays and clayey silts, wet or dry the particles of which have rounded edges.
(d) Some soils materials have the property of slaking (or taking on moisture when exposed to the
atmosphere and behaving like clay.
(e) The mineral content contributes to the instability of some soils. Clay minerals may contribute
dangerously to the plasticity and swelling of a clay. These are subject to large volume changes with
alterations in the water content. Such soils are unsuitable for sub-grade construction.
(f) The purpose of stable sub-grade is is to bear traffic loads transmitted through the ballast. The ballast
must be of sufficient depth (ballast cushion) to distribute the load on the ballast to within the bearing
capacity of the sub-grade soil. If the bearing capacity is exceeded, the ballast will penetrate on to the subgrade and non-uniform settlement and permanent deformation will occur, resulting in unevenness and
alignment defects in track. Also if track maintenance is not sufficiently done, some sleepers may be left
unsupported or hanging, not carrying the allotted share of the load. Similarly, decayed or damaged
sleepers may also impose excess load on adjacent good sleepers, and on the sub-grade. This may cause
overstressing of the sub-grade and its ultimate failure.
(g) For the design of sub-grade for stability details of the characteristics of soils should be available.
Laboratory tests can indicate the likelihood of swelling and slaking of the materials to be placed in the subgrade. The moisture content and the compressive strength are the data most commonly required in
determining the supporting capacities of clayey soils. Therefore soils surveys and testing are necessary for
a proper understanding and use of the soils. The survey may be carried out in as much detail as dictated by
the seriousness of existing formation problems or on the importance of the new railway line.
(4) Failure of formation in sub-grade of running lines
(a) Failure of sub-grade takes place when differential rail deflections become excessive. This differential
deflection may be expressed in differential elevation between tracks, punching of ties, elastic or plastic
deformation of the sub-grade, or degradation of ballast. When the bearing capacity of the sub-grade is
exceeded, the sub-grade will deform plastically, resulting in a small amount of permanent deformation
under each wheel load. A progressive deterioration of the sub-grade that is reflected in the leveling of track
begins. It starts with minor deflections and may progress to a fully visible surface heave, where sub-grade
material is pushed above the elevation of the rail and ties (see sketches below). Under those conditions,
ballast drainage is impeded, resulting in further softening and degradation of the sub-grade to a point where
large, saturated pockets of ballast are trapped in the sub-grade.
(b) In some types of soils, particularly clayey type, failure of the formation top may take place after heavy
rains. Low bearing capacity of soil results in sinking of the ballast as well as track, with consequent heaving
up of the cess and bulging of the side slopes (see Figure 1556(4)(b) below).
- 89 -
Figure 1556(4)(b): Progressive Heaving of Failed Sub-Grade Material

(c) A common problem encountered in the maintenance of track is pumping of sleepers, particularly at
joints where the maximum dynamic stresses are imposed. Continually adding ballast under pumping
sleepers eventually results in large accumulations of porous ballast deep in the roadbed, sometimes to a
depth of several feet, surrounded by subsoil that is impenetrable to water (see Figure 1556(4)(c) below). As
water collects in the porous material and cannot drain out, a water pocket forms. Since a water dominated
pocket does not offer the same resistance to train loads as solid roadbed. Such variable support results in
uneven track and spongy roadbed. Adding ballast, a penetrable material, to the soft spots in an attempt to
achieve uniform support for track only increases the size of the water pockets and forces the subsoil up into
the ballast section, cutting off any possible drainage from the ballast. Water pockets can present problems
in deep cuts, in fills, under heavy traffic, and in freezing weather.
Figure 1556(4)(c): Ballast Pockets Filled with Water in Failed Sub-Grade

(5) Problems due to formation failure
In stretches where formation or sub-grade failure takes place, uneven or differential settlement occurs. The
track geometry gets disturbed resulting in rough riding and in acute cases may affect the safety of train
operation requiring imposition of slow downs or speed restrictions. The track requires repeated attention
depending on the seriousness of the problem. In Figure 1556(5) below, sample test pits on track show
formation overloading and penetration of soil in ballast. The resulting problems have safety and economic
implications.
1557
Treatment of Troublesome Formation
(1) Classification
Formation where on account of sub-grade failure either speed restriction has been imposed or the number
of attentions to track is more than 12 in a year may be categorized as very bad or troublesome and should
be taken up for treatment. Other formations where the number of attentions per year is lesser shall be kept
under watch.
- 90 -
Figure 1556(5): Test Pits Showing Formation Overloading and Penetration of Soil in Ballast
(2) Investigations and testing
(a) Site history
The site investigations to be carried out will depend on the type, location and seriousness of the formation
problem. The following site data should be collected as a starting point for determining the type of treatment
and the follow up detailed investigations which may be necessary:
(i)
History of the affected section, including period when constructed and method of
construction particularly if earthwork for fill was imported from outside the immediate vicinity.
(ii)
Any sub-soil bank settlements and slips if any.
(iii)
Speed restrictions on formation account.
(iv)
Narrative account obtained from the waymen responsible for maintenance of the
track at the problem location.
(v)
Review of Section Register of SSAE(Way) and the correspondence on the subject
for detailed insights.
(b) Site details
(i)
Height of embankment or depth of cutting.
(ii)
Nature of existing slopes, whether turfed or not and with or without berms.
(iii)
Drainage conditions; whether there is collection and stagnation of water.
(iv)
Condition and proximity of borrow pits.
(v)
Whether there are signs of movement and bulging on the slopes.
(vi)
Ground water level and its position during rains.
(vii)
Two cross-sections of the bank, one in the problem area and the other in the
adjoining normal length should be taken by precise leveling.
- 91 -
(c) Track maintenance details:

(i)
Number of maintenance attentions to track, which should be obtained from the gang
charts for the last five years, to get an idea about track maintainability.
(ii)
Man-days utilized for maintenance per km should be collected, which should be
compared with man-days required for maintenance of adjacent section that does not have
any problem.
(iii)
Ballast penetration profiles should be obtained at regular intervals to indicate the
extent of ballast penetration and condition of ballast (loose, caked or mixed with sand and
other materials).
(d) Identification of formation problem
The nature of the formation problem should be identified as being due to: bulging or heaving of ballast
between cribs or the cess or on the side slopes; mud pumping; slope movement; slope failure; and/or
others.
(3) Soil testing
(a) Sample collection for soil testing
Undisturbed soil samples should generally be collected at every 100 meters from the following places as
necessary:
(i)
From the formation below the depth up to which the ballast has penetrated.
(ii)
From inside the bank along the probable circle through which the slip has occurred,
where the bank has been found to be structurally unstable.
(iii)
From various depths below the ground level at the toe of the bank, where base
failures or settlements have occurred.
(iv)
From two sections in the slipped portion and one section at the toe adjoining the site
where slip has not occurred in the past.
(v)
In addition to this, disturbed soil samples should also be collected at regular intervals,
to determine the index properties of the formation soil.
(b) Testing of soil samples
The selected undisturbed and disturbed soil samples should be tested at a recognized soil testing
laboratory to determine (the terms used below are briefly explained in Annex 1557(3)(b)):
(i)
Index properties viz., grain size analysis and Attenberg limits i.e., Liquid Limit,
Plastic Limit and Shrinkage Limit.;
(ii)
Natural moisture content and natural dry density;
(iii)
Optimum moisture content and optimum dry density;
(iv)
Shear property and differential free swell.
(v)
For banks which are structurally weak or unstable, the shear property of the soil
sample is very important and sufficient number of samples must be tested so as to get an
accurate idea of the shear strength of the bank soil and soil strata below ground level.
- 92 -
(vi)
out.
For banks where settlement has occurred, consolidation test should also be carried
(4) Remedial measures

(a) Based on the site investigations and soil testing, appropriate remedial measures should be formulated.
Some suggested remedial measures for formation problems which are generally encountered are
summarized in Annex 1557(4)(a).
(b) Wherever necessary help of experienced professional institutions should be taken for investigation of
formation and soil related problems and formulating appropriate remedial measures for treatment.
- 93 -
Annex 1557(3)(b)
Grain Size Analysis and Atterberg Limits - Definitions
Grain Size Analysis
1.
The grain size analysis determines the relative proportions of different grain sizes as they are
distributed among certain size ranges. The grain size analysis is widely used in classification of soils. The
data obtained from grain size distribution curves is used to determine suitability of soil for railway
construction.
Atterberg Limits
2.
A fine-gained soil can exist in any of several states; which state depends on the amount of water in
the soil system. When water is added to a dry soil, each particle is covered with a film of adsorbed water. If
the addition of water is continued, the thickness of the water film on a particle increases. Increasing the
thickness of the water films permits the particles to slide past one another more easily. The behavior of the
soil, therefore, is related to the amount of water in the system. Depending on the water content of the soil, it
may appear in four states: solid, semi-solid, plastic and liquid. In each state the consistency and behavior of
a soil is different and thus so are its engineering properties.
3.
The boundaries of the four states of soils are defined in terms of Atterberg limits based on a
change in the soil's behavior. The Liquid limit is the boundary between the liquid and plastic states; Plastic
limit is the boundary between the plastic and semi-solid states; and Shrinkage limits the boundary between
the semi-solid and solid states. The Atterberg limits are a basic measure of the nature of a fine-grained soil.
4.
Liquid Limit: The liquid limit (LL) is the water content where a soil changes from plastic to liquid
behavior. Soil having LL more than 35 is generally not suitable, and soil having LL more than 50 will not be
suitable at all..
5.
Plastic Limit: The plastic limit (PL) is the water content where soil starts to exhibit plastic behavior.
The plasticity index (PI) is a measure of the plasticity of a soil. The plasticity index is the size of the range of
water contents where the soil exhibits plastic properties. The PI is the difference between the liquid limit
and the plastic limit (PI = LL-PL). Soils with a high PI tend to be clay, those with a lower PI tend to be silt,
and those with a PI of 0 tend to have little or no silt or clay. Soils with PI of more than 15 may be termed as
plastic and highly plastic. Such soils generally present formation problems.
6.
Shrinkage Limit: The shrinkage limit (SL) is the water content where further loss of moisture will not
result in any more volume reduction. A soil having very low shrinkage limit is liable to settle more on drying.
A soil having SL of less than 12 is considered to be highly shrinkable
Natural Moisture Content and Optimum Moisture Content
7.
Since water has a significant influence on soil, the natural moisture content provides an indicator of
the soil's compressibility, strength, and potential expansion characteristics. The water content at which a
specified compactive force can compact a soil mass to its maximum dry unit weight is the optimum
moisture content.
8.
Optimum moisture content and maximum dry density are determined by tests in which the soil is
compacted into a standard mould using a standardized compactive energy at several different levels of
moisture content. The maximum dry density and optimum moisture content is determined from the results
of these tests (i.e., Proctor Compaction test).
9.
Soil in place is tested for in-place dry bulk density, and the result is divided by the maximum dry
density to obtain a relative compaction for the soil in place.
- 94 -
Shear Strength and Differential Free Swell

10.
Shear strength in reference to soil is a term used to describe the maximum strength of soil at which
point significant plastic deformation or yielding occurs due to an applied shear stress. There is no definitive
'shear strength' of a soil, as it depends on a number of factors affecting the soil at any given time and in
particular the rate at which the shearing occurs.
11.
Differential Free Swell (DFS) gives an idea of the swelling property of soil. If the value is more than
60 the soil is considered to be highly swelling, between 40 and 60 the soil is moderately swelling and if it is
less than 40 then the soil is not likely to give as much trouble due to swelling characteristics.
- 95 -
Annex 1557(4)(a)
Suggestions for Treatment of Bad Formation
Type of problem
Suggested Treatment
(a) (i) Track level variation due toImprove side drainage by lowering the
Inadequate drainage due to high cess
cess and/ or screening of ballast.
and dirty ballast
(ii)
Strength failure below ballast causing (i)
Cationic bituminous emulsion below
heaving of cess or between sleepers.
ballast.
(ii)
Provision of moorum/sand blanket of
20-30 cm, depth below ballast.
(iii) Laying of geotextiles.
(iii)
Strength failure below ballast causing (i)
Provision of 30-60 cm deep blanket
heaving of cess or between sleepers.
below ballast.
(ii)
Provision of sub-ballast.
Treatment with lime slurry pressure
(iv)
Seasonal variation in moisture in (i)
injection.
formation top in expansive soils
Moorum blanket 30-45 cm with
causing alternate heaving and (ii)
moorum lining.
shrinkage of formation.
(v)
Gradual subsidence of the bad core
(i)
Cement grouting of ballast pockets, if
under live loads due to inadequate
ballast pockets are permeable.
initial compaction/ consolidation of
(ii)
Sand or boulder drains.
embankment.
(vi)
Gradual consolidation of earth below
(i)
Lime piling in sub-soil.
embankment.
(ii)
Sand drains in sub-soil.
(iii) Use of geo-textiles for soil stabilization.
(vii)
Creep of formation soil.
Easing of side slopes.
(viii)
Coal ash pockets due to treatment of
(i)
Sand drains below deepest level of
previous slips.
coal ash.
(ii)
Cement pressure grouting.
(b)
Instability of bank/ cutting slopes due
Treatment
to:
(i)
Inadequate side slopes causing bank
(i)
Flattening slopes and provision of
slips after prolonged rains.
berms, improvement in drainage.
(ii)
Consolidation/ settlement of sub-soil
(ii)
Provision of sand drains to expedite
causing bank slips.
consolidation.
(iii)
Hydro-static pressure built up under
(iii) Draining out of ballast pockets by sand
live loads in ballast pockets containing
or boulder drains; and
water causing bank slips.
Cement sand pressure grouting of
ballast pockets.
(iv)
Creep of soil.
(iv) Reducing stresses by provision of side
berms or flattering the slopes.
(v)
Swelling of over consolidated clay
(v)
Flattening side slopes.
side slopes in cuttings causing loss of
shear strength and slipping.
(vi)
Erosion of banks
(vi) Provision of turfing and mats.
Note: Treatment measures may be any one or combination of two or more measures.
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Section 5: Track Maintenance with On-Track Machines

1558
Track Maintenance and Machines
(1) Introduction
(a) One of the main purposes of maintenance of track is to provide correct surfacing and line or alignment
to track which can be sustained under actual conditions of operation. Correct surfacing implies that a plane
across the top of the rails at right angles to the rails is level on the straights and has the correct inclination
on curves when super-elevation is provided. The track level is used in all surfacing work. For maintenance
of tracks railway systems in more developed economies have been switching over to heavy on-track
machines to contain maintenance costs in the wake of rising costs of labor and for more effective and
efficient maintenance of tracks laid with heavier concrete sleepers and long welded rails.
(b) For more than a century the manual system of track maintenance has been successfully used on the
Bangladesh Railway with cost-effectiveness while also providing employment in large numbers. However,
the axle loads, speeds and traffic density on the main trunk lines of the railway network particularly the
Special Primary and Primary routes have been increasing, making it necessary to lay tracks with concrete
sleepers and large quantity of ballast and long welded rails.
(c) Concrete sleepers are prone to damage by manual packing and it is also not possible to obtain the
desired maintenance parameters for track level and line. Further, LWR track needs to be maintained within
short windows of time during the day for safety reasons. Tracks with concrete sleepers and long welded
rails, when tamped effectively, have sustainable retentivity of line and level. The time between repairs is
increased and the consumption of materials and the cost of repairs are reduced.
(2) Justification for machine maintenance
(a) The changes in the track structure on the national railway system in the past two decades have made it
necessary to use on-track machines to maintain heavy track structure effectively and more economically.
This industrial method of maintaining tracks permits a significant decrease in labor consumption and a
sharp increase in labor productivity.
(b) The national railway faces a vast competition from the other transportation modes, primarily road
transport. If it is to survive as a viable mode it must considerably improve service quality and economic
efficiency. The effectiveness and efficiency of railway maintenance system directly affects to railway service
and its economy. Modern on-track machines for mechanized track maintenance require high capital outlay
in foreign exchange. Resource constraints make it difficult to invest in the procurement and maintenance of
machines, while manual labor has more or less remained cheap and plentiful.
(c) The justification for mechanization of track maintenance on the national railway shall primarily be needbased due to limitations of manual maintenance for effectively maintaining the heavier track structure.
Besides long lengths of tracks on the network are laid with steel trough sleepers, which are light and can be
handled by one person unlike the heavy concrete sleepers. The steel trough sleepers are designed to hold
the stone ballast firmly after packing has been done properly and this can remain intact for three to six
months.
(d) The length of tracks laid with concrete sleepers and long welded rails on the national railway, is
increasing each year. These sections will need to be given planned maintenance using on-track machines,
supplemented by light tamping machines and hand tampers. However, tracks on secondary and tertiary
routes which carry light traffic and have steel sleepers on long lengths, could cost-effectively be maintained
by manual labor.
(3) Types of machines
(a) The main types of on-track machines for track maintenance are tie-tamping machines for plain track and
points and crossings, ballast cleaning machine, shoulder ballast cleaning machine, dynamic track
stabilizers, ballast regulating machine, track laying machines, special purpose machines such as mobile
flash butt welding plant and rail grinding machine. This list of on-track machines is not exhaustive and there
are many other types of machines used for specific aspects of track maintenance. The on-track machines
- 97 -
are manufactured by firms in Austria, Germany, United States and many other countries. A brief description
of some common types of machines and their working principles is given in the paragraphs below. For a
more detailed study reference should be made to technical literature on the subject.
(b) On-track machines shall be used for maintenance of track on running lines laid with concrete sleepers
and as per special instructions to be issued by the Chief Engineer considering the type and model of the
machine and the recommendations made by the manufacturer.
(c) For maintenance of track, the national railway will need to pursue an appropriate mix of machine and
manual maintenance methods. Further, in line with the social changes and advances in automation and
mechanization in other vocational activities, the existing methods of manual maintenance will need to be
supplemented by the use of small machines for carrying out routine maintenance jobs particularly those
that are labor intensive, which will help to improve efficiency and productivity of labor.
1559
On-Track Tamping Machines
(1) Types and functions

(a) Types: Tamping Machines may be for plain track and for points and crossing. Of the machines
manufactured by Plasser and Theurer, machines for plain track include 06-16 Universal Tamper (UT-see
Figure 1559(1)(a) below), 08-16 Unomatic, 08-32 Duomatic and 09-32 Continuous Action Tamping
Machine (CSM) and 09-3x Tamping Express, and for points and crossings include 08-275 Unimat and 08275-3S Unimat.
(b) Functions and assemblies
(i) The main functions of tamping machines are: correction of alignment, correction of longitudinal and cross
levels, and packing under the sleepers. Some of the machines have provision for ballast compaction on the
shoulders and in ballast cribs.
(ii) The tamping machine is a complex machine comprising various assemblies and constituent parts. A
diesel engine provides the main source of power for the machine. The engine converts chemical energy of
fuel into mechanical energy which is further converted into four types of power, i.e., mechanical power,
hydraulic power, pneumatic power and electrical power for operating various systems, assemblies, sensing
devices and controls for performing the various functions on track.
Figure 1559(1)(a): Universal Tamping (UT) machine

Legend: 1=Operator seat, 2=infrared receiver, 3=infra-red beam tube, 4=shadow board, 5=central bogie, 6=rear
tension bogie, 7=measuring bogie, 8=driving wheel, 9=tamping unit, 10=tamping tools, 11=lifting and lining rollers,
12=rail lifting units, 13=turn table hydraulic cylinder, 14=engine, 15=running wheel, 16=front tower, 17=infrared
projector, and 18=front tension bogie.
(2) Working Principles - Lining of Track

(a) For lining (or aligning) track, the machine can be worked in smoothening mode or design mode. Two
types of lining systems are in use: Two Chord Lining System and Single Chord Lining System. The two
chord lining system, which is provided in all Universal tamping machines, has been described briefly in the
paragraphs below. All other Plasser tamping machines work on a single chord lining system, which is
controlled electronically and has arrangement for either 4-point or 3-point lining.
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(b) In the Two Chord

Lining System a 24
m long chord and 12
m short chord are
stretched parallel to
the track between
the two rails. This
system
makes use of the geometric principle that in a circle, the versine measurement on a sub-chord of half the
length of full chord is approximately 1/3rd of the ordinate at quarter point of the full chord (see diagram
above showing two-chord lining method above). In the machine, the measure point need not necessarily be
the quarter point of the chord. However, the ratio of the versine on sub-chord to ordinate on the full chord is
fixed for a particular machine. The machine carries out these measurements on the curve and slews the
track until the correct ratio is established between the versine and ordinate. This procedure is called
smooth lining and is generally followed during track maintenance. The slewing and correction of track
alignment is continued as the machine moves along the track. The same process applies on straight track.
(c) In the transition portion, the curvature is changing constantly throughout its length. The machine,
therefore, has to vary versines progressively based on the length of the transition and radius of the circular
curve. This information must be made available to the operator by the permanent way staff. The operator
shall consult a set of tables provided on the machines for making the necessary adjustment at the front
tower.
(d) Lining may be done by Precision or Design Mode. In the design mode, precise track geometry data
must be known before work commences. Correct track geometry data should be input at the front tower as
even small error will have a cumulative effects on the slews produced by the machine. In curved track
versine survey of the curve is to be carried out, then slews are worked out and made available to the
operator for feeding to the front tower. The correct location of transition and its location in relation to run up
or down is essential. The actual sleeper at the start and end of the transition should be indicated to the
operator. With this information, the length of transition can be ascertained and the tabulated values applied
to the control of the machine at the front tower. In straight track there is a possibility of a long straight track
being made up of a series of smaller zig-zag straight lengths. Therefore, the theodolite should be used to
establish straight line along the length of track to be corrected.
(3) Levelling of Track
(a) The longitudinal level of track is corrected by principle of proportional levelling. The amount of lift which
is given to track while tamping to cover all undulations is called general lift. It is decided on the magnitude
of dips generally available in track. The general lift should always be more than the largest of dips which
shall be ascertained by SSAE(Way) in advance. In the beginning, run in ramp of 1 in 1000 and while
closing the work run out ramp of 1 in 1000 is given for smooth transition.
Figure 1559(3)(b): Levelling Principle for Universal Tamper

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(b) The levelling system consists of two chord wires, one for each rail which are stretched tightly from front
tower to measuring bogie (see Figure 1559(3)(b) above). Contact boards are mounted on feeler rollers
which rest on track at the place where tamping is actually done. These contact boards are also lifted when
the track is lifted.
(c) In UT machines, as soon as the track is lifted to the required level, the contact board touches the chord
wires cutting off the lifting process. In Duomatic and CSM tamping machines, instead of contact board,
height transducers have been provided which cut-off lifting process as soon as required level of lifting is
achieved.
(d) On front tower, a pendulum is incorporated between the two chord wires through a printed circuit board
(PCB). If a general lift is given to datum rail chord wire, the other chord wire will automatically get lifted or
lowered via the pendulum and PCB as to maintain correct cross level.
(e) On UT machines, the wires move physically up or down, as per generated signal and total lift required
at right or left rail at tamping zone is automatically achieved. But in case of other machines, the signal goes
to microprocessor and wire does not move physically up or down. The microprocessor gives left/right rail
required lift at tamping zone. The amount of lift is same as the wire would have moved up and down
physically.
(f) While levelling in transition portion of curve, one part of the machine may be situated in the transition
portion and the other part on the straight or fully canted track. To compensate for this, correction is applied
at the front tower.
(g) In the above described smoothing or auto mode of levelling, the errors in longitudinal level are not fully
eliminated but the machine reduces the defects in longitudinal levels to an acceptable degree depending on
its measuring base length. In the design mode of levelling, levels of a track section are recorded by using
levelling instrument. The required lifts are indicated on every alternate sleeper and levelling is carried out
by entering the indicated lift values at the front tower.
(4) Tamping or Packing System
(a) In Plasser tamping machines, two independent tamping units are provided, one for each rail. These are
attached to the machine frame by means of vertical guiding columns. In case of 09-32 CSM, the tamping
units are fitted to the satellite frame (see Figure 1559(4)(a) tamping unit or tamping bank below).
(b) The tamping units may be for tamping one sleeper or two sleepers or three sleepers at a time
depending upon type/model of tamping machine. 16 tamping tools are provided for tamping each sleeper.
The tools are arranged in pairs and each sleeper is tamped by 8 such pairs, on both side of each rail. The
units are held by horizontal guiding column in order to slide sideways, which allows their automatic
centering over the rails in curves. The tools are vibrated by piston rods pivoted on eccentric shaft driven by
hydraulic motors. The vibratory shaft makes about 2100 revolutions per minute, the vibration frequency of
tamping tools is 35 Hz and the amplitude of oscillation of tamping tools is 10 mm.
(c) The lifting and lowering of tamping units is achieved by means of hydraulic cylinders. The insertion
depth of tamping tools and squeezing pressure can be varied for different types of sleepers. In case of
double or joint sleepers, the opening width of tamping tools can be changed by pneumatic operation.
(d) In Plasser tamping machines, the vibratory pressure tamping works according to non-synchronous even
pressure principle. All tamping tools exert the same pressure on ballast, independent of their movement.
This means that there is a perfect equilibrium of forces between the individual tool pairs and the specific
surface pressure of all tools is equal. During tamping, resistance is build up in front of each pair of tools.
The movement of the tool pairs depends on the resistance encountered from the ballast. Once the
resistance reaches the pre selected pressure, the corresponding tool pair stops automatically. The other
tools continue to work until they also encounter the same resistance in the ballast.
(Note: In the synchronous system the cut-off of the tamping tools is based on equal displacement, which
could result in varying surface pressures on ballast under the sleepers).
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Figure 1559(4)(a): Parts of Tamping Bank for Tie-Tamping Machine

1560
Other On-Track Machines for Track Maintenance
(1) Dynamic Track Stabilizer

(a) Purpose
During maintenance operations such as tamping, lifting, slewing and deep screening the lateral resistance
of track gets reduced, which rebuilds gradually with passage of trains. This consolidation can also be
achieved faster and more effectively by causing controlled settlement of track by a Dynamic Track
Stabilizer (see Figure 1560(1)(a) below).
(b) Working principles
(i)
Two heavy dynamic consolidating units are pressed firmly against both rails by
hydraulic pressure. Fly-wheels produce a horizontal oscillation directed laterally to the track
which together with a vertical load is transmitted into the track and subsequently into the
ballast bed. The dynamic effect of directional oscillation causes the sleepers to be "rubbed
into'' the ballast bed and produces a "flowing movement" of the ballast which settle closer
by filling of the voids.
(ii)
This compaction causes not only a controlled settlement of the track but also an
enhanced friction between sleeper and compacted ballast bed, thus increasing lateral track
resistance. For most common permanent way conditions, oscillation frequency range of 32
to 37 Hz is adopted.
- 101 -
Figure 1560(1)(a): Dynamic Track Stabilizer

(iii)
Not only the impact by the dynamic force but also a simultaneously applied static
force is an important part of functioning of dynamic track stabilizer. Hydraulic cylinders
attached between the machine frame and the consolidating unit apply vertical static loads
on both rails. The vertical load helps in maintaining firm contact between the consolidating
units and the track for transmitting the oscillation.
(iv)
Dynamic track stabilizer is equipped with a levelling system which prevents the
longitudinal and cross level values from varying appreciably due to differential settlement of
various segments of track. The transducers of the longitudinal level and the cross level
measuring system recognise the tendencies towards formation of faults of this kind and
influence the load control with their measuring signal via the automatic governor, thus
counteracting the tendency of propagation of the faults.
(v)
The speed of working can be controlled by an adjustable hydrostatic drive from 0 to
2.5 Km/hour. If the track geometry is corrected by several passes of the tamping machine,
then a low speed of working of 0.5 km/hour to 1.0 km/hour is selected for first and second
passes of the machine. For subsequent passes, higher working speed is selected. In one
pass, the machine carries out stabilization equivalent to passage of 100,000 tons of traffic.
It is possible to permit speed of 40 km/hour on freshly deep screened tack, if ballast is
adequate and Dynamic track stabilizer has been used behind the tamping machine.
(c) Advantages
The controlled settlement produced by dynamic track stabilizer has the following advantages:
(i)
It eliminates the initial differential settlements which are caused by the impact of
passing trains, therefore the track geometry achieved by tamping machines is retained for a
longer duration thereby increasing the interval between successive tamping.
(ii)
The ballast bed develops a more homogenous structure.
(iii)
The lateral resistance of track increases resulting in enhanced safety against track
buckling. As a consequence speed restrictions after tamping can be relaxed faster.
(2) Ballast Cleaning Machines
(a) Functions and Types
The function of ballast cleaning machine is to carry out cleaning of ballast by removing muck, thereby
improving drainage of track and elasticity of the ballast bed. Basically, the machine excavates and picks up
ballast by means of cutter chain and carries it to a set of vibrating screens where muck is separated and
thrown out by a chute and clean ballast is transferred back to the track. Ballast cleaning machines may be
for application on plain track, on points and crossings, and for shoulder cleaning (see Figures 1560(2)(a)-1
to -3).
- 102 -
Figure 1560(2)(a)-1: Top Schematic view of ballast cleaning machine; -2: Bottom-Left Ballast cleaning machine excavating the mixed ballast from under the track panel; -3:
Bottom-Right Waste material separated from ballast by screens being thrown outside the
track
(b) Working principles
(i)
Ballast cleaning machines have the following basic units: excavating unit, screening
unit, conveyer system for distribution of screened ballast and disposal of muck, track lifting
and slewing unit, and recording unit.
(ii)
The machine is powered by two independent power units, one drives the hydraulic
pumps for all conveyor belt drives, lifting movements and the hydraulic propulsion, both in
working and travelling mode, and the second engine provides power for hydraulic pumps for
the excavation chain drive and the screen drive and also powers the hydraulic propulsion
for travelling.
(iii)
For excavating the ballast, there is endless scraper chain located between the
bogies and running under the track when working. The chain is basically composed of
scraper blades with fingers, intermediate links and bolts. Chain speed is variable between
2.4 to 4 metres per second. The excavation chain is guided in two slanted lateral channels
and one horizontal channel. The top of the lateral guides are pivoted to the machine frame
and hydraulically adjusted. The lower part of the chain guide is parallel to the machine body
and is made of wear resistant steel. For protection against dust, noise and for safety
reasons, the lateral rubber sheets which open by hinges (Figures 1560(2)(b)-4 to -7 and
1560(2)(b)-8).
- 103 -
Figure 1560(2)(b)-4: Left- Scraper chain working under the track panel; -5: Cutting
chain assembly; -6: Scraper and finger chisels for excavating hardened ballast; and -7:
Vibrating screens with square mesh
1= Track Ballast; 2=Inclined trough that carries soiled ballast scraped from track; 3=Hopper; 4=Belt conveyor for
transferring soiled ballast from hopper to screen hopper; 5=Screen hopper; 6=Set of screens; 7=Distribution
arrangements; 8=Swiveling conveyor for spreading cleaned ballast on track bed; 9=Conveyor for collecting spoil for
transfer to spoil conveyor; 10=Spoil conveyor transfers the spoil to wagons on track or throws it by the side of the track
Figure 1560(2)(b)-8: Ballast Cleaning Machine and Details Of Excavating and Screening Units
(iv)
At the beginning of work at a site, the cutter bar is inserted underneath the sleepers
and connected to the lateral guides by quick action locks. Hydraulic hoists are provided for
easy handling of the cutter bar. At the end of the work at a particular site, the cutter bar is
removed. A track lifting and slewing unit is located next to the cutter bar for adjusting the
excavation depth and for avoiding the obstacles.
(v)
The screening unit consists of three vibrating sieves with square mesh sizes as
follows: upper screen=80 mm, middle screen=50 mm and lower screen=36 mm. The
vibrations are provided by hydraulically driven rotating fly weights. In super-elevated curves,
the entire unit is hydraulically adjusted by the operator to keep it horizontal.
(vi)
The distributing conveyors receive the cleaned ballast and distribute it evenly
across the entire surface of track right behind the excavating chain. From underneath the
screening unit, the waste drops to the conveyor belt which carries it to a hydraulically
adjustable belt controlled from the cabin. The waste can be discharged outside the track by
means of the tilting waste conveyor.
- 104 -
(3) Ballast Regulating Machines

(a) The main functions of ballast regulator are to transfer, spreading and profiling ballast. Ballast regulation
and profiling becomes necessary mainly after a maintenance operation such as tamping of track or
screening of ballast or after relaying of track and after training out ballast.
(b) The ballast regulator has a front mounted transfer plough that helps to plough-out, plough-in or to
transfer ballast to either side of the track with the machine travelling either forward or backward; ballast
wings attached to the sides of the machine for better profile shaping. The machine can move ballast
towards centre of track or away from centre of track transfer ballast across the track and transfer ballast
from a surplus zone to deficient zone. The broom is mounted at the rear of the ballast regulator for track
dressing operations, and to remove ballast from tops of sleepers and fill empty cribs and to place excess
ballast on the shoulders for final regulating and dressing.
(4) Track Laying and Special Purpose Machines
(a) Machines for laying track include: Plasser Quick Relaying System, Track Relaying Train, Points &
Crossing Changing Machine, and Sleeper Exchanger and Crane. The Plasser Quick Relaying System
(PQRS) which is being used for carrying out relaying with concrete sleepers on Bangladesh Railway has
been discussed in Chapter XVI - Relaying of Track.
(b) Special purpose machines, inter alia, include Mobile Flash Butt Welding Plant K-355PT (Plasser and
Theurer make), Rail Grinding Machine and others.
1561
Planning for introduction of mechanical maintenance
(1) Pre-requisites for mechanized maintenance

(a) Sanction of the Government Inspector of Bangladesh Railway shall be taken before introducing any new
type of on-track machine for track maintenance on any section of the railway.
(b) On-track tamping machines require line occupation and can be worked only under line blocks requiring
stoppage of train operation on that line. The duration of line blocks determines the cost-effectiveness and
viability of maintenance with machines. Longer blocks are desirable for increasing the net available time for
working of machines on the line. It is desirable to plan for single block of at least 4 hours duration per day
or two separate blocks of 2-1/2 hours each. It should also be realized that line blocks with stoppage of
trains could be very expensive due to disruption of traffic and the resultant loss of revenue, unless these
have been planned well in advance. Where possible, time for working of machines should be provided in
the working time table. The Chief Engineer in consultation with the Chief Operating Superintendent shall
prepare a joint program for the working of track maintenance machines.
(c) A minimum depth of 150 mm of clean ballast shall be ensured for proper operation of on-track tamping
machines. Adequate quantity of ballast should be available on the shoulders and in the crib spaces
between sleepers. For this purpose, planning and execution of deep screening of ballast where required, as
well as running out of ballast should be done well in advance.
(d) It is important to give a round of planned maintenance from end to end to ensure uniformity of
maintenance support for the track that will increase the retentivity of track parameters and also increase the
intervals between successive tamping of the same track. Machine maintenance of track should be planned
on long continuous lengths of track.
(2) Annual Plan for machine deployment
(a) On sections where concrete sleepers and heavier rails have been laid, planned and systematic
maintenance of track should be planned using on-track tamping machines. This work shall be
carried out as per the annual program to be prepared by Chief Engineer based on the demands for
tamping of track from the Divisional Engineers and the availability of machine resources.
- 105 -
(b) On sections where planned maintenance of track including track lining, leveling and surfacing is
done with on-track machines, the work load of gangs would be reduced. On such sections the track
maintenance should be reorganized by the Chief Engineer through appropriate consolidation of
gangs and providing additional tools and equipment for mobility for enhanced spatial coverage.
(c) It is not the intention to define the scope of reorganization of manual gangs for machine
maintained sections in this Manual. However, some suggestions for reorganizing the existing
permanent way gangs in to mobile maintenance units (MMU) have been given in Annex 1561(2).
(d) In brief, the existing gangs on the section of SSAE(Way) shall be consolidated in to one MMU.
Each MMU shall be fully responsible for maintenance of track covering the beats of the constituent
gangs. The MMUs shall be responsible for carrying out emergent repairs as well as routine
maintenance of track. The keymen assigned to the existing gang beats should continue to carry out
their job without any change of beat. This will ensure that the tracks are inspected as before on a
daily basis.
(3) Arrangements for working of on-track tamping machines
(a) All on-track machines shall be worked only under traffic block with the permission of the concerned
station master and in accordance with the special instructions issued in this regard.
(b) The track machine shall work under the direct supervision of engineering staff not below the rank of
SAE(Way). The staff will be responsible for:
(i)
Taking traffic block and protection of the line while the work is in progress;
(ii) Supervise personally the work of lifting, tamping and aligning of track; and
(iii) Clearing of traffic block after completion of the work when the machine clears the block
section, and certification that the track is fit for train movement.
(c) Each machine shall be in direct charge of a nominated track machine operator who shall be responsible
for the working of the machine under his charge. The operator shall ensure the following:
(i)
be fully conversant with the rules of working of trains and of protection in case of
emergency;
(ii)
ensure that the other staff deployed on the machine are fully conversant with the
rules for protection of track; and
(iii)
have a valid certificate of competency for driving and working of the machine.
(d) When the track machine is required to move between block stations, the operator shall run the machine
with proper authority to proceed to be issued by station master as per the General Rules, 1981.
(e) When more than one track machine is running in a block section, there should be a minimum distance
of 120 meters between two units.
(f) While working on double/multiple lines, the engineering staff supervising the work of track machine shall
ensure that no part of the machine infringes the adjacent track. In case infringement to adjacent track is
inherent to the machine working which can be cleared at a short notice, the work should be carried out by
SSAE(Way) by protecting the infringed line with temporary engineering speed restriction indicators.
(g) Each machine shall carry all safety equipments as specified in the General Rules and other instructions
issued by Chief Engineer.
(h) Each machine shall be operated within the maximum permissible speed sanctioned for that type of
machine on that section.
- 106 -
(4) Works associated with tamping of track

(a) Pre-tamping
To achieve good results the SSAE(Way) should carry out the following preparatory work before taking up
tamping with machines:
(i)
There should be sufficient ballast in track; shortage of ballast, if any, shall be made
good in advance of work by machines. Shortage of ballast on the approaches of level
crossings and bridges shall be recouped before work by tamping machine. To ensure
effective packing, ballast shall be heaped up in the tamping area. The level of the cess, if low,
shall be made up before tamping.
(ii)
Rails shall be examined for cracks; creep and expansion gap in rails shall be
adjusted; hogged joints shall be attended before tamping and all fittings and fastenings like
fish bolts and keys tightened and worn out fittings be replaced.
(iii)
Sleepers shall be squared and spacing adjusted; re-gauging shall be done as
necessary, and broken and damaged sleepers shall be renewed. Concrete sleepers should
be squared and missing fittings of sleepers, if any found on inspection, should be recouped
before starting the work of packing and aligning of the track by tamping machine. Pumping
joints shall be cleaned and additional clean ballast shall be provided where necessary.
Sleeper-tops shall be cleared of ballast to make them visible to the operator.
(iv)
Prior to work by tamping machine, excessive distortion of track alignment should be
rectified in advance so that good lining may be achieved with the tamping machine.
(v)
Curves which are badly out of alignment should be realigned. On other curves,
before starting of work by tamping machine the required measurement of the curve shall be
marked on the sleepers, for the operator to follow to complete the work.
(vi)
All obstructions such as signal rods, cables, pipes, level crossing check rails which
are likely to be damaged by tampers shall be clearly marked and made known to the
tamping operator before he starts work. Tight overhead clearance shall also be brought to
the operators notice; the beginning and end of transitions shall be marked. Super elevation
shall be marked on every second sleeper so that it can guide the operator for leveling up
correctly.
(b) During tamping work
During the tamping, machine operator and SSAE(Way) shall conform with the following for good results of
tamping:
(i)
Positioning of tools: Regardless of the kind of ballast or the kind of power tamper
used, two tamping tools must always be worked opposite each other on the same sleeper.
The power tampers should be started from a vertical position against the sides of the sleeper
to be tamped; work downward past the bottom corner, after which the tools may be tipped
down to force the ballast directly under the sleeper.
(ii)
Depth of tamping tools: a) The tamping depth i.e. gap between the top edge of the
tamping blade and the bottom edge of the sleeper in closed position of the tamping tool shall
be adjusted depending on the type of sleepers (see Figure 1561(4)(b)(ii)-1 above). This is
particularly important in the case of steel trough sleepers because of its shape (see Figure
1561(4)(b)(ii)-2 below). b) For metal sleepers the gap shall be 22 to 25 mm and for flat
bottom sleepers 10 to 12 mm. c) Care shall be taken to ensure that tamping tools are
inserted centrally between the sleepers into the ballast to avoid any damage to the sleepers.
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Figure 1561(4)(b)(ii)-1: Squeezing Action of Tamping Tools on Flat-Bottom Sleepers
Figure 1561(4)(b)(ii)-2: Position of Tamping Tools for Steel Sleepers

(iii)
Tamping should not be done at the center of the sleeper, between the inner-most
tamping tools. This center area shall be filled lightly using the pick end of the beater. Both
sides of the ties must be tamped simultaneously and tamping inside and outside the rail shall
be done at the same time.
(iv)
The tamping (squeezing) pressure shall be adjusted according to the track structure,
as per the recommendations of the machine manufacturer.
(v)
The number of insertions of tamping tools, per sleeper tamped, varies with the type
of sleeper as follows:
a) Steel trough sleepers require two insertions before passing on to the next sleeper.
b) Wooden sleepers normally require one insertion up to lift of 20 mm, and for lifts more
than 20 mm, two insertions may be necessary. One additional insertion for joint
sleepers will be required.
c) Concrete Sleepers generally require one insertion. Two insertions may be necessary
if the lift is more than 30 mm.
(i)
tight.
While tamping steel sleepers, it shall be checked that the keys are properly driven
(ii)
Along with tamping, the shoulders shall be compacted where separate provision for
shoulder compaction is available.
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(iii)
When raising track with machines, it is desirable to work against the direction of
traffic, except on heavy grades where it is desirable to work upgrade. At the end of the days
work a run-off ramp of 1 in 1000 shall be provided.
(d) Precautions during tamping work
(i)
Tamping of tracks with LWR should be done in accordance with the guidelines given
in Bangladesh Railway Manual of Instructions on Long Welded Rails. Precautions as
detailed there in for working on LWR during hot and cold weather must be fully adhered to.
(ii)
Before raising fish-plated track during hot weather, staff must by certain that rails will
not warp or buckle. Consider the amount of rail openings at joints, tightness of bolts, position
of rail anchors, and amount of ballast in cribs and at ends of ties. Where there is danger of
buckling, loosen track joints in both directions from the danger point to allow for expansion.
(iii)
In track-circuited territory, the ballast should be clear of the base of the rail to
prevent leakage of current. There should be a gap of 50 mm between base of rail and ballast.
(e) Post tamping work
The SSAE(Way) shall pay attention to the following points as a part of post-tamping work:
(i)
Proper quality check of work done by tamping machine is important. Immediately
after the tamping work, the track shall be checked for cross levels and alignment, and
corrective action taken as necessary. Check gauge and do gauging wherever necessary.
(ii)
As some of the rigid fastenings might get loose, tightening of fittings shall be done
immediately after tamping; any broken fitting shall be replaced.
(iii)
The ballast shall be dressed neatly after proper compaction of ballast between the
sleepers.
(iv)
A log book of the daily work done should be maintained by SSAE(Way). It should
detail the volume of work done by machine, with kilometer reference, block period given,
time machine worked and number of sleepers tamped. The availability of traffic blocks at
Headquarters level in accordance with instructions of the Chief Engineer.
(5) Other aspects of working with-track machines
(a) Before starting operation of the machine for track maintenance on running lines, all the devices on the
machine shall be checked to be in proper working order. While stabling the machine, it shall be ensured
that all the locking devices are properly secured and the switches are put 'off'.
(b) As far as possible, machines shall be worked in pairs in the same traffic block in order to maximize use
of the block time. The shoulder and crib compacting equipment should invariably be used where available
with tie tamping machine.
(c) Mechanization of track maintenance should be implemented as an integrated program covering all
related aspects for ensuring efficient operation of on-track machines, including provision of trained
personnel to operate and maintain the machines, meeting the prescribed schedules of preventive
maintenance of on-track machines, adequate arrangements under a suitable maintenance organization for
repair and replacement of parts as necessary to avoid machine down-time, and crucial changes in the
maintenance organization for efficient switch-over from manual track maintenance to mechanized track
maintenance supported by on-track machines and small machines accompanied by necessary
infrastructural and systemic changes like availability of communications, mobility, and skilled manpower.
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Annex 1561(2)
Track Maintenance Organization Recommended with On-Track Machines
1. Introduction
(a) The length of tracks laid with concrete sleepers and long welded rails on the Bangladesh Railway is
increasing each year, mainly on the Special Primary and Primary routes. These sections shall be given
planned maintenance using on-track machines, supplemented by light tamping machines and hand
tampers as available. However, tracks on secondary and tertiary routes which carry light traffic and are laid
with steel sleepers on long lengths shall continue to be maintained, cost-effectively, by manual labor.
(b) Along with the deployment of machines for maintenance of track, the national railway will need to
pursue an appropriate mix of machine and manual maintenance methods consistent with the norms of
efficiency and economy. In line with the social changes and advances in automation and mechanization in
other vocational activities, it will be advisable to supplement the existing methods of manual maintenance
through the use of small machines for carrying out routine maintenance jobs particularly those that are
labor intensive, which will help to improve efficiency and productivity of labor.
(c) The use of on-track machines for maintenance of track on running lines shall be done as per special
instructions to be issued by Chief Engineer considering the type and model of the machine available and
the recommendations made by the manufacturer.
2. Three-Tier System of Track Maintenance
(a) For LWR/CWR track laid on PSC sleepers, a three-tier system of track maintenance is recommended.
The three-tier system is based on:
(i)
Use of on-track machines for planned annual maintenance;
(ii)
Creation of mobile maintenance units (MMUs), each equipped with small machines
for improved performance and productivity, as the second tier of maintenance; and
(iii)
reorganization of sectional gangs, with the same jurisdiction as the existing gangs
but with reduced strength, as the third tier.
Details of the three-tier system of track maintenance have been given in the paragraphs below.
(b) The reorganization of track maintenance and assigning of responsibilities to each of the three tiers of
maintenance shall take cognizance of the capacity available in the private sector for safely and
satisfactorily executing specific track works in accordance with the railways requirements.
(c) With a view to achieving economy and efficiency in the maintenance of track, specific items of work for
track maintenance may be outsourced to private sector contractors. Items of track works which may be
considered for outsourcing are listed in paragraph 8. The outsourcing may be done only with the prior
approval of the Chief Engineer.
3. Planned maintenance with On-track Machines
(a) On track machines shall be deployed for the following tasks:
(i)
systematic tamping of plain track as well as points and crossings;
(ii)
intermediate tamping of plain track as well as points and crossings, and depending
on the availability of machines additional maintenance jobs may also be undertaken with ontrack machines;
(iii)
shoulder ballast cleaning;
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(iv)
ballast profiling/redistribution;
(v)
track stabilization; and
(vi)
periodic deep screening.
(b) The deployment of track machines shall be carried out as per the annual program to be prepared by the
Chief Engineer based on the reports of monitoring of track parameters and demands for tamping of track
received from the Divisional Engineers, as well as the availability of machine resources.
4. Mobile Maintenance Units (MMUs)
Mobile maintenance units are of two types MMU 1 and MMU 2.
(a): Mobile Maintenance Unit - 1 (MMU 1)
(i)
MMU-I refers to the permanent way unit that is assigned to deal with spot tamping,
in-situ rail welding, casual renewal and repairs, overhaul of level crossings, glued joint
replacement, and machining of rails including cutting, drilling, grinding and chamfering.
(ii)
Normally there is one MMU-I unit for each SSAE(Way).
(iii)
MMU 1 shall have jurisdiction on complete section of SSAE(WAY).
(iv)
The duties assigned to MMU-I indicate that the maximum workload of transporting
small track machines, handling new/ released track material and man power are assigned to
it. Therefore, reliable transportation for MMU-I is one of the key issues for ensuring success
of this system. MMU 1 shall be equipped with mobile rail mounted or road-cum-rail vehicle to
give adequate mobility on both road as well as rail (see Figures A1561(4)(a)(iv)-1 to -3
below).
Figure A1561(4)(a)(iv)-1: Rail mounted MMU vehicle; -2: Storage for Labor and
Equipment; -3: Road Cum Rail Vehicle
Note: The choice of the vehicle for MMU shall depend on the local conditions and how effectively the
vehicle can be used on rail considering the density of train services, availability of approach roads and
road-rail interfaces at level crossings.
(v)
MMU 1 shall be equipped with necessary small machines needed to carry out the
assigned tasks with efficiency and high productivity.
(vi)
MMU 1 shall be manned by supervisors, operators, technicians and other skilled and
semi-skilled workers.
(vii)
MMU 1 shall be self sufficient for attending to the day-to-day assigned functions as
well as keeping its equipment in good condition.
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(b) Mobile Maintenance Unit 2 (MMU 2)

(i)
The MMU 2 shall be one for open line sub-division under Assistant Executive
Engineer. Its jurisdiction shall cover all SSAEs(Way) on the sub-division. This unit is aimed
to repair the small track machines at site in emergencies and failures. In case of major repair
of small track machines, the MMU-2 shall transport the same to the workshop. After major
repairs, the small track machines shall be transported back to the SSAE(way) for use at site.
(ii)
For mobility, MMU 2 shall be provided with mobile rail mounted or road-cum-rail
vehicle. This vehicle shall be specially designed to provide for overhead motorized gantry
with motorized chain pulley block so that small machines, rail pieces, crossings, glued joints
and other track materials can be loaded into the truck. By providing a telescopic projection of
the gantry beam on the back of the truck, the chain pulley block shall lift the material and
equipment from the ground. It shall have covered arrangement for seating about ten workers.
It has a facility to carry glued joints or rail pieces.
(iii)
The MMU 2 shall be under the charge of SSAE(Way- Workshop) and under the
direct control of Assistant Executive Engineer. This unit shall have mostly artisan staff. It
shall be equipped with small machines to carry out the functions assigned to it.
(iv)
MMU 2 shall be manned by a supervisor and have necessary skilled staff to perform
the assigned tasks. Both MMU 1 and MMU 2 shall be carved out of the gang strength.
5. Tasks assigned to MMUs
(a) The tasks or functions to be performed by MMU-1 are as follows:
(i)
Need based spot tamping;
(ii)
In-Situ rail welding;
(iii)
Casual Renewal and repairs except planned renewals;
(iv)
Overhauling of level crossings;
(v)
Replacement of glued joints;
(vi)
Rail cutting/drilling and chamfering;
(vii)
Permanent repairs to fractures;
(viii)
Creep or gap adjustments involving use of machines;
(ix)
Destressing of LWR/CWR;
(x)
Bridge maintenance of bearings and bridge sleeper renewal;
(xi)
Minor attention to track grade;
(xii)
Attention to points and crossings;
(xiii)
Turning of gauge face of rails on curves;
(xiv)
Local adjustment of curves;
(xv)
Periodical maintenance of SEJs;
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(xvi)
Loading/Unloading of materials;
(xvii)
Any other functions assigned.
Note: All the above works shall be supported by the sectional gangs.
(b) The tasks or functions to be performed by MMU-2 are as follows:
(i)
Reconditioning of points and crossings;
(ii)
Attending to repairs and maintenance of small track machines and equipment of
MMU 1 and MMU 2;
(iii)
Note: The MMUs may perform such other tasks as may be assigned by the SSAE(Way) in case of MMU 1,
and by Assistant Executive Engineer for MMU 2.
6. Equipment of MMUs
(a) The following equipment shall be provided to MMU 1:
(i)
Suitable Communication Equipment;
(ii) Rail cutting/drilling equipment:

Disc Cutter,
Rail Cutting Machine,
Rail Drilling Machine, and
Chamfering kit.
(iii)
Rail welding equipment complete with weld trimmer and rail profile grinder;
(iv)
Off track hand tamper for spot tamping;
(v)
Lifting jack;
(vi)
Slewing device;
(vii)
Destressing equipment i.e., rail tensors, and Rollers and wooden mallets;
(viii)
Inspection tools and instruments i.e., gauge cum level, rail thermometer and others;
(ix)
Material handling equipment; AND
(x)
Safety and protection equipments.
(b) The following equipment shall be provided to MMU 2:

(i)
Points and crossing reconditioning equipment;
(ii)
Welding generator;
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(iii)
Arc welding equipment;
(iv)
Hand held rail grinder;
(v)
Tools and plant for minor repairs to equipments.
7 Sectional Gangs
In the 3-tier system of track maintenance the sectional gangs shall perform the following functions:
(i)
Patrolling of track, including keyman's daily patrol, hot/cold weather patrolling and
monsoon patrolling;
(ii)
Watching vulnerable locations;
(iii)
Attention of emergencies viz. temporary repairs of rail fractures;
(iv)
Need-based attention to bridges, turnouts, SEJs and approaches of level crossings;
(v)
Greasing of ERCs, lubrication of joints, casual changing of rubber pads and other
fittings;
(vi)
Minor cess repairs and weeding of grass from the track;
(vii)
Cleaning of catch water drains, side drains and waterways of bridges;
(viii)
Attention to loops;
(ix)
Creep and gap adjustment not involving use of machines;
(x)
Dressing and boxing of ballast and cleaning of crib ballast for effective cross
drainage;
(xi)
Pre and post tamping attention;
(xii)
Assist MMUs and on-track tamping unit as required; and
(xiii)
8 Outsourcing of Track Works

(a) The experiences on other railway systems have shown that private agencies are able to achieve a
higher degree of efficiency in their performance for executing works, including the track works. Railways
are thus farming out the track work to contractors, with positive results. Significant experience has been
gathered by the Projects and Civil Engineering departments on the Bangladesh Railway in the execution of
track materials.
(b) The following track maintenance works can be executed through contracts:
(i)
Formation treatment works;
(ii)
Collection of ballast, training out ballast by materials train, leading ballast from stack
to track and insertion of ballast in track including profiling;
(iii)
Deep-screening of the ballast in track, carried out manually or by deploying Ballast;
(iv)
Cleaning Machine in which case manpower support is provided by the contractor;
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(v)
Introduction of sub ballast and ballast layers;
(vi)
Heavy repairs to track, including lifting;
(vii)
Complete realignment of curved track;
(viii)
Through renewal of rails, sleepers and fasteners;
(ix)
Complete renewals of points and crossings, SEJs, traps, etc.;
(x)
Resurfacing of crossings and switch rails;
(xi)
Loading and unloading of permanent way materials in bulk;
(xii)
Lorrying out permanent way materials for other than casual renewal;
(xiii)
Security of materials in a depot which is closed and locked;
(xiv)
Painting of rails and weld collars;
(xv)
Painting of bridge girders;
(xvi)
Heavy repairs (measurable) to formation, cutting, side drains and catch-water drains;
(xvii) Heavy repairs (measurable) to bridges, bridge protection works, river training works
and tunnels;
(xviii)
Providing and repairing road surface at level crossings including speed-breakers;
(xix)
Removal of major sand breaches;
(xx)
Works arising due to restoration, following breach or accident;
(xxi)
Clearing of rank vegetation in platforms and in the vicinity of tracks in coaching and
goods yards, repairs depots and workshops of Engineering, Mechanical, Electrical and S&T
departments;
(xxii)
Cess repairs and deweeding of grass;
(xxiii)
Overhauling of level crossings;
(xxiv)
Garbage removal from track; and
(xxv)
Removal of boulders.
Note: This list of track works for outsourcing is indicative and not exclusive. This list may be added to
and/or modified with the approval of the Chief Engineer taking in to consideration of the local conditions.
(c) Before farming out of work to contractors, however, the following pre-requisites must be taken care of
for achieving efficiency and economy:
(i)
The zonal railway and divisional administration should have full technical knowledge
of the work to be farmed out;
(ii)
The quality and quantity of output of the work to be outsourced should be
measurable;
(iii)
There should be visible indication of achieving higher productivity, improved
efficiency and economy with the employment of contractors;
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(iv)
The magnitude, duration and the other technical requirements should be such as to
enable the contractors to invest in the right type of machinery;
(v)
The rates should be remunerative, taking into account the working hazards and the
risks involved;
(vi)
The contractors should be treated as a partner in progress, rather than the agency to
be exploited. The objective should be a win-win situation for both the railway and the
contractors.
(d) It is important that the schedule of rates should be updated regularly to meet the requirements of the
track works to be done in the field. The descriptions of the items of track works should be standardized to
facilitate the preparation of tender papers.
(e) It is imperative that the Standard Specifications for materials and work items are standardized and
updated so as to conform to the actual requirements.
Note: Reference should be made to paragraph 1577 in Section 7 of this Volume, in which outsourcing of
track works has been discussed at length. The conditions and requirements mentioned therein should be
fully met for any farming out or outsourcing.
9. Staffing and Training
(a) As mentioned in the foregoing paragraphs, MMU shall generally comprise of the following:
Supervisor who is qualified to supervise and execute safely and satisfactorily the track works assigned to
the MMU and shall be responsible for the proper upkeep, training and performance of staff and equipment
in the MMU;
Operator cum mechanic: responsible for operating the mobility unit (rail or road-cum-rail vehicleor road
vehicle) and shall attend to all repairs and maintenance in a timely manner;
Artisans/ Technician(s) for alumino-thermic welding and operating the small machines; highly skilled/ skilled
workers responsible for attending to all repairs and maintenance jobs.
(b) The composition of the MMU shall be structured according to the responsibilities assigned to it. It should
be noted that the mention of specific trades should be avoided in order to obviate compartmentalization.
Staff engaged or retrained with proficiency in multiple trades. The composition of the MMUs and the
reorganization of gangs under the three-tier system of maintenance shall require the prior approval of the
Chief Engineer..
(c) Need to develop Multi-Skilled staff:
(i)
As per the present system of manpower planning, all skilled and semi skilled staffs
are allotted specific jobs in accordance with their specialization. Due to this, there may not
be enough to do for all categories of staff each working day. Also, in the absence, of a
particular semi-skilled/ skilled staff, no other staff may be able to step in to do the work. In
order to provide for such situations and to optimize on the requirement of staff it shall be
necessary to engage and provide appropriate training to staff in two or more skills.
(ii)
The existing artisan categories are skilled in one particular trade. They should be
given the necessary incentives to learn and take on multiple trades and responsibilities. The
incentives may be in the form of additional training, additional remuneration and/or
allowances for acquiring additional skill and for taking up additional responsibilities. The staff
selected shall be given necessary training in the respective multiple tasks they would be
required to perform in various situations. The training shall cover only those basic aspects,
which are likely to be encountered in the course of their daily jobs.
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10. Stores and Workshop facilities

(a) The mobile maintenance units will have more requirements of consumables including fuel for day to day
work. For the availability of such materials, parts and consumables which could impact on the efficiency of
the MMU, appropriate arrangements shall be made for regular and timely supply shall be made.
(b) For the success of the mechanized mobile maintenance unit it is imperative that all equipment is kept in
good shape and condition at all times. The maintenance of vehicles and equipment should be supported by
adequate workshop facilities where these can be serviced and maintained.
11. Management Aspects
(a) The three-tier system of track maintenance is based on the availability of full compliment of track
machines to carry out the track maintenance jobs. The required machines may be arranged either
departmentally or by contractual hiring, based on economics and timely availability through either
arrangement,
(b) The Divisional Engineers shall have freedom and capacity to execute all track maintenance jobs as per
their own planning based on field requirements. The broad principles for doing so should be laid down and
approved by the Chief Engineer.
(c) The Divisions shall be authorized and be responsible for carrying out all necessary track works by way
of outsourcing based on the directions to be issued by the Chief Engineer.
(d) Divisional officials, including Divisional Engineers, Assistant Executive Engineers and SSAEs(Way)
should be empowered to be able to get the required materials when necessary through special contracts,
rate contracts or direct purchase in accordance with the guidelines given by the Chief Engineer.
(e) The supply of required materials to SSAEs(Way) for smooth functioning of MMU it shall be ensured by
concerned Assistant Executive Engineer. For this purpose an imprest shall be provided to Assistant
Executive Engineer for meeting expenditures that are unforeseen and urgent in nature. This shall be
supported by appropriate powers to be able to effectively use the imprest and get it recouped as often as
necessary.
(f) Through proper planning, and management of working blocks and deployment of on-track
machines and mobile maintenance units it must be ensured that the equipment and staff resources
are used optimally.
(g) The organization of MMUs would need to be implemented on main lines that are laid with
concrete sleepers/steel sleepers with elastic fastenings and long welded rails. It is noted that on
many sections, there is a mix of modern track and conventional old tracks that have so far not been
taken up for renewal. The old tracks that generally have caked ballast are not suitable for machine
maintenance. The process of reorganizing in to MMUs should keep pace with the length of modern
track. These aspects should be provided for by Chief Engineer while reorganizing the existing
permanent way gangs in to the proposed three-tier system of maintenance.
12 Conduct of Pilot trials
(a) Need for Change
(i)
The concept of reorganizing maintenance on pilot trial lengths, before large scale
adoption of any new methods would be the appropriate way to avoid pitfalls. Any new
system with new methods will not be without associated problems. This is particularly so if
the conventional system of manual maintenance of track that has been in vogue for a
century and half is to be changed.
(ii)
Meanwhile, there have been enormous social changes like unwillingness to do
manual labour, unwillingness to live in far flung areas, increase in the average age of
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trackmen and heavy track structure. The inbuilt weaknesses of manual system of track
maintenance are well known.
(b) It is imperative that the conventional system of manual maintenance, which is not compatible with
modern tracks, is appropriately changed. Therefore change must be there, the question is the structure and
speed of change. There are no ready solutions and every railway or parts thereof have to adopt such
solutions as are appropriate and result in improving the efficiency and economics of track maintenance.
(c) Tackling the Issues
It is important that the issues involved in the process of mechanization and reorganization of maintenance
are properly addressed. Some of these are:
(i)
Listing of all the track maintenance items that the sectional gangs are doing
manually. For each item, a mechanized solution has to be evolved. The mechanized working
could also be progressed in stages, depending upon the availability of machines.
(ii)
For each item, the time required for their execution is to be worked out and the
duration of traffic blocks needed to be specified.
(iii)
Availability of track machines, their operating and maintaining requirements are to be
studied. Transport of men and materials to the site of work has to be properly taken care of.
(iv)
Training of staff has to be worked out in great details. Whether, the requirement of
semi-skilled and skilled workmen is to be met by fresh recruitment or by training of existing
waymen is to be determined. Appropriate re-deployment of surplus unskilled labor would
need to be considered.
(v)
A foolproof maintenance system based on successful operation of small, medium
and heavy track machines shall have to be evolved.
(vi)
In this exercise, the organized labor shall have to be taken into confidence.
(vii)
Reorganization of track maintenance shall involve and impact all track staff, it is
therefore incumbent on the leadership to involve all concerned.
Note: The above list of problems is only illustrative and not exhaustive.
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Section 6: Track Recording, Analysis and Monitoring

1562
Track Recording
(1) Track geometry

(a) The geometry of track represents one of the crucial parameters of track condition closely related to
other degradation phenomena, and is often used for planning and implementing the whole range of track
maintenance and repair activities. Track geometry deteriorates primarily due to the influence of dynamic
loads exerted by vehicles.
(b) The mechanism governing deterioration of track geometry is complex. Track segments with nominally
identical conditions (identical components, e.g. rails, sleepers, ballast, substructure, installed at the same
time, and subjected to the same traffic) could exhibit markedly different behavior, generally attributed to
unknown conditions of substructure layers. In the period immediately after track is freshly packed or
tamped, relatively large settlements occur. If every point of the track were to settle equally no irregularities
would develop. However, the settlements are often far from uniform due to non-homogenous support
conditions, track structure and load distribution. Differential settlements lead to the development of
irregularities experienced by the rolling stock.
(2) Track Inspections
(a) Inspection by foot, trolley, engine and rear vehicle of trains enable permanent way officials to monitor
the quality of running on tracks. The schedules of inspection have been stipulated in Volume 1 of this
Manual. From these inspections, a general assessment about the irregularities of the track is made from
the locations which are running rough and require attention as judged from the riding behavior experienced
by the official.
(b) These inspection methods suffer from the disadvantages that there is a certain amount of subjective
element in it and the observations considerably depend upon the riding characteristics and natural
frequencies of the locomotive or the brake van, in which the official is traveling, as well as the experience of the
official. The method also has the disadvantage that no continuous record of track irregularities can be kept
and comparisons between successive inspections cannot be conclusively made. In any case, the method
gives a fairly good assessment of the riding quality of track which has been time tested.
(c) For objective assessment of the riding quality of track, mechanical and electronic equipment are used.
These help to measure and record the parameters of railway track and to provide data with regard to the
undulations of rails in the vertical and horizontal planes which influence riding quality on track.
1563
Track Recording Equipment
(1) Types of Equipment

(a) The various types of track recording equipment that are generally in use on conventional railroads are
as follows:
(i)
Track recording car;
(ii)
Hallade track recorder;
(iii)
Oscillograph car; and
(iv)
Portable accelerometer.
(b) Track recording cars record the geometry of track on which they are operated. However, Hallade track
recorder, oscillograph car and portable accelerometer record vertical and lateral accelerations which
substantially reflect the riding quality of track. Brief description of these equipment is given in the
paragraphs below.
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(2) Track Recording Car

(a) Types and functions
(i)
A track recording car (also known as a track geometry car) is an automated track
inspection vehicle used to test several geometric parameters of the track without obstructing
normal railroad operations.
(ii)
Track recording cars use a variety of technologies to inspect the track and manage
the large amounts of data being collected by them. Most geometry cars use computers to
process and display data gathered by the systems. Older versions of recording cars
produced long spreadsheets worth of data or stored the data on magnetic tapes.
(iii)
The track recording car provides a continuous record of the following track
parameters: unevenness (of left and right rails), gauge, twist (or rate of change of cross
levels), alignment or curvature (of left and right rails) and speed under actual running and
load conditions.
(iv)
The track recording car may be either mechanical or electronic. Both types have the
same construction features, excepting that in the electronic track recording car the sensing
elements of various track parameters transmit impulses electrically (see paragraph
1563(2)(f).
(v)
Electrical track recorder gives out the various track parameters in analogue form on
a graph paper. A sample of the track recording car chart is shown in Figure 1563(2)(a)(v)
below.
Note: For details of arrangements for measurement of various parameters and mechanism that transmits
the signals to the recorder reference should be made to the proprietary information published by the
manufacturer of the equipment.
Figure 1563(2)(a)(v): Sample Chart of Track Recording Car
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(b) Frequency of track recording

The broad gauge and meter gauge routes should be monitored by track recording car as per the following
frequencies:
Broad gauge routes with speeds above 100 km/hour Once in 3 months
Other broad gauge routes
Meter gauge with speeds above 75 km/hour
Other meter gauge routes
Once in 6 months
Once in 3 months
Once in 6 months
(c) Operation of track recording car

(i)
The Divisional Engineer, Assistant Executive Engineer and SSAE(Way) of the
section should accompany the track recording car run.
(ii)
The results of track recording car are affected by the speed of recording. It
should be ensured that the track recording car is run at the speed range recommended
by the manufacturer. Generally, the speed range recommended for track recording on
the broad gauge is 70-80 km/hour and on the meter gauge 50-65 km/hour. For
comparing successive recordings, it is important to run the track recording car at uniform
speed.
(iii)
The track recording car should be run during day light hours.
(iv)
Before start of any run it should be ensured that the calibration of the car has
been done satisfactorily.
(d) Analysis of track recording charts
(i)
The track charts record the track parameters in the form of peaks; the magnitude
of the peaks is an indication of the magnitude of the defect. For each track parameter,
track should be classified kilometer-wise based on the number of peaks and their
magnitude occurring in that kilometer. This may be done in accordance with the
instructions for analysis and classification of track recording charts issued by the Chief
Engineer.
(ii)
Maintenance tolerances, which are expected to be achieved immediately after
the track is attended to, recommended for the guidance of permanent way officials for
sanctioned speeds up to 125 km/hour on broad gauge and 110 km/hour on meter gauge
are summarized in Table 1563(2)(d)(ii) below.
(e) Action to be taken on Track Recording Charts
(i)
Locations on track (or km numbers) requiring immediate attention, which is
indicated by large peaks should be noted down by the Assistant Executive Engineer
and/or SSAE(Way) accompanying the recording car and immediate attention should be
given to these spots.
(ii)
A comparison of the record of each section with the previous run should be
made and details of locations needing attention should be identified.
(iii)
Special attention should be paid by the maintenance units to locations where
irregularities are high and where the defects are reappearing in successive recording
runs.
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Table 1563(2)(d)(ii): Maintenance Tolerances on Broad Gauge and Meter Gauge

Track
Broad Gauge
Meter Gauge
Parameter
1. Alignment
On straight track= 5mm, and
On straight track= 5mm, and
defects (versine up to 10mm at few isolated
up to 8mm at few isolated locations
measured under locations 10 per km
10 per km
floating condition On curves= 5mm, and
On curves= 5mm, and
on chord of 7.5
up to 7 mm at a few isolated
m for BG and
locations 10/km
locations 10/km
10m for MG)
Total change of versine from chord Total change of versine from chord
to chord 10 mm
to chord 10 mm
2. Twist
On straight and curved track (other On straight and curved track (other
(measured on a
than on transitions):
than on transitions) =
base of 3.5m on 2 mm/meter, and
2 mm/meter, and
BG and 2.74m
up to 3 mm/meter at isolated
on MG)
locations 10/km
locations 10/km
On transitions: 1 mm/meter.
On transitions: 1.5 mm/meter, and
Up to 2.1 mm/meter at isolated
locations 10/km
locations 10/km
3. Gauge
On straight= 6 mm
On straight = -3 and + 6 mm
variation
On curves with radius 350m =
On curves with radius 290 m= up
-6 mm and +15 mm
to 20 mm
On curves with radius < 350 m= up On curves with radius < 290m = up
to +20 mm
to 20 mm
4. Unevenness
Generally 6mm, and
Generally 5mm, and
or rail joint
locations 10/km
locations 10/km
depressions
(measured on a
chord of 3.5m on
BG and 2.74m
on MG)
(f) BR Track Recording Car

Bangladesh Railway imported a meter gauge track recording car (EM 50), in 1993. A note that gives the
capabilities and the operational arrangements of the track recording car and the analysis of monitoring is
placed at Annex 1563(2)(f)-1 and 2.
(3) Hallade track recorder
(a) Features
(i)
The Hallade track recorder has been in use on railways for more than one-half
century. It is carried in the compartment of a passenger coach on express trains, and
records the oscillations of the coach during a test journey, thus indicating the condition of
the permanent way.
(ii)
It consists of four sets of pendulums sensitive to oscillations, in different
directions, generated by running of the carrier vehicle running on track. The oscillations
of the pendulums are recorded on paper mounted on a drum rotated at a fixed speed by
a clock work mechanism (see Figure 1563(3)(a)(ii) below).
- 122 -
Figure 1563(3)(a)(ii): Hallade Track Recorder

(b) Hallade track recorder chart
(i)
A sample of the Hallade chart is shown in the Figure 1563(3)(b)(i) below.
Figure 1563(3)(b)(i): Sample of Hallade Chart

(ii)
The top line (Line 1), is a record of the features of the route; Line 2 represents
the alignment and is drawn after the test is carried out; Line 3 represents the fore and aft
rolling of the vehicle and registers sudden sags or humps and the acceleration or
deceleration; Line 4 represents lateral oscillations of the vehicle, indicating irregularities
in alignment, uneven or incorrect super-elevation on curves and uneven cross-levels;
and Line 5 is a record of the vertical disturbance to the coach such as low or high joints,
hanging sleepers and others.
- 123 -
(c) Testing of track with Hallade

(i)
The Hallade track recorder should be placed on the leading bogie of the trailing
vehicle or on the last but one vehicle, but the position of the vehicle must be the same in
every run on a particular section.
(ii)
The frequency of track monitoring for all routes on broad gauge and meter
gauge shall be once in 6 months; and on branch lines once a year.
(iii)
The SSAE(Way) should accompany the Hallade run, scrutinizing and marking
track defects on the chart. Further analysis and comparisons of the Hallade charts may
be done as directed by the Chief Engineer.
(4) Oscillograph Car
(a) Brief description
The main equipment in the oscillograph car is an accelerometer, which records the vertical and lateral
acceleration on any part of the vehicle where the accelerometer is installed. The record is in the form of an
accelerogram (see sample chart at Figure 1563(4)(a) below). In track monitoring runs the accelerations at
the locomotive cab floor are recorded by keeping the accelerometer as close to bogie pivot as possible.
This is different from actual track geometry recorded by the track recording car.
Figure 1563(4)(a): Sample Chart of Oscillograph Car

(b) Frequency of recording
Oscillograph car is used to monitor high speed routes where the sectional speed exceeds 100 km/hour on
broad gauge and 75 km/hour on meter gauge. The car may be run once in six months or at periodicity
determined by the Chief Engineer, to assess the riding quality of track. Recording is done at the maximum
sanctioned speed of the section. The oscillograms obtained from the oscillograph car are analyzed for the
vertical and lateral accelerations above the threshold values, and the track is attended to accordingly.
(5) Portable Accelerometers
(a) Brief description and operation
(i)
Portable accelerometer is a handy and cost-effective instrument used for
measuring the oscillations of a rail vehicle moving on track. The vertical and lateral
accelerations experienced in the moving rail vehicle provide an assessment of the riding
quality of the rolling stock as well as the condition of maintenance of track.
- 124 -
(ii)
The instrument consists of two pendulums, one of which is sensitive only to
vertical oscillation and the second pendulum is sensitive to lateral oscillation. The
oscillations experienced by the pendulums are recorded on paper through a recording
mechanism. The vertical and lateral oscillation peaks on paper are calibrated and
interpreted in terms of g - acceleration due to gravity (sample of recorded chart is given
in Figure 1563(5)(a)(ii) below). Comparison of successive recordings in terms of intensity
(height if peaks) and density (number of peaks per km) gives an assessment of the
riding quality of the rolling stock as well as condition of maintenance of track.
Figure 1563(5)(a)(ii): Sample Chart of Portable Accelerometer

(iii)
The portable accelerometer is kept in the cabin of locomotive or on the coach
floor, close to the bogie pivot. It is preferable that same coach and the same vehicular
position are used in successive runs. Interpretation of oscillations as accelerations
requires that the instrument must be properly calibrated before each run.
(iv)
This instrument measures the track performance by measurement of vehicle
response in terms of vertical and lateral accelerations. The real time output of the
equipment is in the form of value of peaks exceeding the limiting value, their location and
ride index (RI). These values are available for both vertical and lateral accelerations.
(b) Frequency of Recording
The following frequency of recording with portable accelerometer is recommended:
(i)
Broad gauge with speed above 100 km/hour - Once every month, and other
tracks with speed less than 100 km/hour - Once in two months
(ii)
Meter gauge with speed above 75 km/hour - Once every month, and other
tracks with speed less than 100 km/hour - Once in two months
The schedule of monitoring with portable accelerometer may be decided by the Chief Engineer depending
on local conditions.
(c) Recording of defects and classification of track quality
(i)
To assess track quality, vertical and lateral acceleration peaks exceeding 0.2 g
(where g = acceleration due to gravity) in value are considered for broad gauge (speed
100 km/hour) and meter gauge (speed 75 km/hour). For higher operating speeds
acceleration peaks exceeding 0.15 g shall be considered.
(ii)
The above criteria are for judging the quality of track. However, if the average
number of peaks of vertical and lateral accelerations exceeding 0.30g is more than 0.25
per km or more than one in any particular kilometer, the track will need attention: At
- 125 -
locations where peaks of lateral and vertical accelerations exceed 0.35g, the track will
have to be attended to urgently.
(iii)
Based on the experience with the quality of running and the recording, the
various sections recorded may be classified based on the number of peaks per km. This
may be done on the basis of norms to be approved by the Chief Engineer.
- 126 -
Annex 1563(2)(f)-1
ELECTRONIC TRACK RECORDING CAR (MG)
1. The BR Electronic Track Recording car (MG) is capable of continuously measuring and recording the track
geometry at maximum speed of 50 km/hour. It has a mechanical sensing mechanism and an electronic
recording system which can be supplemented by an on-board mini computer for real-time evaluation and
data storage.
2. The recording car gives a continuous record of the following track parameters
(i)
Longitudinal level of the left rail.
(ii)
Longitudinal level of the Right rail.
(iii)
Twist.
(iv)
Dynamic cross level.
(v)
Track gauge.
(vi)
Alignment of the left rail.
(vii)
Alignment of the right rail.
(viii)
Recording speed.
(ix)
Kilometer mark.
(x)
Points to signify stations, points and crossing, bridges, and level crossing.
3. The manner of recording each parameter is indicated below:

(i)
Longitudinal Level: The Longitudinal Level (Unevenness) of rails is measured as a
deviation in the vertical plane (depression or rise) of the middle axle of the measuring wheel
reference to the average position of heavily loaded main running axles. The main axles of
running wheels are spaced 5 meter apart and unevenness is recorded to a scale of 1:1 on a
base of 5 meters for left and right rails, separately.
(ii)
Twist: The twist of a track is defined by the distance of any point of wheel Contact
out of four from the imaginary plane determined by the remaining three points of wheel
contact. In the case of Track Recording car EM-50, the twist is measured directly between
the running axle and the center telescopic measuring axle. The measuring base is 2.5meters.
(iii)
Dynamic Cross Level: The dynamic cross level measurement is derived from the
longitudinal level (vertical unevenness) measurement on both rails.
(iv)
Track gauge: EM- 5 0 i s equipped with telescopic measuring axles, which are
forced against the rails by means of vertical horizontal pneumatic cylinders; the central
telescopic measuring axle is used for gauge measurement.
(v)
Alignment of the rail: The alignment of one rail is ensured by three linear
transducers, which are mounted horizontally on the vehicle frame one above each of the
three measuring axles.
4. The performance of track is recorded and analyzed on the basis of Statements 1,2 and 3 given below.
- 127 -
Annex 1563(2)(f)-2
TRACK RECORDING, ANALYSIS AND MONITORING
Statement No. 1
Analysis of Track Recording Car: Location- Wise Analysis.
Unevenness above 15 mm.
SSAE/WAY ..Section; AEN Date of run .
Km
From
Unevenness Right Rail

Peaks 11 mm to 15 mm 15 mm
and
above
No. of
Location
Peaks
and value
To
SSAE/WAY
AEN/
Unevenness Left Rail

Peaks 11 mm to 15
15 mm
mm
and
Above
No. of
Location
Peaks
And value
STATEMENT NO. 2
Analysis of Track Recording Car Location- Wise Analysis.
Twist above 10 mm.
Section:Date of run:Km
From
To
Twist
Location and No. of Exceeding 15 mm with value.
STATEMENT NO. 3
Analysis of Track Recording CarLocation- Wise Analysis- Gauge 6 mm.
SSAE/WAY
AEN/
Section:Date of run:Km
From
To
Gauge
Location and No. of exceeding 6 mm.
- 128 -
Section 7: Functional Arrangements, Safety and Outsourcing of Track Works

Part A. Permanent Way
1564
Responsibility of Engineering Officials
(a) The Engineering officials shall devote careful and continuous attention towards the efficient upkeep of
the permanent way and the achievement of good and smooth running railroad.
(b) The running qualities of track shall be adjudged by riding as frequently as possible on engine or in rear
vehicles of fast trains on the section. Such inspection shall be carried out by Divisional Engineer (by engine
once in two months), Assistant Executive Engineer (by engine once a month) and SSAE/SAE (Way) (by
engine two times a month) on their jurisdiction and locations which do not ride well shall be prioritized for
attention by gangs.
(c) The reports from train drivers regarding serious oscillations or lurching of engines or bad riding reports
shall be promptly investigated and the track found defective attended to without delay (reference be made
to General Rules, 1981).
(d) The Assistant Executive Engineer and Divisional Engineer shall maintain records of their inspections,
preferably in a notebook, communicate instructions to the supervisor in-charge as soon as possible, and
ensure their compliance within a reasonable period of time. These records shall be scrutinized by higher
officials from the Zone/Railway headquarters.
(e) Notes taken by officers during inspection whether on foot, by push trolley or motor trolley, on foot plate
of the locomotive or by rear vehicle of fast trains, shall be sent to the SSAE(Way) concerned for necessary
action. The SSAE(Way) shall send compliance reports to the concerned officers within reasonable period of
time.
1565
Permanent Way Gangs for Manual Track Maintenance
(1) Strength of Gangs

(a) Basic Gang Strength
(i)
The basic strength of gangs on the Special Primary, Primary, Secondary and
Tertiary routes of the railway shall be calculated on the following basis:
Route
Single/Double Line
Waymen Per Km
Special Primary
Double Line
3.12
Primary
Single Line
1.56
Secondary
1.4
Tertiary
1.25
Special & Non-classified
0.75
Note: The basic strength of gangs in the table above is based on the Maflin's Formula, adopted in 1931.
The number of waymen was determined by a simple formula = 2.5 x 'unit per mile' x length of track,
where the 'unit per mile' factor depends on the kind of traffic carried on the track. It assumes a
standard requirement of manpower regardless of the track gauge. In view of the changes in
maintenance technology, heavy track structure, need for mechanized maintenance of trackand related
aspects there is urgent need for a revised determination of gang strength.
(ii)
For track other than main lines, the scale for gang strength shall be as follows:
Running lines and important goods lines:
67 percent of parent track.
Sidings:
40 percent of parent track.
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(iii)
Points and crossings: 12.5 sets of turnouts will be taken as equivalent to one track
kilometer of the parent track.
(iv)
Other configurations of points and crossings shall be equivalent to the following in
terms of sets of turnouts:
Crossover
3 sets
Scissors crossover
8 sets
Diamond with Single Slip
4 sets
Diamond crossing with Double Slip
5 sets
Three Throw switch
3 sets
Diamond
2 sets
Trap
0.2 set
(v)
The above scale represents only the number of waymen. The Mates and Keymen
are exclusive of these figures. Where the gang strength on calculation includes a fraction, it
shall be treated as one.
(vi)
This formula does not completely cover all of the various factors, such as rainfall,
alignment, age of track, quality of formation, percentage of bank toe cutting and speed of
traffic, and others. In order to overcome local difficulties which, in the opinion of Divisional
Engineer, militate against output of work sufficient to provide the correct standard of track
maintenance throughout the gang beat, the Divisional Engineer may arrange for selected
operations to be outsourced or farmed out and executed through the agency of suitable
contractors. Such arrangements may also be necessary during the monsoon months on
particularly difficult and vulnerable sections where permanent waymen are engaged on
patrolling work. The Divisional Engineer must ensure that adequate arrangements are made
for track maintenance at the right time and that it is supervised effectively.
Note: The basic strength of gangs as above is based on Chief Engineers Circular No. 10.
(b) Adjustment factor
The basic strength of gangs as calculated in sub-section (a) above shall be adjusted for track structure (i.e.,
heavier and long welded rails, concrete sleepers and elastic fastenings) and considering the extent to
which systematic maintenance of tracks is done using on-track machines. The adjustment factors to be
applied to the basic strength of gangs and the strength of each maintenance gang shall be decided by the
Chief Engineer.
(c) Section strength register
A register showing the sanctioned strength of gangs, gatemen, watchmen, trolley-men and other staff shall
be maintained by SSAE(Way) and in the offices of Divisional Engineer and Assistant Executive Engineer.
No deviation from the sanctioned strength of gangs and other staff shall be permitted without the approval
of the Chief Engineer.
(2) Muster Sheets of Gangs
(a) The attendance of the permanent way staff and artisans and others shall be recorded on a muster sheet
issued from the office of Assistant Executive Engineer under a serial number and bearing that officials
initials on the top right hand corner of the muster sheet. The muster sheet shall be checked by the
- 130 -
supervisors under whom the staff is employed according to instructions issued by the Railway
Administration.
Note: Regarding issuance, maintenance and processing sheets of muster and labor pay sheets reference
should be made to Chapter XIX.
(b) No over-writing in the muster sheet shall be permitted. Corrections shall be attested and initialed by a
supervisor not below the rank of SSAE(Way).
(c) Separate musters shall be allotted and issued to each batch of workmen such as waymen, gatemen,
trolley-men and artisans. Muster sheet shall be kept by the head of each batch and at the site of work for
checking attendance by the Supervisor concerned. The muster sheet of trolley-men and office staff shall be
kept and maintained in the office concerned.
(d) For each wage period, the muster sheet shall be collected and fresh ones issued. Before
commencement of a month, the Assistant Executive Engineer shall issue requisite number of blank muster
sheet forms to each Senior Sub-Assistant Engineer for the purpose of recording attendance. Each blank
muster sheet, before issue, must be initialed on the top by Assistant Executive Engineer, as a token of its
authenticity.
(e) The leave availed by each employee shall be recorded in the leave register, debiting this leave to his
account before the musters are dispatched to the Assistant Executive Engineer's office.
(f) The Assistant Executive Engineer shall check the musters of all staff on the sub-division and initial the
muster sheet at least once a month during his inspection.
(3) Gang Tools and Equipment
(a) Gang Tools: A complete list of tools with the permanent way gangs is given in Annex 1565(3)(a). The
tools are carried to site according to the need for the days work. All gang tools are to be kept safely locked
in the gang tool box.
(b) Gang Equipment: Each gang shall have the following minimum equipment:
(i)
Level-cum-gauge;
(ii)
One set of hand signal flags, red and green (2 hand signal lamps at night);
(iii)
18 detonators or fog signals (which number shall be increased to 48 during the flood
season on sections liable to be damaged by floods (see note and figures below);
Note: Detonators or fog signals are used for the protection of line in emergency situations. These are flat
cylindrical devices filled with explosives and have two flexible legs, which can be worked around the rail
head to hold the detonator in place. For protection of the line the detonator(s) are fitted on the rail(s) and
when an engine or a vehicle passes over them, they explode with a loud report so as to attract the attention
of the engine crew to look out for signals.
(iv)
Steel scale 30 cm long;
(v)
Straight edge 1 meter long;
(vi)
Square;
(vii)
Hemp chord (30 meters long);
(viii)
Keying and spiking hammer;
- 131 -
(ix)
Marking chalk;
(x)
Rail thermometer;
(xi)
Sufficient number of shovels, phowrahs, beaters, crow-bars, ballast-forks or rakes,
mortar pans or baskets;
(xii)
Wooden mallet or Canne-a-Boule; AND
(xiii)
Feeler gauge.
(c) Custody of gang tools

(i)
For the safe custody of gang tools, boxes shall be provided at appropriate locations
with proper locking arrangements. They may be provided near gate lodges or at stations.
(ii)
The gang mate shall ensure that all tools are deposited in the tool box after working
hours and kept locked.
(iii)
Waymen shall not leave any tool unprotected during the course of working or during
mid-day break.
(4) Loose fittings and materials
(a) No loose fittings shall be left unattended alongside track to prevent their use by maliciously inclined
persons.
(b) Materials stacked by trackside such as stacks of ballast, bricks or other materials piled up higher than
30 cm above rail level, must be at least 2.15 meters clear of the nearest rail.
(5) Record of work by gangs and artisans
(a) Gang chart and work order book
(i)
Each gang mate shall be supplied with a gang chart and a work order book.
(ii)
In the gang chart, details of track maintenance work done over the gang length, on a
day-to-day basis shall be recorded by the SSAE/SAE (Way). The work set to the gang shall
also be indicated in the gang chart by suitable notations.
(iii)
In the work order book, three-day program of work shall be entered by the
SSAE(Way)/ SAE(Way)/ Head Mate. At the end of the week, the SSAE(Way) shall carry out
a quantitative and qualitative assessment of the work done during the week after thorough
- 132 -
inspection and make suitable observations in the work order book. A sample of work order
book is given in Annex 1524(2)(g)(iii).
(iv)
The gang chart/ work order book shall be adequate for recording the work during the
complete year.
(v)
Temporary gangs employed in track maintenance work, shall also be supplied with
work order book, wherein the details of the work set and the work carried out will be entered
by the SSAE(Way).
(vi)
Details of maintenance work carried out by these gangs shall be entered in the gang
chart of respective permanent gang.
(b) Gang charts/ work order books shall be checked by the Assistant Executive Engineer and Divisional
Engineer during their inspections. They shall record their observation in the work order book.
(c) On withdrawal of gang chart/ work order book and supply of fresh ones, the SSAE(Way) shall carefully
analyze the work done and take notes of locations with kilometers that frequently gave trouble during the
previous year, with a view to formulating such special measures as may be necessary. Action may be
taken to preserve the gang charts for a period of five years.
(d) Maintenance attention given to the signaled loop lines and turnouts shall be recorded on the gang chart.
(e) Whenever the gang equipments are checked by SSAE(Way), the same shall be recorded in gang chart
against the date on which such inspection is done. Inspecting officials shall initial against the date on the
chart and also make suitable entries in work order book.
(f) Six months after the end of each year, the gang charts shall be collected by the SSAE(Way) and
maintained as record. Thus, for the overlapping period of six months, the gang will have two gang charts
with them. A six months record will, therefore, always be available with the gang for reference. Normally,
this record shall be kept for at least five years. When a particular kilometer or section is under special
observation, the record may be maintained for a longer period at the discretion of the supervisors.
(g) Record of work done by artisans
Each artisan/ workman will be supplied with a diary in which entries will be made by the artisan/workman
showing his movement by train and the details of daily work done by him. The SSAE(Way) will scrutinize
the work during his inspection and make suitable observations in the artisan's (or workman's) diary. At the
end of the month these diaries will be sent to the office of the SSAE(Way).
- 133 -
Annex 1565(3)(a)
List of Gang Tools and Equipment
Note: This list includes the traditional items of gang tools and equipment. Gangs will need to be provided
with new tools and equipment for new track structure and materials.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
Augur carpenter.
Adze carpenter.
Axe pick.
Bar crew clawed.
Bar crew plain.
Bar crew lifting.
Bar Tommy.
Bar tamping (for LWR section - one end blunt-one pick like).
Beater steel plate layer.
Beater wooden (for earth packed track).
Bill hook (single edge).
Bucket.
Basket cane.
Brush wire or scraper.
Chisel mortise (12mm 18mm).
Chain iron sling for rail carrying.
Extractor spike.
Gauge cum level (BG or MG).
Hammer spiking.
Hammer sledge.
Hammer ball pane.
Hammer keying.
Hammer driving tools (lower).
Hammer (upper).
Cant board.
Check rail gauge.
Jack lifting for track or non-infringing jack track.
Lamp hand signal tricolor.
Level spiral.
Level board.
Lever lifting wooden.
Phowrah steel (2 kg).
Punch steel.
Rake ballast.
Spanner (Se) (as per sectional rail).
Spanner De
Spanner Cly
Square T wooden.
Shovel round square nose.
Spanner box (for screw spikes).
Screener.
Tape metallic.
Rail tongs.
Rail thermometer.
Wooden mallet.
Wooden hammer.
Template for boxing ballast.
Flag hand signal green.
Flag hand signal red.
Flag banner.
Fog signals (1 dozen).
Staff for banner flag. (2 Nos).
String (33 meters minimum).
- 134 -
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
Muster sheet with box.

Gang chart with box.
Gauge for guard rail of bridge.
Tools box.
Pad lock with keys.
Gang board.
Hand wire rake for ballast.
Work order book.
One pair joggle fishplate with bolts
One pair spare fish plates with bolts.
Hack saw frame with blade.
Rail closures (of sizes).
Straight edge( 1 m long)
Feeler gauge.
Fitting (small scale).
- 135 -
1566
Checking of work of Permanent Way Gangs by SSAE(Way)
(1) Examination of gang's work

The work done by a gang either on the previous day or during the interval when the SSAE(Way) is next
with the gang shall be examined for alignment, surfacing and boxing throughout. The SSAE(Way) shall
inspect rails and sleepers and their fastenings and check cross levels, gauge, square-ness of sleepers,
packing, joint maintenance, profile of ballast and cess level and section of embankment. The muster sheet
of the gang shall be checked and initialed. Instructions to the Gang Mate shall be recorded in the work
order book.
(2) Examination of tools and equipment
(a) It is important to check all rail gauges spirit levels and level boards on receipt of supply and before issue
to works. Rail gauges shall be checked by a steel tape.
(b) The SSAE(Way) shall examine every month and replace, when necessary, worn out tools and
equipment with gangs.
(c) He shall check the accuracy of the spirit level/gauge and straight edge every month, the result of this
examination being entered in the Mate's diary book.
(d) It is important that the gang mates use their levels, boards and cant boards correctly. Without these they
cannot possibly make the track level, either crossways or lengthways;
(e) The SSAE/SAE (Way) shall instruct the waymen in the proper use of tools and upkeep of track. The
instructions shall be demonstrative so that waymen get a good understanding.
(3) Periodic testing in safety rules
The SSAE(Way) shall ensure that every wayman is well versed in the rules for safety and protection of
track and the use of safety equipments. Every waymen shall be examined on appointment and thereafter
periodically, as well as on promotion or transfer for competence in the following rules:
(i)
Ensuring Safety First by protecting the lines in an emergency or during work
affecting the running of trains.
(ii)
Method of fixing detonators or fog signals and their safety range.
(iii)
Showing of signals with or without hand signal flags during day and with hand signal
lamps during night.
1567
(iv)
Action to be taken when a train is noticed to have parted.
(v)
Patrolling of the line during heavy rains/ storms and hot weather on LWR lengths.
Reports and Records on Permanent Way
(1) Special reports on the condition of permanent way

(a) SSAE(way) shall submit, to the Divisional Engineer through the Assistant Executive Engineer, special
reports on the state of track as and when considered necessary. In this report the SSAE(Way) shall make
candid statement of the defects in the track, reasons for defects and proposals for rectifying them.
- 136 -
(b) The Assistant Executive Engineer shall check the track during his trolley inspection and verify the
conditions mentioned by the SSAE(Way) and also study the proposed remedial actions. Adequate remedial
action shall be taken, and if necessary reference made to the Divisional Engineer for further orders.
(c) The Divisional Engineer shall scrutinize the special reports of the SSAE(Way) as forwarded by the
Assistant Executive Engineer, with his comments and give his orders thereon to the SSAE(Way) through
the Assistant Executive Engineer. Orders issued by the Divisional Engineer shall be promptly attended to
by the Assistant Executive Engineer and SSAE(Way).
(d) Submission of special reports does not absolve the SSAE(Way) of his primary responsibility of
maintaining the track in safe condition for the load and speed sanctioned for the section.
(2) Section register of SSAE(Way)
(a) Each SSAE(Way) shall maintain a Section Register containing all important information including a brief
history of the track in his jurisdiction.
(b) The information to be given in the Section Register will include but will not necessarily be limited to the
following:
(i)
Administration giving details of staff, changes and jurisdictions.
(ii)
Permanent Way including details of all track, SWR, LWR/CWR, renewals, rail and
fish plate failures, and others.
(iii)
Bridges and Floods giving major repairs, rebuilding of bridges, track repairs on
bridges, floods, vulnerable sections and railway affecting works.
(iv)
Miscellaneous giving accidents attributable to permanent way, encroachments of
railway land and other important information.
(v)
Updating: The section register shall be brought up-to-date from time-to-time.
A detailed list of records to be kept in the Section Register is given in Annex 1567(2).
(c) The Section Register shall be scrutinized by the Assistant Executive Engineer in the beginning of every
year.
(3) Permanent way plans and diagrams
(a) The Assistant Executive Engineers shall have in their possession complete sets of the following plans
and drawings of track installations and structures on his sub-division:
(i)
The Type or Standard plans for permanent way materials and assemblies in use on
the section.
(ii)
Plans and longitudinal sections of the line, to a scale of 50 meters to 1 cm horizontal
(1/5,000) and 5 meters to 1 cm vertical (1/500) and Index Plans and sections to a scale of
0.5 km to 1 cm horizontal (1/50,000) and 10 meters to 1 cm vertical (1/1,000) showing the
physical features, alignment, grades, location of bridges and level crossings. The longitudinal
section of the line shall be updated by surveying the longitudinal profile of the line at least
once in five years.
(iii)
Drawings of all bridges, level crossings and protective works and yard layouts.
(iv)
Working drawings or diagrams pertaining to track and components on the sections,
issued from time-to-time.
- 137 -
(v)
Permanent way track diagram of the railway line showing the type of track and
fittings, when laid, type of ballast, type of formation, blanket thickness, type of formation
trouble (if any) and indication of how the railway boundary is demarcated. Change points in
the track diagram shall be indicated correct to the nearest meter (see Annex 2203(b)).
(vi)
The permanent way diagrams of station yards showing lengths of running lines,
sidings, type of track and turnouts as per exhibit at Annex 1567(3)(a)(vi).
(b) SSAE(Way) shall have in his possession complete sets of drawings and diagrams mentioned in subparagraphs (a)(i), and (a)(iv) to (vi) above, for his sectional jurisdiction; he shall have in his possession the
land plans pertaining to his jurisdiction covering those between stations and unimportant station yards.
- 138 -
Annex 1567(2)
Section Register of SSAE(Way)
SSAE(Way) in charge of an open line section shall maintain a Section Register with detailed information as
per the following format:
(a) Administration
Change in SSAE(Way), SAE(Way), Head Mates, Gang Mates and clerks; and change in jurisdiction;
(b) Permanent Way
(i) Formation - Sections giving frequent trouble with brief history and remedial measures
adopted, if any.
(ii) Track structure, method of maintenance, details of particular locations giving frequent
trouble and remedial measures adopted if any.
(iii) Details of locations of track laid as short welded panels, long welded rails, continuous
welded rails, etc. incidence of buckling, maximum and minimum rail temperatures observed,
behavior of switch expansion joint and buffer rails.
(iv) Grades Re-grading done, with brief details of lifting or lowering of track.
(v) Curves - Realignment and/or transitioning of curves.
(vi) Ballast Locations where there is deficiency of ballast and details of recoupment done.
Particulars of deep screening carried out year-wise.
(vii) Creep Adjustment - Details of Creep adjustment done and action taken to reduce creep Details of Gap survey carried out and adjustment done.
(viii) LWR/CWR Record of Destressing
(ix) Permanent Way renewals - Major renewal carried out as relaying, re-railing and resleepering; large scale renewal of track components at a section shall also be shown.
(x) Station yards and sidings - Extension or alteration to sidings, platforms and renewal of
points and crossings.
(xi) Rail failures - Brief particulars of all types of rail failures, including weld failures shall be
noted in the section register, connecting references to the failure reports.
(xii) Rail Testing and Renewals - Records of rail testing by Ultrasonic testing method, if done,
with brief details of all rails removed with reasons for removal. This will form the basis of
justification for through rail renewals/ casual renewals.
(xiii) Brief particulars of fish-plate failures with details of fish plates and reasons for failure.
(xiv) Lubrication of rail joints: Particulars of work done with dates each year.
(xv) Material under trial: Brief particulars -Connect reference to notes in the 'Materials-under
trial register.
(xvi) Track recording: Summary of the results of the various track recording runs, if done.
- 139 -
(c) Bridges and Floods

(i) Yearly record of rainfall showing month-wise distribution.
(ii) Important repairs to bridges, details of extensive repairs to bridges, dismantling and
rebuilding bridges, strengthening of girders, renewal of girders, extension of bridges and
through renewal of sleepers, shall be shown. Ordinary repairs need not be recorded.
(iii) Damage due to floods: Extent of damage with particulars of rainfall, arrangements made
for labor and material, time and labor spent for restoration and approximate cost. Cause of
damage and notes of remedial measures
(iv) List of railway affecting works with brief history.
(v) List of vulnerable locations, where stationary watchmen are to be posted.
(d) Miscellaneous
(i) Availability of labor on section for works.
(ii) Encroachment of railway land and steps taken to remove them.
(iii) Infringement particulars,
(iv) Accidents attributable to permanent way with details.
(v) List of reference books available in the section.
(vi) Any other important information necessary.
(e) Updating
The entries made in the section registers shall be brought up-to-date from time-to-time and these shall be
scrutinized in the beginning of every year by the Assistant Executive Engineer.
- 140 -
Annex 1567(3)(a)(vi)
Permanent Way Diagram Station Yard
- 141 -
1568
Records of Materials under Trial
(a) Assistant Executive Engineer shall maintain proper record of all materials and lengths of track under
trial. This record shall be in a register that is properly indexed.
(b) Complete record shall be there of the relevant particulars such as: name of material, kilometer where
laid, date of laying, object of trial, nature and condition of ballast, nature and type of formation, track details,
and behavior in track
(c) In the case of items designed for improved track performance, notes shall be made about the extent to
which such appliances are producing the desired results, particulars being quoted, whenever possible.
(d) Trial Lengths: Material under trial shall, where practicable, be laid near the headquarter of Assistant
Executive Engineer. In the case of sleepers under trial, specific kilometer(s) shall be selected for the
purpose.
(e) Indication Plates. Material under trial shall be labeled on the cess at either end of the trial length,
showing the description and number of item, date laid and kilometer being shown thus:
Reconditioned steel sleepers
Nos. 1000, January 2008
Km 90/0 - Km 90/12
(f) Removal of materials under trial. In every case where sleepers or other materials under trial have to be
removed because of relaying or alterations, the Assistant Executive Engineer concerned shall report to the
Divisional Engineer and ask for disposal instructions. When material is removed for any reason, a full note
shall be made by the Assistant Executive Engineer on its condition after thorough examination.
(g) Submission of Register of Assistant Executive Engineer to Divisional Engineer. The 'Materials under
trial' register shall be submitted by the Assistant Executive Engineer to the Divisional Engineer every halfyear. The Divisional Engineer will submit reports on experimental materials and trials to the Chief Engineer
every half-year.
(h) SSAE(Way)'s Records The SSAE(Way) shall maintain in manuscript form a record of all materials
under trial on his length with necessary particulars. Notes shall be made therein at regular intervals. The
Assistant Executive Engineer shall scrutinize the records during his inspections.
1569
Miscellaneous items Associated with Track Maintenance
(1) Felling of trees which obstruct view

(a)Trees and bushes that interfere or tend to interfere with the view from a train or trolley, of signals or level
crossings or along the inside of curves, shall be cut. When cut, it shall be ensured that they do not foul the
track.
(b) After the monsoon, all long grass must be cut back to at least 5 meters from the center of the track to
guard against risk of fire.
(c) When trees and bushes require to be cut on private lands in terms of sub-section (a) above, action shall
be taken as per Section 15 of the Railways Act 1890, excerpt of which is given in Annex 1569(1)(c).
(2) Classification of materials
All permanent-way material in depots is to be classified as new, second-hand or unserviceable and the
corresponding color coding shall be white, green, and red.
- 142 -
(3) Traveling cranes

Shall it be necessary to use a traveling crane on the line, the rules contained in Appendices V and VI to the
General Rules of the railway must be carefully observed. Application for use of a crane must be made to
the Chief Engineer with full particulars as to why the crane is required. The crane shall be arranged by the
Mechanical Department for use by the Civil Engineering Department in accordance with the rules in force.
(4) Fouling Marks
(i)
Fouling mark should be fixed at the point at which the spacing between the tracks
begin to reduce to less than the minimum as laid down in the Schedule of Dimensions in
force.
(ii)
Fouling marks should be distinctly visible and difficult to remove.
(iii)
Fouling mark should consist of a stone/ cement concrete block about 1.5 m long,
250 mm wide and 125 mm thick, with the top edge rounded off and the top surface whitewashed. Alternatively, a fouling mark may be made of unserviceable rail pieces embedded in
concrete supports or old sleepers embedded in the sub-grade and painted white. The fouling
mark should be laid with its top level with the top line of the ballast section.
(iv)
The number of wagons which can be accommodated in a siding or a loop line should
be marked on each fouling mark.
(5) Scotch blocks
No scotch block should be above the rails by more than 178 mm on broad gauge and 76 mm on meter
gauge to avoid damage being done to the vacuum brake gear. Scotch-blocks should lock both in the on
and off position.
(6) Fog Signal Post
This should consist of a plain post, preferably an old rail or old sleeper painted white (without any lettering)
vide General Rule 71(a).
- 143 -
Annex 1569(1)(c)
Removal of Tress Dangerous to or Obstructing Working of a Railway
Excerpt of Section 15 of the Railways Act, 1890 (Act IX of 1890)
15. (1) In either of the following cases, namely:
(a) Where there is danger that a tree standing near a railway may fall on the railway so as to obstruct traffic,
(b) when a tree obstructs the view of any fixed signal, the railway administration may, with the permission
of any Magistrate, fell the tree or deal with it in such other manner as will in the opinion of the railway
administration avert the danger or remove the obstruction, as the case may be.
2. In case of emergency the power mentioned in sub-section (1) may be exercised by a
administration without the permission of a Magistrate.
railway
3. Where a tree felled or otherwise dealt with under sub-section (1) or sub-section (2) was in existence
before the railway was constructed or the signal was fixed, any Magistrate may, upon the application of
the person's interested in the tree, award to those persons such compensation as he thinks reasonable.
4. Such an award, subject, where made by any Magistrate other than the District Magistrate, to revision
by the District Magistrate, shall be final.
(5) A Civil Court shall not entertain a suit to recover compensation for any tree felled or otherwise dealt
with under this section.
- 144 -
1570
Trolley Refuges
(a) Trolley refuges in cuttings shall be provided at suitable intervals as necessary.

(b) Trolley refuges shall be provided on high banks particularly on approaches of important bridges.
(c) On double line, trolley refuges shall be staggered alternately along the up and down lines, respectively.
The space between the tracks shall be filled with ballast and leveled up to the rail level for easy off-tracking
of the trolley opposite to the trolley refuge.
(d) On bridges the maximum distance apart of trolley refuges shall be:
(i)
Where main span is less than 100 meters - 100 meters.
(ii)
Where main spans of 100 meters or more - over each pier.
(iii)
On ballasted deck bridges - 50 meters.
(e) For easy identification of the location of trolley refuges in deep cuttings a distinguishing mark such as a
rail post, painted with luminous paint with a mark 'R' may be erected by the side of the trolley refuge.
1571
Standard Dimensions
(a) Infringement: SSAE(Way) shall refer any work resulting in infringement of standard dimension to the
Assistant Executive Engineer for instructions. Work involving permanent infringement shall be referred to
the Railway Division for sanction through the Government Inspector of Bangladesh Railway.
(b) Permanent way staff shall be on the alert to prevent occurrence of:
(i)
'Slacks' in platform line causing the platform heights to exceed the standard
dimension.
(ii)
Errors in alignment which may cause infringement of minimum distance to adjacent
structures, as for example, platform wall coping, over bridges.
(iii)
Excessive lifting of the track , causing minimum height to overhead structure to be
infringed, as for example, underside of over bridge.
(c) Statement of infringements. Verification and preparation of yearly statements of infringements: Once a
year, the standard dimensions over their sections shall be verified personally by SSAE(Way) according to
the profiles shown in the Schedule of Maximum and Minimum Dimensions and the Statement of
Infringements, if any, submitted to Assistant Executive Engineer by the end of March. The Assistant
Executive Engineer after scrutiny shall forward these to Divisional Engineer.
(d) The statement shall briefly indicate against each infringement the reasons for its continuance together
with reference to the sanction of Railway Division/ Government Inspector of Bangladesh Railway. The
Divisional Engineer after scrutinizing the yearly returns will issue necessary instructions to the Assistant
Executive Engineer. Important items shall be referred to the Chief Engineer.
1572
Verification of land boundaries
(a) The Railway Administration is responsible for the demarcation and periodical verification of the
boundaries and the maintenance of proper records in connection therewith of all land in the possession of
the railway.
- 145 -
(b) SSAE(Works) is responsible for maintaining the railway land boundaries at major stations and other
areas developed for railway use, including operational and staff housing, as may be specified by the Chief
Engineer.
(c) SSAE(Way) is responsible for maintaining the railway land boundaries between stations and at way side
stations.
(d) SSAE(Way) and SSAE(Works) and their assistants are responsible for reporting any encroachment that
may occur as soon as it is noticed, to the Assistant Executive Engineer who will on receipt of such report
initiate measures to remove the encroachments (reference should be made to Chapter XI, Section 3.).
(e) SSAE(Works) shall submit, by the prescribed date every year, a certificate to the Assistant Executive
Engineer with a copy endorsed to the Divisional Engineer for information, in the following form:
I certify that I have inspected the railway land boundaries on my section during the year
ending... ......and that they are in accordance with the land plans. There have been no
encroachments except at the following kilometers that have been reported by me vide
reference given against each. I further certify that missing boundary stones at the
kilometers shown below have been replaced.
No Date ..
SSAE(Works)
(f) During inspection, the Assistant Executive Engineer shall ensure that railway boundaries are
demarcated correctly and that there are no encroachments. In cases where he cannot prevail on the parties
to remove the encroachments, he must report the facts with particulars to the Estate Officer who will take
up the matter with the local authorities and process for recovery of possession (see Chapter XI, Section 3).
1573
Section Limit Boards, Kilometer and Gradient Posts
(a) Section limit boards: Boards at jurisdictional limits shall be provided thus:
(i)
End of divisions:
DA DIVN.
CTG DIVN.
DEN/DA
DEN/CTG
AEN/AKA
AEN/CML
SSAE(Way)/AKA SSAE(Way)/CML
SSAE(Works)/AKA SSAE(Works)/CML
(ii)
End of sub-divisions:
AEN/DA
SSAE(Way)/DA
SSAE(Works)/TJN
(iii)
AEN/KYTO
SSAE(Way)/KYTO
SSAE(Works)/KYTO
End of sections:
SSAE(Way)/DA
SSAE(Works)/DA
SSAE(Way)/TGI
SSAE(Works)/TJN
- 146 -
(iv) End of gang beats:

G-3
1+1+6
G-4
1+1+7
(v)
If the gang beat ends in a curve the beat shall be so adjusted that the entire curve
lies in one of the beats. Similarly, in case of yards gangs, beats shall be so adjusted that the
yard is maintained as far as possible by one gang, exception being in the case of big yards
where the yard may have to be maintained by more than one gang.
(vi)
The boards shall be made of reinforced cement concrete and fixed on the cess on
the same side of the line throughout the division. The letters and figures shall be painted
black on white background.
(vii)
When a board has to be located at an exact kilometer, it shall be fixed by the side of
the kilometer post.
(viii)
Suitable boards shall also be provided indicating the civil division and district
boundaries.
(b) Kilometer and gradient posts
These may preferably be of reinforced cement concrete of suitable dimensions and fixed at right angles to
the track on the cess so as to be distinctly visible. The figures, arrows and letters shall be painted in black
on a white background.
1574
Imprest of Permanent Way Materials
(1) Imprest stock

(a) Imprest stock for Open line sections
(i)
Each SSAE(Way) in-charge of open line section is required to keep permanent way
materials in such quantities as is approved by the Chief Engineer for use in the repair and
maintenance of track in times of emergency such as an accident or breaches. Such stock of
permanent way materials is called Imprest stock.
(ii)
The use of imprest stock for day to day maintenance is strictly forbidden.
Note: This scale of imprest stock was last approved by the Chief Engineer (East Zone) under his letter
No:66-S/2/WIV-A(L-I), Dated 5-2-1987. This was also applied to the West Zone. However, following the
completion of large scale track works including new lines, double lines, dual gauge and other works in
major yards, the scale of imprest stock determined more than two decades ago has become outdated.
(iii)
Considering the scale of imprest stock already approved by the Chief Engineer (vide
Note above) and the requirements based on new track structure laid on some sections a
recommended list of imprest stock is placed at Annex 1574(1)(a)(iii).
(iv)
The recommended list of imprest stock may not apply in similar manner on all
sections of the railway, because of changes in track structure and those which may take
place in the future. The recommended list of imprest stock should be taken as a guideline,
on the basis of which the Divisional Engineer shall prepare a list giving scale of imprest stock
for each sectional SSAE(Way), which shall be adopted after approval by the Chief Engineer.
- 147 -
(b) Imprest stock for relief trains and ghat sections

(i)
The imprest stock for relief trains has been detailed in paragraph 2818(a) and Annex
2818(a) of this Manual.
(ii)
The scale of imprest of permanent way materials for accident relief trains and for
ghat sections should also be periodically reviewed by Divisional Engineers and revised scale
should be implemented after approval by Chief Engineer.
(c) Materials in excess of imprest
All materials received by the SSAE(Way) in excess of the approved imprest scale must be promptly
returned to the depots or transferred to other accounts, if required.
(2) Recoupment of Imprest
(a) Materials from the imprest stock once used must be recouped soonest possible, so as to be available
for the next emergency.
(b) When SSAE(Way) uses material from the imprest stock, indents for recoupment of the materials used
shall be submitted immediately.
- 148 -
Annex 1574(1)(a)(iii)
Recommended Scale of Imprest Stock of Permanent Way Materials
S.
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Description of Materials
Bolts for Crossing
Bolts for Heel Block
Bolts for Cheek Block
Bolts for Level Crossing Guard Rail
Slide Chairs for 1:12 & 1: 8.5 Points &
Crossing (Overriding)
Chairs Crossing Intermediate
Gauge Tie Plate (Insulated)
Crossing Tie Plate (Insulated)
Fish Plate for all Sections Rail
Fish Plate compound with Bolts for all
Sections of Rails in line
Joggled Fish Plate with Bolts
Slotted Fish Plate with Bolts
Plate canted bearing for all Section of Rail
Fish Bolts for all Section of Rail
Washer Spring for Bolts
Washer Spherical
Keys Steel
Steel Jaw
ERC Clip (MG Section)
Rubber Pad (MG Section)
Liner (MG Section)
Dog Spikes (BG)
Dog Spikes (MG)
Round Spikes
Screw Spikes
Elastic Spikes Double Shank
Stretcher Bar Leading
Stretcher Bar Following
Rod Pulling
Switch Lever
- 149 -
Quantity
40Nos.
10 Nos.
20 Nos.
40 Nos.
10 Nos.
10 Nos.
3 Nos.
3 Nos.
50 Nos.
5 Sets
6 Sets
6 Sets
20 Nos.
100 Nos.
100 Nos.
20 Nos.
50 Nos.
50 Nos.
1000 Nos.
500 Nos.
1000 Nos.
400 Nos.
400 Nos.
50 Nos.
100 Nos.
400 Nos.
4 Nos.
2 Nos.
2 Nos.
2 Nos.
Remarks
Size of Bolts as
per requirements
of Section
For each type of

Points &
Crossing
As per
requirement of
the Section
Annex 1574(1)(a)(iii) continued
S.
No
31
32
33
34
Quantity
Rail full length for all Sections of Rail

Rail cut piece for all Sections of Rail
Rail closer 25 mm to 13 mm (1 to )
Tongue Rail for all Section of Rails for 1 in 12
& 1 in 8.5
10 Nos.
50 m (total)
6 Nos.
3 Nos. R.H
3 Nos. L.H.
35
Points & Crossing complete 1 in 12 complete

with all fitting & Lead Rail
2 Sets
36
2 Sets
37
Points & Crossing complete 1 in 8.5 complete

with all fitting & Lead Rail
Switch (Tongue Rail & Stock Rail) completed
with Heel Block & Bolts and other fittings for 1
in 12 & 1 in 8.5
38
Sleeper Bridge of Sizes
20 Nos.
39
Sleeper Wooden Ordinary
400 Nos.
40
Sleeper Steel Trough (New or Recycled)
400 Nos.
41
42
Sleeper PRC (MG) with all fastenings

Special Sleepers for 1 in 12 & 1 in 8.5 Points &
Crossing standard size
200 Nos.
120 Nos BG 80
Nos (MG)
43
Clamp Point (Universal)
10 Nos.
44
C-Clamp
4 Nos.
45
Hand Signal Lamp tri-color complete
20 Nos.
46
Fog Signal
12 Doz
47
PSC Sleeper ordinary for Dual Gauge Track

with fastenings complete (new)
200 Nos.
48
Pandrol Clip (for DG track)
3000 Nos.
49
Pandrol Clip for Bridge with Cover Plate (for

DG track)
300 Nos.
50
Pandrol Clip (Anti-vandal with zero toe load)

for Buffer Rail with Cover Plate (for DG track)
200 Nos.
- 150 -
2 Sets
Remarks
Each Size
For each type of
Points &
Crossing
For each type of

Points &
Crossing
Annex 1574(1)(a)(iii) continued

S.
No
51
K. Bolt with U Clamp (for DG track)
300 Nos.
52
Liner (for DG track)
3000 Nos.
53
Rubber Pad (for DG track)
1500 Nos.
54
Points & Crossing DG standard 1 in 12 (T &

D) for 90A complete (for DG track)
2 Sets
55
Points & Crossing DG standard 1 in 8

(T&D) for 90A complete (for DG track)
2 Sets
56
L.H Switch for DG Turn Out 1 in 12 T & D

variant 90A complete (for DG track)
2 Sets
57
R.H Switch for DG Turn Out 1 in 12 T & D

2 Sets
58
L.H switch for DG Turn Out 1 in 8.5 T & D

2 Sets
59
R.H Switch for DG Turn Out 1 in 8.5 T & D

2 Sets
60
DG Steel Girder sleeper for Bridge (for DG

track)
Bolt for DG Steel Girder sleeper for Bridge (for
DG track)
75 Nos.
62
Resilient Rubber Pad 20mm Thick(for DG

track
225 Nos.
63
Steel Bearing Plate(for DG track)
225 Nos.
64
Stretcher Bar (Insulated DG Leading)
5 Nos.
65
Stretcher Bar (Insulated DG Following)
5 Nos.
66
1 No. each
67
Crossing Body (i) Acute, (ii) Curved Acute, (iii)

Obtuse for DG Track
Expansion Switch for DG Track
1 set
68
Static Switch for DG Track
1 set
69
Pulley Chain Coupling
1 set
61
Quantity
Remarks
Manufacturer
should be same
for the Points &
Crossing
450 Nos.
Note: (1) SSAE/Way shall indent the materials as per the scale of imprest stock approved by the Chief
Engineer. (2) Divisional Engineer will periodically review the scale of imprest stock, taking consideration of
the changes in permanent way materials used in track as well as the frequency of their use, and propose
changes in the scale of imprest stock as necessary. The revised scale should be implemented after
approval of the Chief Engineer.
- 151 -
Part B. Safety
1575
Safety in Track Work
(1) Responsibility of permanent way staff

Permanent way staff in-charge of open line sections are responsible for safety of trains while directly
supervising the work being executed. They are also required to ensure that necessary safety precautions
are taken by other work units/ organizations when working along the running lines. The relevant Rules for
safety in track work have been excerpted from the General Rules, 1981 and are presented in Annex
1575(1).
(2) Work involving danger to traffic
(a) No engineering work which will involve danger to trains or to traffic may be commenced or undertaken
unless the General Rules Nos. 206-213 and Subsidiary Rules thereto have been complied with and
sanction to do the work has been accorded by competent authority, who will be present while the work is in
progress or depute a reliable official on his behalf.
(b) No alteration may be made to running line (as defined in General Rule 1 (36)) or to any trap or other
points protecting a running line without the previous sanction of the Government Inspector of Bangladesh
Railway (GIBR), except in case of emergency.
(c) The sanction of the Government Inspector to open new works, additional lines and sidings, temporary
diversions and any work affecting the running of trains shall be processed on the basis of application, on
prescribed printed form, to be submitted by the railway administration to GIBR (see sample application at
Annex 1416(a)(ix) in this Manual). The applications must give full description of how it is proposed to carry
out the work. The instructions contained in the Rules for the Opening of Railway or a Section of the Railway,
Chapter VI, paragraph 1, shall be followed before opening any work for public carriage of passengers.
(3) Temporary Engineering Caution Indicators
The following temporary engineering caution indicators are to he used where the speed of trains is to be
controlled, as in the case of diversions, bridge renewals and rebuilding, permanent way renewals, etc. (see
also General Rules 4 and 4A and Subsidiary rules there to).
(a) Caution Indicator
(i) A Driver on sighting a
Caution indicator shall reduce
speed and proceed with
caution to be prepared to stop
at the next indicator if required;
or to pass it at such reduced
speed as shown thereon (SR
213(c)(a)).
See
Figure
1575(3)(a)(i)at right.
(ii) The caution indicator is
positioned 800 meters from the
point where speed is to be
restricted or where stoppage is
required.
Figure1575(3)(a)(i)
- 152 -
(b) Speed Indicator

(i) If the second signal is a Speed
indicator, the driver may proceed up to
the Termination indicator at such
speed not exceeding that marked
thereon, as is authorized for the train
which he is driving. The driver must be
on the alert to observe and obey any
hand signals which may be given (see
Figure 1575(3)(b)(i) at right).
A Speed Indicator is positioned not
less than 30 m ahead of the point
where the speed is to be restricted.
Figure 1575(3)(b)(i)
(c) Stop Indicator

(i) If the second signal is a Stop
indicator, the driver shall stop the
train before passing it (see Figure
1575(3)(c)(i)
at
right).
A
competent railway servant shall
hand over to the driver a book, in
which the driver shall record the
date,
time,
number
and
description of his train. After
correctly signing the book the
driver shall, if the line is safe,
receive Caution hand signals and
may proceed at a speed not
exceeding 8 km/hour up to the
Termination indicator.
(ii) A Stop Indicator is positioned
not less than 30 meters from the
point where stop is required.
Figure 1575(3)(c)(i)
- 153 -
(d) Termination Indicator

(i) On passing the Termination indicator the driver
may resume normal speed, i,e., such speed as is
the maximum authorized for the train which he is
driving (see Figure 1575(3)(d)(i) at right).
(ii) Termination Indicator is positioned at 400

meters beyond the point where speed restriction
or stop exists.
Figure 1575(3)(d)(i)
(4) Display of Temporary Engineering Caution Indicators
(a) Hand caution signals for Engineering speed restriction of short duration shall be displayed as per Figure
1575(4)(a) below. Red signal flags are shown by signalmen positioned at 30 meters and 800 meters from
the obstruction with three fog signals placed 10 meters apart at 800 meters from the obstruction/restriction.
Figure 1575(4)(a): Display of Hand Caution Signals for Short Duration Speed Restriction
(All Distances are in Meters)
(b) Banner flags for works of short duration or for breaches, obstructions and derailments (Figure
1575(4)(b)).
- 154 -
Figure 1575(4)(b): Banner Flag Protection For Works Of Short Duration

(i) In the case of obstruction or repairs to the line which are not of long duration, detonators
and banner flags or red lamps shall be placed on either side of the portion of line to be
obstructed at distances from the site of obstruction as shown in the table below.
At site of obstruction
Not less than 400 meters from
obstruction
At a point not less than 400
meters from obstruction
Banner flag by day or red lamp by night

Two detonators 10 meters apart on the line and by
day a banner flag or by night a red lamp
Three detonators 10 meters apart on the line and a
red flag by day or yellow lamp by night.
(ii) The banner flag or red lamps shall be placed at not less than 400 meters on either side
of the obstruction or at such further distances as may be required to ensure that the drivers
of approaching trains shall have as long an uninterrupted view of them as the configuration
of the country will allow.
(c) Banner flags inside fixed signals
Figure 1575(4)(c): Protection with obstruction inside fixed signals
- 155 -
(d) Speed Restrictions not in the vicinity of station
Figure 1575(4)(d): Speed Restriction Not in The Vicinity of Station

(e) Obstruction requiring a dead stop not in the vicinity of a station
Figure 1574(4)(e): Obstruction Requiring Stop Dead Not In Vicinity Of Station
- 156 -
(f) Curve post and curve board
(5) Signalmen for Temporary signals

(a) One Temporary Chowkidar shall be deputed by the SSAE(Way) whenever temporary engineering
caution indicators are erected so as to keep watch and to see that the lights of the caution indicators keep
lighted.
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(b) In case of dead stop restriction the Chowkidar shall obtain dated signature of the driver and the number
and description of train, date and time in a book supplied to him for this purpose.
(c) The trains shall be stopped short of the respective stop indicators and after the driver has correctly
signed the book, he shall be given hand signal to proceed cautiously.
(6) Responsibility of SSAE (Way)
(a) SSAE(Way) is held personally responsible for seeing that the temporary engineering caution indicators
have been correctly erected and are in good working order.
(b) SSAE(Way) will ensure that the Chowkidars on duty fully and correctly understand their duties to safety
and protection of track in times of emergency.
(7) Training of permanent way staff in track safety
(a) Permanent way staff including waymen, keymen, gatemen, patrolmen and gang mates and the
supervisors form the core at the field level for ensuring that tracks are maintained in safe condition, and in
case an unsafe situation develops these staff are the first responders for the protection of trains and
ensuring the safety of the public and operations.
(b) It is the responsibility of SSAE(Way) and SAE(Way) to spend time on the training of permanent way
staff and see to it that they are fully conversant with the requirements for the protection of track in the event
of unsafe situation.
(8) Permanent speed restriction indicators
(a) Permanent speed restrictions in force are notified in the working time-tables. The speed indicators are
erected to indicate to the drivers the speed restrictions to be observed e.g., between stations, and at
stations due to weaker/non standard track/ bridges, restrictions on curves, grades and points and crossings.
During the period of learning road the drivers are expected to familiarize themselves thoroughly with the
positioning of permanent speed restriction indicators.
(b) The indicators to be used are similar to the temporary engineering caution indicators, namely, caution
indicator, speed indicator, stop indicator and termination indicator as per details depicted in paragraph
1575(3) above.
(c) The distance at which the indicators are to be fixed are the same as in the case of temporary
engineering caution indicators as detailed in paragraph 1575(4) above.
(d) The permanent indicators need not be lit at night as in the case of temporary engineering caution
indicators.
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Annex 1575(1)
Rules Pertaining to Safety of track
(Excerpts from the Bangladesh Railway General Rules, 1981.)
General Rule 161(a): Every railway staff shall:
(i) see that every exertion is made for ensuring the safety of the public ;
(ii) promptly report to his immediate superior any occurrence affecting the safe or proper working of the
railway which may come to his notice ; and
(iii) render on demand all possible assistance in case of an accident or obstruction.
General Rule 195: Condition of permanent-way and works.Each Inspector (SSAE) of Way or Works
shall be responsible for the condition of the Permanent-Way and Works under his charge.
General Rule 196: Maintenance of line.Each Inspector (SSAE) of Way or Works shall
(a) see that his length of line. or works charge is efficiently maintained : and
(b) promptly report to the Engineer-in-Charge all accidents to, or defects in the Way or works which he
considers likely to interfere with the safe running of trains at the same time taking such action as may be
necessary to prevent accidents.
SR 198eArrangements for the patrol of the line will be made by the Engineering Department as required
in case of heavy rain, floods or other circumstances liable to endanger the safety of the track.
General Rule 210: Presence and responsibility of Mate.When repairing, lifting or lowering the line or
when performing any other operation which will make it necessary for a train to proceed cautiously, the
Mate shall himself be present at the spot and shall be responsible that the caution signals prescribed in
Rule 213 are shown.
SR 210aOn all occasions when the line is broken or under heavy renewal, the Permanent-way Inspector
shall give written notice to the Station Master of the station on each side of the spot where the line is
broken or where the renewal work is in progress, and Station Masters shall issue a caution order (OPT. 80)
for each train proceeding in that direction, in one of the following terms, as required by the circumstances of
the case
"Line is broken at mile; be prepared to Stop Dead", or "Line
is under heavy renewal at mile
be prepared to Stop Dead".
When the caution has to be observed. for more than one day, notice as above must be issued to Station
Masters on each day caution has to b:; exercised.
General Rule 211: Duties of Mate when apprehending danger.If a Mate considers that the line is likely to
be rendered unsafe, or that any train is likely to be endangered, in consequence of any defect in the way or
works or of abnormal rain or floods or any other occurrence, he shall take immediate steps for securing the
stability of the line and the safety of trains, by using the prescribed signals for train to proceed with
"Caution" or to "Stop", as necessity may require ; and shall, as soon as possible, report the circumstances
to the nearest Station Master and the Inspector of Way or Works.
SR 211aIn cases of emergency any member of the Engineering Establishment or any other railway staff
may block the line. He shall, as far as possible exhibit the proper danger signals and shall send word to the
nearest Station Masters at once.
SR 211bIf there is no time to put out the proper signal- or if they are not available, the danger spot should
be marked with a red flag, and detonators, placed on the line in accordance with the procedure laid down in
General Rule 72 and Subsidiary Rule thereto.
General Rule 212: Precautions before commencing operations which would obstruct the line.No person
employed on the Way or Works stall change or turn a rail, disconnect points or signals, or commence any
other operation which would obstruct the line and necessitate the showing of danger signals
(a) until such signals have been shown ; and
(b) if within station limits, until he has also obtained the written permission of the Station Master and all
necessary signals have been placed at "on". See also rules 40 and 41.
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SR 212a Under no circumstances shall a rail be taken out of the line, except in the presence of a
Permanent-way Inspector or Asst. Permanent-way Inspector.
SR 212bProtection of the line during relaying of Permanent-way Diversions, Bridge Renewals, etc.(i)
Temporary engineering indicators (signals) must be exhibited as in SR 213b (a).
(ii) Between 6 and 17 hours, the Drivers of all trains, brought to a dead stand, will sign a book kept for the
purpose by the Signalman. Between 17 and 6 hours, trains may not be required to stop unless for any
reason red is shown, but the speed between the inner signals must not exceed 10 miles an hour.
(iii) When the rails are cut or the line for any other reason is unsafe for the passage of trains, inner signals
must be kept at danger ; and in addition to this, two detonators, 10 yards apart, must be placed a quarter of
a mile in rear of each of the Warner signals.
(iv) In thick, foggy or tempestuous weather, two detonators, 10 yards apart, must be placed a quarter of a
mile in rear of each of the Warner signals.
General Rule 213: Showing of signals.(a) When Caution hand signals have to be shown, a competent
man shall be sent, if on a double line, in the direction from which trains approach, and, if on a single line, in
each direction at least a quarter of a mile and as much further as the circumstances of the case may render
necessary to show these signals in such a manner as to, be plainly visible to the Driver of an approaching
train.
(b) Another such signal shall also be shown at the spot where cautious driving is required and a "Proceed"
signal shall be shown to the Driver as soon as the train has cleared the portion of the -line over which
cautious driving was necessary.
(c) When danger signals have to be shown under this chapter they shall be shown at an adequate distance
(to be prescribed by special instructions) in both directions from the place of obstruction except where only
one line on a double line of railway is affected, in which case the signal may only be shown in the direction
from which trains approach on that line.
(d) Danger signals shall also be shown near and short of the point of danger.
(e) Danger signals shall be supplemented by detonators in the manner prescribed in rules 71 to 73.
SR 213a(a) Hand signals or banner flags must only be used in cases of emergency or until such time as
the speed restriction signals can be created. Whenever it is possible to do so prior notice must be given
and engineering speed restriction indicators erected.
(b) Hand caution Signals.When "Caution" hand signals are required in accordance with clauses (a) and
(b) of General Rule 213, to protect engineering work or for any other reason, hand signals in accordance
with General Rule 62 shall be shown and detonators placed at the distances illustrated in Figure 1 of these
rules.
(c) Banner flags or hand danger signals (outside stations).When hand danger signals are required in
accordance with clauses (c), (d) and (e) of General Rule 213 to protect engineering work or for any other
reasons, banner flags (General Rule 68) and detonators shall be placed at the. distances illustrated in
figure 2 of these rules. In emergency if banner flags are not available hand danger signals (General Rule
61) must be used.
(d) Banner flags or hand danger signals (inside stations).When banner flags are required for work inside
the protection of fixed signals they shall be fixed in accordance with figure 3 of these rules.
SR 213b(a) Temporary engineering speed restriction indicators.Types of Speed Restrictions
Indicators.These are special signals to be provided in lieu of the hand signals or banner flags described
in Subsidiary Rule 213a and are to be erected in all cases except in emergencies as in Subsidiary Rule
213a (a) above. There are four types of speed restriction indicators, viz., 'Caution' indicator, Speed'
indicator, Stop' indicator and Termination' indicator. These indicators are illustrated in Figure 4.
(b) The Permanent-way Inspector or Asst.-Permanent-way Inspector is responsible for erection, cleaning
and lighting of all engineering speed restriction indicators,
SR 213cThe significance of these indicators and action to be taken by Driver is as follows:
(a) Caution indicators.A Driver on sighting a "Caution" indicator shall reduce speed and proceed with
"caution" be prepared to stop at the next indicator if required ; or to pass it at such reduced speed as shown
thereon.
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(b) Speed indicator If the second signal is a Speed" indicator, the Driver may proceed up to the
"Termination" indicator at such speed not exceeding that marked thereon, as is authorized for the train
which he is driving. The Driver must be on the alert to observe and obey any hand signals which may be
given.
(c) Stop indicator.If the second signal is a Stop" indicator the Driver shall stop the train before passing it.
A competent railway servant shall hand over to the Driver a book, in which the Driver shall record the date,
time, number and description of his train. After correctly signing the book the Driver shall, if the line is safe,
receive ,,Caution" hand signals and may proceed at a speed not exceeding five miles per hour up to the
'Termination" indicator.
(d) Termination indicator.On passing the Termination" indicator the Driver may resume normal speed, i,e.,
such speed as is the maximum authorized for the train which he is driving.
S. R. 213d(a) Speed restriction not in the vicinity of fixed signals.Figure 5 illustrates the application of
Engineering speed restriction indicators and the distances at which they must be fixed for a speed
restriction not in the vicinity of fixed signals.
(h) Dead stop restriction not in the vicinity of fixed signals.Figure 6 illustrates the application of speed
restriction indicators and the distances at which they must be fixed for a "Dead Stop" restriction not in the
vicinity of fixed signals.
SR 213e(a) If any engineering speed restriction indicator is required to be erected inside the fixed signals
of a station, the Permanent-way Inspector must advise the Signal Inspector concerned, and the location of
the restriction indicators must be decided by consultation.
(h) In such cases, the Signal Inspector will be responsible for fixing of signals and/or locking of levers, as
may be required.
SR 213fBefore engineering speed restriction indicators are brought into use due notice shall be given to
the Operating Department detailing the mileage at which special precautions are necessary, the reason for
taking such precautions, the speed at which the trains should travel over the length where cautious driving
is necessary, and the date from which the engineering speed restriction indicators are to be brought into
use.
SR 213gThe Operating Department shall duly notify the running staff of all trains of the details specified
in Subsidiary Rule 213b,
SR 213hIn thick, foggy or tempestuous weather, the signals prescribed in these Subsidiary Rules shall
be supplemented by detonators in the manner prescribed in General Rules 72 & 73 and the Subsidiary
Rules thereto.
SR 213iWhenever no night running is scheduled in the Working Time Table, the Operating Department
shall notify the Engineering Department that Operating Engineering
and night Signalmen are not
required.
Figures referred to in subsidiary rules to General Rule 213, S. R. 213a.
Note.(I) In the case of obstruction or repairs to the line which are not of long duration detonators aid
banner flags or red lamps shall be placed on either side of the portion of line to De obstructed at the
following distances from the site of obstruction :
(a) At site of obstruction ........... Banner flag by day or red lamp by night.
(b) Not less than one quarter mile from obstruction.
by day a banner flag or by night a red lamp.
Two detonators about ten yards apart on the line and,
(c) At a point not less than 1/2 mile from obstruction Three detonators, about 10 yards apart, on lamp by
night.
the line and a yellow flag by day or yellow lamp by night.
Note (2) The banner flag or red lamps shall be placed at not less than 1/4 mile on either side of the
obstruction or) at such further distances as may be required to ensure that the Drivers of approaching trains
shall have as long an uninterrupted view of them as the configuration of the country will allow.
(Note: In this Annex mile, mile and 10 yards should be read as 400 meters, 800 meters and 10
meters.)
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1576
Blocking of Line for Engineering Work
(1) Blocking of single line between stations for engineering work

(a) Normal circumstances
Except in special and emergent cases the rules for blocking the line between stations for engineering work
in normal circumstances shall be as follows:
(i)
The Divisional Engineer will arrange with the Divisional Transportation Officer, a
day or two before the block is required, all details with regard to the date, duration of
block, and the person by whom the block will be imposed and removed. Normally the
cases are referred to Control and Station Master directly by the SSAE(Way) and Assistant
Executive Engineer giving copies to Divisional Transportation Officer, Assistant Executive
Engineer and Divisional Engineer particularly in urgent cases.
(ii)
Following lines to both stations on either side of the location where the blocking of
track is required, and also send a copy to the Divisional Engineer, the Assistant Executive
Engineer concerned, and the official(s) by whom the block will be imposed and removed:
Sample of message by Divisional Transportation Officer:
From: DTO, LMH
To: SMs/ DGP and KWG
Copy: DEN/LMH and COPS/CRB, and SSAE(Way)/DGP and Divisional Train
Controller/LMH
No. 17. Line will be blocked between DGP and KWG tomorrow 10th instant after
passage of 181 up for engineering work, SSAE(WAY)/DGP will impose and remove
block in consultation with Divisional Train Controller/LMH. Acknowledge.
(iii)
This message will be acknowledged by Station Masters at Dinajpur and Kaugaon.
(iv)
On the morning of the day on which the block is to be imposed, SSAE(Way) will
proceed to Dinajpur station and give a memo to the Station Master after the passage of
181 Up, on the following lines:
Sample of memo by SSAE(Way) to Station Master for imposing block of line:
SM/DGP
No. G5 Refer DTS/LMH telegram No.17 dated 9th instant. Please arrange to block line
between DGP and KWG till further advice. Acknowledge.
.Signed, SSAE(Way),DGP
(v)
the Station Master/DGP to whom this memo is given will immediately call up the
Station Master of the station at the other end of the section to be blocked i.e., at KWG
and having ascertained that No 181 Up has cleared the section, he will inform Station
Master at KWG that the section is blocked till further orders and will obtain a private
number from him. Station Master/DGP will then give a memo to SSAE(Way)/DGP on the
following lines:
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Sample of memo by Station Master/DGP to SSAE(Way)/DGP for blocking line:

SSAE(Way)/DGP
Section between DGP and KWG is blocked for engineering work.
Private No.
Signed, Station Master, DGP
(vi)
Thereafter, SSAE(Way) is permitted to proceed with his work.
(vii)
After completing the work the line is cleared. SSAE(Way) will again proceed to
DGP and return the Block memo to SM/DGP, with the endorsement block removed and
his signatures. He will also issue a telegram to all concerned that the block is removed.
SM/DGP will cancel the block with SM/KWG.
(b) Blocking lines in an Emergency
In the event of an emergency or where there is no time for the Divisional Engineer to fix up the block with
the Traffic Department, the procedure detailed from sub section (iv) to (vi) above will hold good, except that
SSAE(Way), who imposes the block, must in addition wire and/or send control message to Divisional
Engineer, Divisional Transportation Officer and Divisional Mechanical Engineer and telephonically inform
Assistant Executive Engineer.
(2) Blocking Up or Down line (in double line section) and introduction of single line working.
(a) Blocking in normal circumstances
(i)
Except in special or emergent cases the Divisional Engineer must give to the
Divisional Transportation Officer due notice of any block required and also notify the
name and designation of the official who will impose and remove the block.
(ii)
At the appointed time the SSAE(Way) or person authorized to impose the block
will give the Station Master concerned a memo asking him to arrange to block the Up (or
Down) line until further instructions according to Subsidiary Rule 165(a).
(iii)
The Station Master on receipt of the memo will, when his arrangements for single
line working are complete, give the SSAE(Way) or person authorized a memo stating that
the UP (or Down) line is blocked accordingly.
(iv)
The SSAE(Way) may now proceed with his work. On completion of the work, he
will return the memo to the Station Master, with block removed duly endorsed thereon.
(b) Blocking line in Emergency
In case of accident or emergency, permanent way staff and any member of the Civil Engineering
establishment shall take action to protect public and track as per General Rules 161(a) and 210-211 and
Subsidiary Rules there to. The Station Master(s) nearest to the site where the block is required must be
advised at once and SSAE(Way) will proceed as laid down in the General Rules.
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Part C Outsourcing
1577
Outsourcing of Track Work
(1) Why Outsourcing

(a) The demands on the existing permanent way work force are increasing for providing improved rail
transportation services in an increasingly competitive market environment. A number of works are required
to be done on tracks, which do not fall within the assigned duties of permanent way gangs. Some of the
works cannot be foreseen such as track repairs after accidents and floods damage. Such works are being
done by using track gangs and recouping the man days lost by employing casual labor. However, due to
non-availability of trained labor from market sources the maintenance of track has suffered. In addition, the
heavier track structure that is being laid on the main routes requires newer and improved methods of
maintenance with new equipment which call for specialized skills.
(b) There is urgent need to leverage the limited in-house resources for track maintenance through a new
mix of public-private partnerships by outsourcing such items of track maintenance that would be beneficial
for the railway and profitable for the private sector. Outsourcing of specific items of track work is expected
to be cost-effective because of the efficiencies of the private sector. This will also help to optimize track
maintenance input.
(2) Track maintenance activities amenable for outsourcing
(a) The following track maintenance activities that can be outsourced on the basis of contracts may
comprise but not be limited to the following:
(i)
Collection of ballast, training out ballast by materials train, loading ballast from
stack to truck/railway wagon, unloading of ballast in track and profiling.
(ii)
Deep-screening of the ballast in track, carried out manually or by deploying
Ballast Cleaning Machine in which case manpower support is provided by the contractor.
(iii)
Introduction of sub ballast and ballast layers.
(iv)
Formation treatment works.
(v)
Heavy repairs to track, including lifting.
(vi)
Complete realignment of curved track.
(vii)
Through renewal of rails, sleepers and fasteners.
(viii)
Complete renewals of points and crossings, switch expansion joints, traps.
(ix)
Resurfacing of crossings and switch rails.
(x)
Loading and unloading of permanent way materials in bulk.
(xi)
Transportation of permanent way materials for other than casual renewal.
(xii)
Security services in depot and elsewhere as needed.
(xiii)
Painting of rails and weld collars.
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(xiv)
Other miscellaneous painting work.
(xv)
Heavy repairs (measurable) to formation, cutting, side drains and catch-water
drains.
(xvi)
Providing/repairing road surface at level crossings, including speed breakers.
(xvii)
Works arising due to restoration, following breach or accident.
(xx)
Clearing of rank vegetation in platforms and in the vicinity of tracks in coaching
and goods yards, repairs depots and workshops.
(b) The above suggested list of items of track work for outsourcing may be added to, amended or
supplemented by Chief Engineer considering local conditions, including staffing levels, availability of labor
in the local market, and any relevant legal issues.
(c) Bangladesh Railway has some experience with contracting of track works particularly on investment
projects. Outsourcing of track maintenance is still in its infancy. This shall be progressively developed
together with proper record keeping and contract management as detailed in the paragraphs below.
(3) Procurement of Track Works
The procurement of track works, the award of contracts and contract administration shall be done in
accordance with the requirements and procedures given in the PUBLIC PROCUREMENT RULES 2008,
which draws regulatory strength from the GOVERNMENTS PUBLIC PROCUREMENT ACT 2006. The
relevant aspects of procurement and contracting have been al so covered in Chapter XX of this Manual.
(4) Contracting of Track Maintenance Works
In addition to the requirements specified in paragraph (3) above, due consideration shall be given to the
following aspects for contracting track maintenance works:
(a) Schedule of track works: The schedule of track works shall, as far as possible, be standardized, so that
it may be executed in accordance with the railways standard specifications.
(b) Standard Specifications: The standard specifications for track works shall invariably lay down the
method of doing the work, equipment to be used, quality standards and method of measurement, and the
safety requirements for protection of workers, public and railway operations.
(c) Packaging of track works: The track works under contract shall be split in suitable package for stage
wise execution, each stage having its own time of completion. Such a provision would make the contract
severable at each stage and hence provide a safe-guard against excessive utilization of speed restrictions.
(d) Speed restrictions: Speed restrictions at work site contribute substantially by way of indirect cost. To
keep the duration and extent of speed restrictions at the minimum level required, the contracts shall provide
for specified level and duration of speed restrictions for each stage of the contract work. Such a stipulation
essentially implies laying down the minimum rate of progress to be achieved per day. Exceeding of such
levels and durations of speed restriction shall invite predetermined penalties under the contracts.
(e) Tenders for and management of contracted track works
(i)
Tenders for permanent way works shall not be handled at a level lower than
Divisional Engineer. It shall be ensured that the nomenclature of track items,
specifications, methodology, safety requirements and supervision are appropriate and the
speed restriction(s) provided for are not excessive.
- 165 -
(ii)
Officials to be well versed in contract management: The concerned officials must
be well versed with the requirements of proper contract management, the keeping of
records and the requirements and responsibilities for measurement and billing for the
executed works as detailed in this Manual. In these respects the assigned officials shall
be personally responsible for the correct application of rates and billing.
(5) Supervision of Outsourced Track Works
(a) Special SSAE(Way) for track works: The supervision of all track works on contract shall invariably be
entrusted to a special work-charged SSAE(Way), independent of the sectional SSAE(Way). This is
necessary to ensure that the sectional SSAE(Way) is left free to perform normal track inspection and
maintenance duties, with undivided attention, and ensuring safety of train operations. Divisional Engineer
shall nominate the SSAE(Way) for supervising the contracted track works.
(b) Familiarity of Officials: The Divisional Engineer, Assistant Executive Engineer and SSAE(Way) incharge of the work must be thoroughly familiar with:
(i)
The Schedule of Rates for permanent way work items as applicable on the
railway;
(ii)
The standard specifications to which the works are to be carried out, including the
acceptance tests and/or acceptance criteria which should be met when the work is
completed;
(iv)
The conditions under which the work is to be carried out, so that the contracting
agency is fully aware of the working/ site conditions; and
(v)
The facilities and assistance to be provided by the railway.
(c) These conditions will need to be incorporated in the bidding documents for the work before the call of
tenders. The tenders shall be called as decided by the Chief Engineer.
(d) Field book and site order book: Field book and site order book shall be maintained at site of works by
the SSAE(Way) in-charge. SSAE(Way) shall record daily progress, labor strength and remarks to quality of
work. In case works are carried out by blocking the line, the field book shall be completed by the
SSAE(WAY) before resumption of train operations.
(e) All concerned officers and SSAEs shall be made fully aware that field books and site order book are
official records and shall be presented by the SSAE(Way) in-charge to the Assistant Executive Engineer
and Divisional Engineer on their inspections of the works. The inspecting officials shall record their
observations, inter alia, including quality of work and adequacy of safety measures. They shall also
exercise checks on the measurements of work recorded in the field books and record their observations.
(f) Chief Engineers shall issue instructions in regard to the quality of track works to be executed through the
agency of contractors. Their observance must be fully complied with.
(6) Safety on Outsourced Track Works
(a) Responsibilities as Principal Employer
In the execution of railway works through the agency of contractors, the railway administration plays the
role of Principal Employer. The Principal Employer is required to ensure that the safety rules are strictly
followed by the contractor. At the same time the railway officials are required to be fully aware of the safety
rules and precautions to be taken and remain vigilant while executing any track work.
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(b) Responsibility for safe working

(i)
In the case of track works being done through a contractor, the responsibility for
safe running of trains rests entirely with the railway supervising officials and under no
circumstances can it be transferred to a contractor.
(ii)
For the execution of track works through contractors, a large number of labor and
equipment shall be deployed at site in the vicinity of track. It is imperative that adequate
safety measures are taken to ensure the safety of train operations as well as safety of the
work force. The safety measures to be followed are given in the paragraphs below, which
may be supplemented, as necessary, based on local conditions.
(7) Safety Measures for Track Works
(a) Training: Observance of safety is a continuous process. It is necessary that railway officials, staff and
workers of different levels are imparted training in safety aspects.
(b) Supervision
(i)
The contractor shall not start any work without the presence of railway supervisor
at site.
(ii)
The supervisor/ workmen shall be counseled about safety measures. A
competency certificate to the contractors supervisor as per pro-forma below, shall be
issued by the Assistant Executive Engineer. This competency certificate will be valid only
for the work and section for which it has been issued.
Competency Certificate
Certified that , supervisor of (name of contractor) in connection
with (give name of work and section of railway line) has been examined regarding knowledge
of safety rules for protection of trains and workers while working in the vicinity of the work site.
His knowledge has been found satisfactory and he is capable of supervising the work safely.
Assistant Executing Engineer
(c) Stacking of materials and working of road vehicles
(i)
No materials at worksites should be so stacked or placed as to cause danger or
inconvenience to any worker or the public. Necessary fencing and lights to protect the
public from accidents are to be provided.
(ii)
While unloading and stacking materials by the side of track, it should be ensured
that all such stacks are clear of the moving dimension by at least 2 metres. All unloading
operations near the track should be undertaken under the supervision of a competent
permanent way supervisor.
(iii)
Working of road trucks), tractors and cranes in the vicinity of track: In the case of
works where use of heavy equipment is involved, the track should be protected by
suitable strong barrier, which should be painted with retro-reflective paints to give warning
during night. No working of heavy equipment should be permitted during night till
sufficient precautions against collision with train are taken. Equipment and vehicles
should ply 6 meters clear of the track. In case movement at less than 4.5 meters away
from track is inescapable, the Assistant Executive Engineer should depute suitable staff
at site with safety equipment such as banner flags, hand signal lamps and detonators for
protection of trains.
- 167 -
(d) Safety Equipment

(i)
All necessary personal safety equipment as considered necessary should be kept
available for use of the persons employed on the site and maintained in a condition
suitable for immediate use.
(ii)
Workers engaged in welding works should be provided with welders protective
eye shields.
(e) Contract schedule
(i)
In the track works through contractual agency, the safe working and ensuring
safety of workmen employed shall be specially laid down in the contract. The contractor
should preferably provide accident insurance cover to the labor employed by him for the
work.
(ii)
While carrying out works through contractual agencies, specific clauses should
be incorporated in the contract in respect of safety.
(iii)
The contractor shall abide by and follow all laws and regulations of the
government and directives of the railway administration,
(f) Safety in track works
(i)
Track works involving caution order/ blocks: Track works which cause
discontinuity in rails such as rail renewal, points and crossing renewals, renewal of SEJs,
pulling of creep, insitu thermit welding and others should be executed under traffic block.
(ii)
In case of emergent situations, which require changing of rails, the train will be
first brought to stop and the driver advised about the need to stop the train. The Station
Master will also be advised through a written memo, then only the rail will be replaced.
(iii)
Protection of work spots: All work sites should be protected by temporary
engineering caution indicators and hand signal flags/ banner flags and detonators placed
at appropriate distance as stipulated in this Manual.
(iv)
Temporary engineering caution indicators should be erected for work spots
requiring speed restrictions/ caution orders as per the provisions of this Manual and
General Rules 1981.
(v)
Track machines/lorries/motor trolleys should work under traffic block as per the
provisions of this Manual and General Rules, 1981.
(vi)
On a double line sections where the tracks are close by or for track works on a
long bridge, particularly on girder bridges, special care should be taken for labor to stay
away from running trains from both directions while passing over the work site. There
should be watchmen deployed on both sides with red flags and hooters/ whistles to keep
a watch on the approaching trains and alert the workers well in time.
(g) Supplementary safety instructions: Supplementary site instructions specific to the safety on the
contracted work and site conditions, whenever considered necessary, shall be issued by the Assistant
Executive Engineer in-charge
(h) General: The precautions and requirements to safety stated in the foregoing paragraphs are only
illustrative and not exhaustive. The application of mind and general rules should govern the safety aspects.
In fact, safety cannot be ensured solely through regulations. It is desirable to have a planned program and
secure adequate co-operation of management, supervisors and workers involved in the work for ensuring
safety.
.
- 168 -
CHAPTER XVI
RE-LAYING OF PERMANENT WAY
1601
Track Renewal Program
(1) Planning for Track Renewals

(a) All components of the track i.e., rails and fittings, sleepers, rail-sleeper fastenings, ballast and formation
undergo wear and tear or deterioration for different reasons over time and passage of traffic, which if not
attended to will adversely affect the riding quality and efficiency of track, and perhaps the safety of
operation. The renewal of track or components thereof, is an essential part of track maintenance in order to
ensure that the track is kept at a safe and efficient level of operation.
(b) Track renewals are generally undertaken as Planned or Policy renewals. The planning process takes
consideration of the physical condition of track components, and renewals are planned on such length of
track that has outlived its economic life. Planned renewals may be also be undertaken with the intent of
improving or raising the standard of a particular section.
(c) In some situations the renewal of track may need to be carried out on safety consideration to replace
worn out and unserviceable materials for ensuring safety of rail operations.
(2) Classification of sections
(a) In recognition of the growing demand for improved rail transportation services in a competitive
environment and the development of corridors for future national and regional traffic, the routes on the
national network have been classified in to the following categories: Special Primary, Primary, Secondary
(see Chapter XV for classification of routes).
(b) Planned track renewals are prioritized based on the importance of the route and the section in reference
to the services provided or planned by the railway. Priority will be given to renewals on special primary and
primary routes, followed by secondary and other routes of lesser importance.
1602
Track Renewal Programs
(1) Main types of track renewals

Track renewals are sub-divided in to two main categories:
(a) Policy Renewals: Policy renewals are such as are intended to raise the standard of any particular
section and such other renewals which are not dictated by considerations of safety. Policy renewals are
initiated by the Chief Engineers office but the Divisional Engineers are not precluded from submitting their
proposals, if any. Policy renewals are undertaken on an annual program basis. These are further
subdivided on the basis of type of permanent way work involved, i.e., track renewal program, points and
crossings renewal program, rail anchors program, ballasting program and yard renewal program, which
have been described below.
(b) Safety Renewals: These renewals shall be carried out to replace worn out and unserviceable materials
in the interest of safety of train operations.
(2) Policy in regards to track renewal programs
Track renewal programs fall in the following types:
(a) Complete Track Renewal. When the track needs rehabilitation in respect of rails and sleepers, it is
completely renewed and replaced with new or better type of materials.
- 169 -
(b) Through Sleeper Renewal. When the rails are in good condition but the number of unserviceable
sleepers exceeds the safe percentage, all the sleepers are replaced with new or better type of sleepers.
Through sleeper renewal should be recommended when the unserviceable sleepers attain the following
percentages:
Section
Primary Special and Primary
Secondary and others
Unserviceable Sleepers (percent)

30
35
(c) Rail Renewals. These are carried out when rails are worn badly and have lost more than 5 percent of
their weight or develop other defects warranting replacement. It is not desirable to renew rails on wooden
sleepers where it becomes necessary to bore fresh holes as this process reduces the life of sleepers. In
such cases, it may be more economical in the long run to carry out complete track renewals.
(d) Casual renewals of sleepers. Unserviceable sleepers are at times replaced on condition basis with
serviceable or usable sleepers at scattered spots or in small stretches of track with the objective of
reducing the percentage of unserviceable sleepers in track to the following limits:
Section
Special Primary
Primary
Secondary
Others, LoopsTertiary and others
Unserviceable Sleepers (percent)

20
25
30
40
(e) Speed restriction vis--vis unserviceable sleepers

(i)
If the percentage of unserviceable sleepers is exceeded, it is not necessary to
impose speed restriction or to carry out through sleeper renewal except in the situations
indicated in the paragraphs bbelow.
(ii)
With unserviceable sleepers in track of 40 percent, the maximum permitted speed
on that section should not exceed 96 km/hour on broad gauge and 72 km/hour on meter
gauge, respectively.
(iii)
If renewal is delayed, and unserviceable sleepers exceed 40 percent, speed
restriction shall be imposed. As a general guide, for every 5 percent increase in the
number of unserviceable sleepers, the speed shall be reduced by 16 km/hour. However,
before speed restriction is imposed the actual disposition of unserviceable sleepers
should be carefully studied.
(iv)
On running lines, the percentage of unserviceable sleepers should not be allowed
to exceed 50 percent.
(f) Through cum Casual Sleeper Renewal
(i)
As a cost effective measure through renewal of sleepers may be done in part
length and on the remaining length unserviceable sleepers may be selectively replaced
with serviceable sleepers released from the first length.
(ii)
The basis of all sleeper renewals is a correct estimation of the unserviceable
sleepers in track. For this purpose a thorough inspection of sleepers shall be carried out
annually by the Assistant Executive Engineer. Fifty sleepers shall be fully opened out at
every kilometer and the result of the inspection of sleepers is recorded. The sleeper
inspection must be completed by the end of November every year and submitted by the
Assistant Executive Engineer to the Divisional Engineer along with proposal for track
renewal. The Divisional Engineer shall personally inspect the kilometers and scrutinize
- 170 -
the proposals submitted by the Assistant Executive Engineer. Based on the inspection of
Divisional Engineer, the proposal of renewals along with the permanent way diagram
showing the results of the sleeper inspections shall be submitted to the Chief Engineer by
the end of January each year.
(iii)
At the time of through sleeper renewal or complete track renewal the ballast
section should be brought to the standard by recouping the shortage of ballast.
(3) Points and Crossings Renewal Program
Points and crossings renewal program may, likewise, be sub-divided in to:
(a) Complete track renewal: This involves renewal of the complete turnout, including switches, crossings,
lead rails, and sleepers complete.
(b) Sleeper renewal: In sleeper renewal only the turnout sleepers are renewed.
(c) Rail renewal: In rail renewal the portion to be replaced will also need to be specified, as for example
switches and/or crossings which need renewal more often than the lead rails. The replacement of crossings
shall be programmed on the basis of the following criteria:
(i)
Main line, loop line and running lines in yards. No crossing shall be changed
which has less vertical wear than 6 mm in the wing rails or nose where speed is 64
km/hour or more, and 10 mm where speeds are less than 64 km/hour.
(ii)
Sidings: No crossing is to be changed which has vertical wear less than 13 mm in
the wing rails or nose.
(d) Proposals for points and crossings renewals should be submitted to the Chief Engineer's Office by the
end of January, on the stipulated format.
(4) Rail Anchor Program
The necessity for providing rail anchors depends on the rate of creep of rails in track. It is important that
SSAE(Way) keep a careful record of creep observed in track every quarter in the creep register. On the
basis of the creep in track which is to be arrested, the proposal for rail anchor renewal/provision is prepared
and submitted to the Chief Engineer's Office.
(5) Ballasting Program
It is important that the ballasting programs are carefully planned because ballast is scarce in Bangladesh.
Permanent way engineers and officials must see to it that the best possible use is made of the available
ballast and that there is no wastage. The ballast section must remain properly dressed at all times and any
wastage resulting from rolling over of ballast on the cess and side slopes is obviated. The ballasting
program shall be divided into the following categories:
(a) Category A: This category covers the first time ballasting of initially un-ballasted sections, which is
charged to capital expenditure.
(b) Category B: This category includes ballast required for improving either:
(i)
by replacing the inferior quality of ballast, or
(ii)
by increasing the cushion and quantity thereby raising the standard of
maintenance.
(c) Category C: Provision of ballast under this category shall form an integral part of renewal estimates and
shall cover ballast required for:
- 171 -
(i)
Recoupment of wastage during renewals, which is generally estimated at 1/10th
Cum per meter length of single line track; and
(ii)
Providing extra ballast necessitated by different type of sleeper requiring extra
quantity to form the standard ballast section.
(d) Category-D. This category includes all ballast required after three years of initial ballasting. It is intended
to make good the shortage and recoup wastage resulting from normal usage including pulverization and
sinking of ballast in to the sub-grade. Generally, recoupment is estimated on the basis of wastage of 5%
per year. However, the quantity so estimated should be validated by carrying out sample field checks for
assessing the actual wastage that has taken place.
(6) Yard Renewal Program
For renewals of loops and sidings in station yards, the proposals may be divided into:
(a) Complete track renewals.
(b) Through sleeper renewals.
(c) Rail Renewals.
(7) Bridge Timber Renewal Program
This program shall include the replacement of timbers on bridges. It may be taken up separately or as a
part of complete track renewal on a length of track that also covers the bridge, and shall include the
renewal of rails on the bridge, same as on the adjoining section.
(8) Preparation of Track Renewal Programs
Track renewal programs shall be prepared keeping in view the following:
(a) All types of track renewal programs must be based on personal inspection and sampling by Assistant
Executive Engineer. The Assistant Executive Engineer should keep a close watch on the condition of all
track on the sub-division, so that sections which qualify for renewal, after judicious examination, are
proposed for renewals. It should be be borne in mind that program is prepared a year in advance and as
much as two years may elapse before renewals are actually carried out.
(b) Divisional Engineer should personally satisfy himself about the reasonableness of the renewal
proposals and certify that the justification provided is factually correct.
(c) Divisional Engineer shall compile the track renewal program (for all categories of work) for the division
(covering all the sub-divisions), on the format stipulated for that category of renewal, and submit the same
to the Chief Engineer in accordance with the time schedule laid down.
(d) Divisional Engineers and Assistant Executive Engineers will note that proposing of a track renewal work
for inclusion in the program is a part of the process, but not an end in itself. Its inclusion in the railways final
program will depend on its relative priority vis--vis other proposals, the availability of resources and
allocation of funds through the budget. Notwithstanding the fact that a particular track renewal work has
been proposed in the program, it is the responsibility of officials in-charge to take all possible measures to
ensure that the track, at all times, is maintained in a safe condition commensurate with the level of train
operations.
- 172 -
1603
Important Safety Rules
(a) General Rules to be complied:

(i)
Under no circumstances is any work endangering the safety of the line to be
carried out unless General Rules 206 to 213 and Subsidiary Rules framed there under
are strictly complied with.
(ii)
Except in cases of absolute necessity, no work endangering the safety of the line
may be undertaken in thick, foggy or tempestuous weather as required by GR 207.
(iii)
Even if a section of the line has been blocked by arrangement with the Traffic
department and the necessary messages have been issued to all concerned it is still most
important that danger signals should be exhibited at the site of works as laid down in GR
213 (b).
(b) Notification in Bangladesh Railway Gazette
The Divisional/ Executive Engineer will arrange for notice regarding relaying to be published in Bangladesh
Railway Gazette, and these must be studied very carefully by the staff. Caution orders need not be issued
to each train when the relaying has been so notified in the Railway Gazette.
(c) Notice to other departments
The Divisional/ Executive Engineer will give 10 days clear notice to Divisional Officers of the Traffic and
Mechanical Departments of the intention to start relaying of permanent way. This notice should specify the
approximate period for which relaying will remain .in progress, and the points between which it is intended
to do the relaying.
(d) Notice to Station Masters
While relaying is in progress it is the duty of the SSAE(Way) in-charge of relaying to advise, on a daily
basis, the Station Masters at either end of the section, of the exact location with kilometers at which
relaying will be done on the following day.
(e) Work in station Yards
When relaying is being done within 800 meters of a station the Station Master must send to the SSAE(Way)
in-charge of the relaying work a copy of every message in which advice of the running of extra trains is
given as also of every message in which the cancellation of a scheduled goods train is advised,
immediately on receipt of such message.
(f) Work Outside Station Yards
It is the responsibility of SSAE(Way) in-charge to ascertain the scheduled (or fixed) goods trains for the
week, as also to obtain information regarding the running of extra trains and the cancellation of scheduled
trains when relaying is being done at a distance greater than 800 meters from a station.
(g) Showing of Signals:
(i)
The necessary signals required to be displayed are given in GR 213 and
Subsidiary Rules thereto, which should be meticulously complied with.
(ii)
When the rails are cut or the line for any other reason is unsafe for the passage
of trains, inner signals must be kept at danger and in addition to this two detonators, 10
meters apart, must be placed 400 meters in rear of each of the Warner (caution) signals.
- 173 -
(iii)
In thick, foggy or tempestuous weather the signals prescribed in paragraph (a)
above, shall be supplemented by detonators in the manner prescribed in GR 72 and 73
and Subsidiary Rules there-to.
(h) Restriction of speed:
(i)
Between 6 AM and 5 PM all trains must be brought to a dead stop at the first
inner signal, and the Driver of the train must sign on a book presented by a signalman
deputed for that purpose.
(ii)
Between 5 PM and 6 AM, trains will not stop, but the speed between the inner
signals must not exceed 16 km/hour.
1604
Minimizing Obstruction and Detention to Traffic
(a) Blocking of line

In all cases the Divisional/ Executive Engineer should arrange with the Traffic Department blocking of the
line for suitable periods during the day according to the time-table in force, so that as little detention as
possible is caused to trains. minimum detention is caused to trains. For instructions regarding actual
blocking of the line reference should be made to Chapter XV of this Manual.
(b) Extent of Work:
(i)
Relaying work must be undertaken such that there is minimum obstruction and
detention to traffic and maximum safety of trains is obtained. With the increasing number
of fast trains running, a restriction of speed over long lengths means upsetting the
regularity of the entire service throughout the line.
(ii)
Care must be exercised that only as much length of the track is opened out
ahead as can be laid, packed and straightened in the day's work, and the road in the rear
is to be lifted, packed and fully boxed up to the top of the sleepers and restored to perfect
running order without delay. The three operations of opening out, linking in and restoring
the road to perfect running order should not extend to more than 1.5 km at any one place
of work, and not two such places shall lie within the jurisdiction of one SSAE(Way).
1605
Relaying of Track-Circuited Track
With regards to precautions for working in track circuited sections reference should be made to paragraph
1533.
1606
Preliminary Arrangement for Relaying
(1) Arrangements for departmental work

(a) Temporary staff as provided in the estimates shall be posted in good time to enable the materials being
unloaded at the proper depots or at site and a correct material at site account maintained. Watchmen for
materials and at depots should also be posted.
(b) The SSAE(Way) in-charge of the relaying work shall make all arrangements with regard to training out
materials; he is responsible for accounting of all materials and labor and for the expenditure against the
respective provisions in the estimate.
(c) Materials should be unloaded as close to the position where these are to be laid in.
(d) The SSAE(Way) should accurately mark out the position of the new rails with a tape. The length marked
out should be the length of the new rail together with one expansion gap where joints are to be staggered.
- 174 -
(e) The position of sleepers should be marked in advance.

(f) Rails and sleepers should be unloaded on one side of the line and spread out according to the positions
marked on the track. Rails should be laid in pairs on the cess, sleepers should be laid end-on to their future
positions wherever site conditions permit. Where this is not possible owing to obstructions or steep side
slopes, they should be stacked in piles opposite to where they will be used.
(g) Fishplates and fish bolts should be stocked at gate lodges and laid out opposite to the new positions of
the joints before linking commences.
(h) Materials new or old, lying alongside the track is always a potential source of danger and efforts should
be made to limit the quantity to the minimum possible.
(2) Arrangements for outsourced relaying works
The outsourcing of track works has been discussed in detail in paragraph 1577 of this Manual under the
following sub-heads:
(a) Procurement of Track Works;
(b) Contracting of Track Maintenance Works:
(i)
Schedule of track works,
(ii)
Standard Specifications,
(iii)
Packaging of track works,
(iv)
Speed restrictions,
(v)
Tenders for permanent way works.
(c) Supervision of Outsourced Track Works;

(d) Safety on Outsourced Track Works:
(i)
Responsibilities as Principal Employer,
(ii)
Responsibility for safe working.
(e) Safety Measures for Track Works:

(i)
Training,
(ii)
Supervision,
(iii)
Stacking of materials and working of road vehicles,
(iv)
Safety Equipment,
(v)
Contract schedule.
(f) Safety in track works,

(g) Supplementary safety instructions,
- 175 -
(h) General.
These instructions must be followed as applicable for the execution of track renewal works through the
agency of contractors.
1607
Detailed Procedure for Relaying
The following detailed procedure shall be meticulously observed by SSAE(Way):

(a) Sufficient rail gauges, gauges for squaring joints and gap liners must be available on the work.
(b) The rails are to be closed tight on to the liners and bolted with two bolts.
(c) The liners are to be kept in position for at least six rail lengths at a time and must be recovered as soon
as the joint is bolted up tight.
(d) It should then be seen that all joints are tight, and if not so, they should be drawn up tight.
(e) The rails of one side of the track should then be spiked to the sleepers; every third sleeper at least
being spiked.
(f) Rail gauges must then be placed in position and the rails of the other side of the track spiked, gangs
being used in all cases of spiking.
(g) The utmost care should be taken during linking to ensure work of good quality, which should not be
allowed to suffer on any account.
(h) As a good practice, during primary renewals while laying track with new materials, the standards of
track geometry measured in floating condition for broad gauge, dual gauge and meter gauge given in Table
1607(h) should be achieved. The track geometry shall be recorded three months after the speed on the
renewed/relayed track is raised to normal.
(i) Every joint is to be finally bolted up with four bolts, as tight as two men can tighten them, with a spanner
whose handle is not more than 600 mm long on broad gauge, and 375 mm long on meter gauge. When so
tightened the nut should be loosened by half a turn.
(j) Each rail is to be truly laid and carefully and firmly spiked to gauge with two spikes to each sleeper, the
two outer spikes should be in one line on one side of the center line of the sleeper and two inner spikes in
one line on the other side of the center line of the sleeper.
(k) The centers for the sleepers must be accurately chalked on one rail and squared off on to the opposite
rail.
(l) No kinked rails are on any account to be laid.
(m) All fishplates and fish bolts shall are to be treated as detailed in paragraph 1533. Spikes should be
given a good coat of coal-tar before being screwed into the treated sleepers.
(n) Greatest care is to be taken to ensure that the required gauge is correctly obtained.
(o) Care must be taken that on the straight the rails are truly level across, and on curves the proper superelevation is given as per the provisions of Chapter XV of this Manual.
(p) The rails should be so laid in track that the manufacturers name and other rolling marks are kept on the
same side of the line, and the arrows showing the direction of rolling all point in the same direction.
- 176 -
Table 1607(h): Recommended Standards of Track Geometry

(measured in floating condition) for Track Relayed with New Materials
Track Parameter
a.
b.
c.
d.
Gauge
Expansion
Gap
Joints
Spacing
of
Sleepers
Cross Level
Alignment
Value
Sleeper to Sleeper variation:
BG with wooden sleeper
MG with wooden Sleeper
BG & MG PSC Sleeper
BG & MG Steel Sleeper
DG with PSC Sleepers
Over average gap worked out
recording 20 successive gaps
Low joints
High Joints not more than
Squareness of joints on straight
Variation from theoretical spacing
by
2 mm
2 mm
Neat Gauge
Neat Gauge
Neat Guage
2 mm
Not permitted
2 mm
10 mm
20 mm
To be recorded on every 4th sleeper

3 mm
On straight (on 10 m chord)
2 mm
On Curves of radius more than 600m
Variation over theoretical versine (on
20m chord)
5 mm
On curves of Radius less than 600m
On 20m chord:
Variation over theoretical versine
10 mm
g.
Longitudinal
Variation in longitudinal level With 50 mm
Level
reference to approved longitudinal
section
Note: Greatest care must be taken to ensure that the gauge as specified above is kept uniform
throughout. Rail gauges must be frequently checked with a steel tape.
e.
f.
1608
Points requiring Special Attention during Relaying
(a) The speed of the relaying is greatly dependent on the arrangements made for the work. The Divisional/
Executive Engineer and Assistant Executive Engineer must see that all necessary actions are taken before
the start of the work to avoid the possibility of delay in progress. They must also see to it that the
distribution of workers is judiciously done to ensure that the work is carried out efficiently and economically.
Some of the additional points which need to be given special attention are given below.
(b) The adzing and boring (2 spike holes at one end only) of sleepers, and the oiling and running down of
bolts should be kept well in advance of actual sleeper laying requirements (Note: This activity may also be
completed in the Sleeper Treatment Plant).
(b) A small excess of spikes, bolts and nuts and other fittings should be kept at the rail head.
(c) A sufficient number of gap liners should be available through out the work.
(d) Centre line and level pegs should be affixed in advance.
(e) When linking, the leading gang should only put in and roughly tighten 2 bolts. A straightening gang
should follow and carefully straighten the last length laid. A third gang should follow behind these inserting
and fully tightening the remaining bolts, and remove the liners. This work should be done expeditiously so
that the tightening gang may never be more than half an hour behind the fishplate gang.
(f) Following the linking gangs, 40 to 50 waymen under the charge of SAE(Way) should be deployed on the
packing of track.
Note: With regards to the linking of track, any specific instructions issued by the Chief Engineer must be
complied with.
- 177 -
1609
Complete track renewals
(1) The procedure for carrying out track renewals where both rails and sleepers are replaced is as follows:
(a) Removal of the existing rails, spiking the new rail to the existing sleepers and finally putting in the new
sleepers; or
(b) Linking up complete lengths of track outside, dismantling the existing track and slewing the new track in
to position; or
(c) Variations and combinations of the above; These methods have the disadvantage that, frequently, the
track is unavailable to pass a train over when one is expected and the work is consequently hastened;
moreover in (b) the new track needs to be pulled and may track distorted.
(2) The following system overcomes the above difficulties and may be adopted with advantage:
(a) Spread the ballast for slewing.
(b) Slew the existing track 30 to 45 cm from its existing alignment.
(c) Shift the existing sleepers to enable the new ones to be interpolated at correct spacing.
(d) Pack the slewed track sufficiently to allow for speed of 16 km/hour. The slewing and packing must be
done one day in advance of the relaying.
(e) Lay and pack new track in its final alignment.
(f) Link up newly laid track with track that has already been laid.
(g) Dismantle old track.
(h) Fully pack and ballast new track.
1610
Special Instructions regarding New Types of Materials/ Equipment
(a) Whenever any relaying work is to be carried out with a new type of sleepers or if any other new
equipment is to be introduced or deployed, the Divisional Engineer shall issue special instructions
regarding the method of laying/ use to be adopted, detailing:
(i)
the gauge to be maintained;
(ii)
the steps to be taken, if considered necessary, for prevention of creep; and
(iii)
any other special instructions that may be considered necessary.
(b) If the Divisional Engineer is not clear in regard to the procedure which is to be adopted when relaying
with a new type of material, he will seek advice of the Chief Engineer. Similarly if controversial questions
arise in regard to the treatment of permanent way, the Divisional Engineer must at once ascertain the
orders of the Chief Engineer.
(c) With regards to the laying and maintenance of concrete sleepers with elastic rail clips, reference should
be made to paragraph 1512. With regards to the use of on-track machines for track maintenance reference
should be made to Chapter XV.
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1611
Adjusting creep before Renewals
When rail or sleeper renewal is to be carried out on sections where creep is excessive, joints must be
squared before the renewal work is taken in hand. With wooden sleepers, creep anchors if required, shall
be fitted simultaneously as a part of the renewal.
1612
Loading and Transportation of Rails
With regards to loading and transportation of rails compliance should be ensured to the guidelines given in
the paragraphs below. In this regards reference should also be made to paragraph 1516(4) of this Manual.
(1) Rails loaded on Rail trucks
(a) When rails are carried in trucks it is important that they do not shift during transit. Rails should be loaded
so as to secure the same overhang at each end beyond the bolsters on the trucks. They should be kept in
position by a length of fencing wire threaded through the fish bolt holes or lashed all round the rails a foot or
so from the ends. With short rails which only just come on to the bolsters, special precautions are
necessary to prevent the rails from shifting backward or forward. In each case the wire must not only be
passed through the bolt holes but must be lashed to the iron stanchions of the trucks.
(b) Rails loaded in high sided trucks: When rail carriers are not available and high-sided trucks are used,
temporary bolsters of wooden sleepers of a sufficient height must be put on the floor to clear the sides and
ends of the truck.
(2) Carriage of rails by labor
SSAE/SAE(Way) must ensure that labor are not asked to carry long timbers or other heavy permanent way
materials on their heads or shoulders without the use of slings or tongs. This is a dangerous practice and
could result in loss of limb or life. Adoption of safe work practices and ensuring the safety of labor shall be
the personal responsibility of the SSAE/SAE(Way) in-charge. Rails shall be handled/moved with the use of
proper tongs and rail dollies, if available (see paragraph 1516 of this Manual).
1613
Staggering of Rail Joints
(a) All rail joints on the straight must be laid square.

(b) On curves the joints shall be mid-staggered. There will ordinarily be two cut rails one on the straight
immediately behind the first tangent point and the other on the straight immediately ahead of the second
tangent point. The cut rails will be on the inside of the curve. The following procedure may be adopted for
staggering of rail joints:
(i)
In practice, staggering will begin from the joint, two rail lengths behind the tangent
point. A half rail will be put in on the inside and a full rail on the outside. Full length rails
will then be laid throughout the curve up to the next tangent point. If the lead of the outer
rail is still more then 4 meters, square up the joints two rail lengths past the tangent point
by using a rail closure on the inside. If the lead is less than 4 meters, increase it by using
an uncut rail, say 1 meter shorter than full length, on the inside immediately after the
tangent point is passed, and square up the rail joints as before. The rail closure must
never be less than 4 meters.
(ii)
1614
On a long sharp curve an additional cut rail may be necessary.
Expansion Gaps
(a) Special precaution shall be taken to ensure that the allowance for expansion is correct for the prevailing
temperature. If insufficient expansion gap is given at the time of linking, the completed track may buckle
sooner or later and where excessive gaps are given the track will knock badly in cold weather and the rail
ends will get damaged. Providing the correct allowance for expansion of rails at the time of laying is one of
the important duties of the SSAE(Way).
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(b) For providing correct allowance for expansion gap, liners should be used. Liners should be made of
steel and be of such shape that the wheels of a train can pass over. Each liner must have its thickness
(expansion space) stamped in millimeters.
(c) The thickness of the liner to be used depends on the rail temperature at the time of laying. Since the rail
temperature may vary considerably during the day time, between 6 AM and 6 PM; different sets of liners
should be used for different temperatures. The expansion of a 12.8 meter rail for 1oC increase in rail
temperature is 0.15 mm.
(d) Liners must be inserted at the rail joints as the linking progresses and kept in position for at least six rail
lengths at a time. Before taking these out, it should be seen that all fish bolts and keys are tight.
(e) The SSAE(Way) should be equipped with a special centigrade rail thermometer which he should consult
every hour. The correct size of liners shall be used as may be necessitated due to the change of rail
temperature.
(f) The expansion allowance for each rail joint shall be kept as follows:
(i)
For track laid with wooden sleepers

Range of Temperature of rail at the
time of laying in degree Centigrade
10-19
20-29
30-40
40-50
Thickness of liners in millimeters

for 12.8 m rails
11
10
7
5
(ii)
For track with steel sleepers and wooden sleepers and cast iron anchor plate on
all sleepers the gap at the rail joint shall be 2/3rd of that for wooden sleepers.
(g) Checking expansion gaps: Assistant Executive Engineer in-charge should frequently check and satisfy
that proper gap allowance has been given.
1615
Sleepers
With regards to sleepers, reference should be made to Chapter XV, Section 2.

1616
Care of Fittings and Fastenings
Fish-bolts after being run down and oiled should be kept in baskets or old kerosene oil tins, likewise spikes
should be dipped in coal tar and stored in baskets. At the end of each day's work, fittings removed from the
line must be accounted for and stacked at gang huts, stations or gate lodges. The nuts of all fish bolts must
be screwed on the bolt to prevent loss.
1617
Labor Housing, Medical and Sanitary Arrangements
(a) Housing
Whenever work has to he done which requires a large labor force for several days, arrangements must be
made to provide lodging arrangements for labor near the site of work.
(b) Medical and Sanitary arrangements
Attention is drawn to Chapter XIII regarding medical and sanitary measures to be taken when large
numbers of labor are required for the work for a prolonged period. Divisional/ Executive Engineer should
inform the Divisional Medical Officer concerned of the location of labor force over and above the regular
permanent way gangs. Any move of the labor to another location must also be similarly advised.
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1618
Screening Ballast
Opportunity should be taken during relaying to screen the ballast before re-boxing the track. Usually, deep
screening is included as an item of work in all through sleeper renewals.
1619
Post relaying work
(a) Classification and loading of released materials

Materials as and when removed during the progress of relaying should be collected and classified and
dispatched to destination (as advised by the Chief Engineer) or the track depot. A relaying work shall not be
considered complete until all the released materials have been removed from site and credit has been
provided to the relaying account.
(b) Temporary strengthening of gangs
After the relaying is completed, it would be necessary to temporarily strengthen the regular maintenance
gangs until the track is fit for the maximum permissible speed on the section.
(c) Revision of permanent way diagrams
Soon after the relaying work is completed, the permanent-way diagrams of the section should be corrected
and updated.
(d) Closing of Accounts
The accounts for relaying works should be closed within 3 months of completion of the work and the
completion report submitted.
1620
Handing Over and Taking Over of Relaying Works
(a) It should be noted that on Bangladesh Railway most of the relaying works which are financed by the
Government Budget and/or donor agencies are executed by the Projects department under General
Manager (Projects). As such the operational part of this Chapter shall be complied with by the
implementing agency. The handing over and taking over of track sections for the execution of various
works shall be done on the basis of the joint instructions issued by Chief Engineer and Chief Engineer
(Projects).
(b) In the case where the relaying work is to be executed by the implementing agency under the Projects
department, the track length in question shall be handed over by the sectional SSAE(Way) to the
responsible representative of the Projects department who will in addition to the relaying work be
responsible for maintenance of the section in safe condition for operations until such time full sectional
speed is restored on that section. Because of the shifting nature of track renewal works, the handing over
and taking over would apply to the section affected by the track work.
1621
Mechanized Track Relaying
(a) Track renewals are increasingly being done using heavier track structure comprising mainly of long
welded rails and concrete sleepers. The latter are not only much heavier than the conventional steel and
wooden sleepers but are also brittle and therefore need careful handling using mechanized equipment.
Besides renewals are being planned on longer stretches so that the benefits of improved track structure
can be passed on to the users by providing improved rail transport services. For undertaking renewals over
longer lengths, the progress has to be accelerated if the adverse impact of slowdowns (speed restrictions)
on existing services is to be limited. Because of these factors railway systems are increasingly adopting
mechanization for track relaying.
(b) There are various systems of mechanised track relaying in use on railways, which could be referred to
on the websites of the manufacturers. Railway systems in some developed countries are using highly
mechanized systems such as the Track Relaying Train which entails heavy capital investment. A much
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simpler system that has been used cost effectively on some railways for renewal of track with concrete
sleepers is through the use of mechanically operated portal cranes, which are marketed by various
manufacturers.
1622
Use of Portal Cranes for Relaying
(a) Portal cranes have been extensively used for renewing tracks with concrete sleepers. The Plasser
Quick Relaying System (PQRS) has been in use on railway systems in South Asia for more than three
decades. It is essentially a semi-mechanised system of track renewal. This system has also been used on
the Bangladesh Railway for relaying concrete sleeper tracks. At a second site, renewal of track has also
been carried out using another design of the portal crane as arranged by the contractor for executing the
renewal work.
(b) The PQRS consists of self-propelled cranes which move on an auxiliary track of 3400 mm gauge for
broad gauge, which has the same center line as the track to be relayed. These portal cranes are capable of
self-loading and unloading from BFR wagons. Figure 1622(b) below shows the portal crane in operation on
auxiliary track with concrete sleeper panel in raised condition.
(c) The portal crane has two vertical side frames that house two vertical sliding frames. The sliding frames
are joined together with horizontal cross frame called as the bridge. The motive power, hydraulic and
electrical assemblies are installed on the bridge. The whole bridge is raised and lowered to facilitate lifting
of panels. On the underside of the bridge, grippers to pick up sleepers are provided. Gripping of sleepers
by its end is done by two angles welded to the grippers. On the end side of the frame scissors type clamps
are provided to hold the rails/panels. To facilitate turning of portal cranes for placing it on the BFR and off
tracking in midsection, a turntable is provided. On the BFR a wooden platform is provided to support the
turntable under the bridge of the portal crane.
Figure 1622(b): Portal Crane in Operation on Auxiliary Track

(c) The current model of portal cranes (PQRS 2000-I) has capacity of lifting maximum 9 tons load. One
portal crane can lift 12.8/13 m long assembled panel complete with concrete sleepers.
(d) With the PQRS, it is possible to achieve an average progress of about 200 meters per hour of actual
work time or about four minutes per panel.
(d) The sequence of operations for relaying using portal cranes, including preparatory and post-relaying
operations are detailed in the paragraphs below.
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1623
Operations for Relaying using Portal Cranes
(1) Preparatory work at site of relaying

(a) Since concrete sleepers are laid with LWR all preparatory works as listed in the Manual of Instructions
for Long Welded Rails should be carried out before laying concrete sleepers.
(b) In addition, longitudinal section showing the existing rail levels should be plotted and the proposed rail
level shall be determined taking into consideration the following:
(i)
250 mm. ballast cushion is available below the concrete sleepers.
(ii)
Clearances to structures are maintained within the accepted limits.
(iii)
The track and the road surface are suitably raised and approaches regraded.
(iv)
Where lifting of track is not possible at places like below/ over line structures, on
girder bridges and in yards suitable ramping out should be done.
(c) The proposed predetermined rail level should be indicated at suitable intervals along the tracks.
(d) Auxiliary track should be laid on sleeper pots or wooden blocks spaced at 2 meter intervals and at 3400
mm gauge for broad gauge, keeping the center line of auxiliary track the same as that of the existing track.
(e) The existing welded rails should be converted into panels of suitable lengths such that the capacity of
the portal crane is not exceeded by handling the old panel.
(2) Pre-assembly of Panels
(a) Concrete sleepers are unloaded and stacked at the base depot. Handling of concrete sleepers is done
by portal cranes or separate cranes provided for the purpose. These sleepers are assembled into panels
making use of service rails. While assembling the panels, elastic fastenings complete in all respects should
be provided and correct uniform spacing of sleepers should be ensured. In Figure 1623(2)(a) service rails
are being assembled on concrete sleepers in to track panels in the assembly yard of the contractor, to
whom this work is outsourced. Also note the new concrete sleepers stacked at the left and the portal
cranes spanning
(b) The track panels are assembled with elastic fastenings complete. The correct spacing of concrete
sleepers must be ensured.
Figure 1623(2)(a): Assembly of Track Panels in ContractorS Yard

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(c) The assembled panels are stacked and are later loaded in BFRs in three to four tiers.
(3) Forming of relaying train
The relaying train shall consist of two empty BFRs for loading released track panels, adequate number of
BFRs loaded with pre-assembled panels, BFRs loaded with portal cranes, one equipment and tool van, one
crew rest van, one brake van and an engine. A typical marshaling order of the relaying train is indicated in
the figure below:
Figure 1623(3): Schematic Diagram Showing Composition of Relaying Train for Work With Portal
Cranes
(4) Actual Relaying
(a) A speed restriction of 20 km/hour is imposed at the place of relaying and preliminary works such as
loosening of fastenings and removal of ballast are carried out in advance.
(b) On the day of relaying, traffic block is imposed and the relaying train enters the block section.
(c) After the relaying train is positioned, the portal cranes unload by themselves on the auxiliary track.
(d) The old track panels complete are picked up and loaded by the portal cranes on the empty BFRs in the
relaying train (See Figure 1623(4)(d). Before the old track panel is picked up care must be taken that all
rail-sleeper fastenings are in place. If this is not ensured, after the old panel is lifted, the old sleepers may
hang out below the panel (see photo below) causing obstruction to the movement of the lifted panel and its
loading on the empty BFRs.
- 184 -
Figure 1623(4)(d): Old track Panel Being Picked up by PQRS Portal Crane
(e) The ballast is then leveled and the pre-assembled panels are laid in position (see Figure 1623(4)(e)).
(f) The new and existing tracks are joined by closure rails.
Figure 1623(4)(e): New pre-assembled Track Panels Being Laid at Site With Two Different
Designs of Portal Cranes.
(f) After the last panel is laid, a ramp is made in two rail lengths between the existing track and the new
track, to run out the difference in levels. The relaying train returns to the base depot where the old track
panels are unloaded.
(5) Post relaying works
(a) In subsequent blocks the service rails of the laid track panels should be replaced by welded panels.
(b) The newly laid track is tamped and speed restrictions relaxed in stages as per schedules given in
Chapter XV. Before relaxing the speed to normal, provision of proper ballast profile for LWR shall be
ensured. The provision of LWR shall be done in accordance with the provisions in the Manual of
Instructions for Long Welded Rails.
- 185 -
1624
Procedure for Manual Laying
(1) Relaying of Concrete Sleeper Track

Relaying of track with concrete sleepers should normally not be carried out manually. In exceptional
circumstances manual laying may be done with prior approval of the Chief Engineer.
(2) Loading and Unloading
(a) Concrete sleepers shall be loaded perpendicular to the length of the BFR.
(b) If mechanical means are not available, manual unloading shall be done sleeper by sleeper. Wooden
sleepers provided with hooks at the top ends for gripping the side of the BFR shall be used as ramps for
sliding the sleepers down to the cess level. Damage by over-running shall be prevented by providing proper
cushioning at the lower ends of the ramps either inside an old motor truck tyre or between gunny bags filled
with wood shavings and the sleeper allowed to move down the ramp. The downward sliding of the concrete
sleepers shall be controlled by two men standing on the cess with crowbars planted into the cess.
(c) After unloading, the sleepers shall be placed on the cess approximately alongside the final position.
Where the width of the cess is sufficient, the concrete sleeper should be kept supported by wooden blocks
so as to be approximately at the same level as in its final position in track. Individual concrete sleepers may
be transported conveniently on a rail dolly.
(3) Manual Laying Procedure
The following procedure shall be adopted for manual laying of concrete sleepers in place of existing fishplated track:
(a) Just prior to the line block, a speed restriction of 25 km/hour shall be imposed on the portion to be relaid during the block and rail-sleeper fastenings shall be removed from alternate sleepers. Ballast cribs
between sleepers shall be exposed up to bottom level of sleepers. It shall be ensured that the number of
sleepers taken up for replacement during the line block period shall not be more than that which can be
given at least one mechanical tamping with on-track tamper before the first train is allowed after the
replacement of the sleepers.
(b) After taking the line block, the rails over the length to be dealt with during the line block period shall be
disconnected and removed. The sleepers shall then be taken out, taking care to disturb the ballast bed only
to the minimum extent.
(c) The new concrete sleepers shall then be laid in position by means of sleeper slings taking care to
ensure the correct longitudinal and lateral alignment. When the sleepers are being placed in position, the
prepared ballast bed should be disturbed only as little as possible. Care should be taken not to damage the
edges of the sleepers or to chip the concrete. After the sleepers are placed, rubber pads shall be placed at
the rail seats. Elastic clips shall be loosely fastened at this stage. If the original rails are to be continued
after relaying, the track rails shall be laid and connected on either side.
(d) After the sleepers are packed, the rails shall be secured in position by inserting the insulators and
elastic fastenings and firmly fastened.
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CHAPTER XVII
SIGNALS AND INTERLOCKING
Note: The Signal Manual gives the standard practices and instructions for installation and maintenance of
signaling systems on Bangladesh Railway. This Chapter should be read in conjunction with the General
Rules 1981 and the Signal Manual.
1701
Background
(a) The railway signaling and interlocking systems are essential elements for carrying out train operations
safely and efficiently. Signaling systems help to enhance line capacity and improve flexibility of the
operations.
(b) In the past few decades, following the developments in electronics and computer-based technologies,
signaling assets have undergone considerable upgrading on Bangladesh Railway. From rudimentary
mechanical signaling systems of the early twentieth century, signaling systems have been automated using
electronics and computer based technologies.
(c) The installation and maintenance of modern signaling systems is intricately linked with permanent way.
This calls for high level of coordination and cooperation between permanent way and signal staff to see that
these systems are maintained satisfactorily for ensuring the safety and efficiency of train operations.
(d) The installation and maintenance of all signals and auxiliary gear at all stations is under the Signaling
and Telecommunications Department under the charge of Chief Signaling and Telecommunications
Engineer in each Zone. At the Divisional level, the installation and maintenance of all signals and auxiliary
gear at all stations is the responsibility of Divisional Signal Engineer who is assisted by Assistant Signals
Engineer and SSAE(Signals).
1702
Planning and Execution Track and Signal/Interlocking Works
(a) In any new work which will be required to be signaled or interlocked or in any alterations to stations
already signaled or interlocked, which may affect the signaling or interlocking, the plan prepared by the
Divisional Engineer for track work must in all cases, be submitted to the Divisional Signal Engineer who will
mark thereon the position of all signals; goomties, and treadle bars. The plan will then be scrutinized again
by the Divisional Engineer to see that siding lengths remain adequate and that there are no infringements
of the Schedule of Dimensions.
(b) No alterations at a station yard or outlying station affecting any running line are to be carried out without
the approval of the Divisional Signal Engineer.
(c) The Divisional Signal Engineer will attend or be represented on all yard remodeling committees and will
co-ordinate in the designing of the points and crossings and track lay-out to facilitate the interlocking of all
such yards or stations. He will arrange to obtain the sanction of the Government Inspector of Bangladesh
Railway for alterations in existing signaling installations as well as for commissioning all new signaling
installations.
(d) When any alteration is required to an interlocked station, the prior specific sanction of the Government
Inspector of Bangladesh Railway must be obtained before the interlocked station is altered temporarily or
permanently to a non-interlocked one. This permission will be obtained direct by the Divisional Signal
Engineer through Chief Signaling and Telecommunications Engineer.
(e) The sanction of the Government Inspector of Bangladesh Railway will be obtained by the Chief
Signaling and Telecommunications Engineer and communicated to the Divisional Engineer in all cases
where work is required to be done which affects the existing interlocking of a yard or station, or the running
of passenger trains; this also includes sanction to the arrangements for non-interlocked working for any
period, should that be necessary.
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1703
Duties of Way and Works Staff in Signal Areas
(a) The Divisional Engineer and the Works staff are responsible for the installation and maintenance of all
buildings and structures such as cabins and goomties required by signal staff at all stations in his division.
(b) The Divisional Engineer and permanent way staff shall be responsible for the following in interlocked
traffic yards:
(i)
Ensure proper condition of switches, their setting up to 15 mm from toe, opening
of both switches and free movement;
(ii)
Ensure proper gauge at switches, proper packing and anti-creep arrangements;
(iii)
Ensure proper spacing between sleepers where signal fittings are provided, and
keep these areas free from ballast;
(iv)
Ensure provision of gauge tie plates as per signaling requirements;
(v)
Provide long sleepers for fitting of point machines or other signaling gears as per
signaling requirements;
(vi)
Provide to Signal staff fish plates for machining, for use in track circuited areas;
(vii)
Ensure proper drainage in track circuited station yards and at mid-section level
crossing with track circuiting;
(viii)
Ensure proper packing under track circuited joints in station yards and midsection level crossings with track circuiting;
(ix)
Ensure that sleepers and insulation pads are maintained in good condition to
enable proper functioning of track circuits in station yards and mid-section level crossings
with track circuits.
1704
Point Indicators and Trap Indicators
(a) Point indicators do not control trains but provide an indication to drivers of approaching trains, Station
Masters and station staff, of the direction in which the points are set (Subsidiary Rule 19b).
(b) Trap Indicators, where in use, show a red light by night and a red disc by day in both directions when
the trap is open and a green light by night and green disc by day in both directions when the trap is closed.
(c) The Station Master on duty shall see that all point and trap indicators are lighted at sunset and are not
extinguished until after sunrise except when special instructions in the station working rules make specific
exception.
(d) When a night indication of a point or trap indicator is defective, the lamp of the indicator shall not be
lighted.
1705
Fog Signal Posts
(a) White posts are to be erected 90 meters outside the outermost signals of each station to mark the point
at which detonators are to be placed on the rails (see General Rule 71 and Subsidiary Rule thereto).
(b) At flag stations RCC posts painted white are to be erected 320 meters on each side of the center of the
station. These posts will be distinguished from those at stations where there are outer signals by a black
band 30 cm deep painted all round at a distance of 30 cm from the top.
- 188 -
1706
Permanent Way work to be done before Interlocking
It is important that interlocked points are least disturbed. Before a station is interlocked the SSAE(Way)
must ensure the following:
(a) bring the rails to correct level and alignment;
(b) Ease off joints on either side of points to be interlocked;
(c) Fully pack and ballast all points which are to be interlocked;
(d) Provide creep and level pillars;
(e) Place sleepers on parallel roads opposite one another and in front of the cabin, and at such places as
rods and wires have to cross the line;
(f) See that all permanent way at points especially 15 cm outside the nose of switches is put into correct
gauge so that switches, fittings, and locks may from the start be correctly put together in order to avoid
future adjustments of gear;
(g) clear the formation of grass and bring it to the correct level and section where rods and wires have to be
run;
(h) make the road at level crossings to correct level and section, to allow of piping for wires to be put in their
final position once for all; and
(i) provide and fix special timbers as required.
1707
Locking Arrangements for Non-Interlocked Switches
Each switch at a non-interlocked station must be provided with a clamp and padlock with key so that the
switch can be clamped and locked for the passage of trains. Each switch has a number for reference in the
Station Working Rules, therefore each clamp must be numbered to correspond to the switch for which it is
issued.
1708
Clamps for non-interlocked points
(a) All clamps for non interlocked points will be supplied by the SSAE(Way) personally to the Station Master,
and no clamp must be brought into use until the SSAE(Way) and the Station Master have satisfied
themselves by a personal test that the clamp fits the points accurately and secures them absolutely, and
joint certificates must be entered to this effect in the station diary.
(b) All clamps must be stamped with the code initials of the station.
(c) It Is the duty of the SSAE(Way) when trolleying over his section and the Traffic Inspector whenever he
may happen to be at a station for any length of time to examine point clamps.
(d) SSAE(Way) should see that no excess clamps are lying about the stations, and he should remove any
excess clamp that he finds, and investigate how the same got to be there, and report the matter to the
Divisional Engineer. This does not apply to the spare clamps mentioned in the next paragraph.
(e) In case of an accident occurring causing damage to a clamp, it would take sometime before a new
clamp would be supplied by the SSAE(Way). In order, therefore, to prevent delay to traffic for the want of a
clamp, a spare clamp should be provided where different types of clamps are in use at a station for each
running line facing points. But where one type of clamp is standard for all the running line facing points at a
station, one spare clamp for every five running line points, with a minimum of two spare clamps per station
will be provided. These spare clamps must be marked with the station code initials and if for special points,
- 189 -
also the number of the point to which they refer, with the addition of the word spare. These spare clamps
must be kept under lock and key in the personal custody of the Station Master.
(f) These spare clamps are only to be used by the Station Masters when required to replace a damaged
clamp of the points concerned and he must at once advise the SSAE(Way) of his having done so. The
SSAE(Way) must at once have the damaged clamps rectified or replaced when the spare one is again to
be put away.
(g) The repairs and adjustment of all clamps are to be done by the SSAE(Way). The clamps are in charge
of the Station Master and it is his duty to bring at once to the notice of the SSAE(Way) any problem with the
clamps. All subsequent repairs and adjustment must be jointly and personally tested as required by
paragraph (a) above, before any such clamp is again brought into regular use.
1709
Joint Inspection of Signals, Points and Crossings
(a) In regard to the mechanical portion of points the SSAE(Way) must frequently inspect them and see that
they are in perfect working order and that any defects are at once brought to the notice of the Station
Master, to enable him to take the necessary precautions. All such defects must be rectified without delay,
and before any such points are declared fit the SSAE(Way) and SSAE(Signals) must make test in personal
and satisfy themselves that the defects no longer exist.
(b) The SSAE(Way) and SSAE(Signal) shall carry out joint inspection of interlocked yards and interlocked
level crossing at least once every quarter. The items listed in paragraph 1702 above shall be jointly
checked to ensure proper functioning of the gears. Any shortcomings noticed by the signaling staff should
be attended to promptly.
1710
Putting in or Removing Points or Crossings
(a) Rules for putting in or removing of points or crossings

The rules governing the putting in or removing of points or crossings as per General Rule 209 and SR
209(a) to (i) are important and must be strictly observed. These rules are outlined in the paragraphs below.
Only in cases of emergency may a railway employee put in or remove points or crossings otherwise than
as permitted by special instructions.
(b) Permission for work
The written permission of the Divisional Engineer must be obtained before any points or crossings are put
in or removed (SR 209a). The Divisional Engineer will not issue this permission, unless he has received
sanction from the Government Inspector of Bangladesh Railway, where necessary.
(c) Procedure in regard to putting in points
(i)
Each set of points, on or leading directly on to a running line shall be provided
with a locking apparatus of approved type, the key of which will be kept by the SSAE(Way)
until the points are made over to the Traffic Department (SR 209 b (a)).
(ii)
Should, however the Signal Department require to work on these points, the key
shall be made over by the SSAE(Way) personally to the SSAE(Signals) or SAE(Signals)
of the section concerned and a receipt obtained in token thereof. On completion of the
work, the SSAE(Signals) or Assistant SSAE(Signals) shall make over the key personally
to SSAE(Way) obtaining his receipt.
(iii)
The official keeping the key shall be present when any work on these points
necessitating their unlocking is in progress (SR 209 b (b)).
(d) No points shall be laid in unless protected in the manner laid down in GR 212 (SR 209c).
- 190 -
(e) When points are put in, they shall be kept clamped and locked and spiked until they are formally made
over to the Traffic Department except as provided for in paragraph (2) (b) above (SR 209d).
(f) Alterations to Running Lines
No alteration may be made to a running road [as defined in GR 1(36) or to any trap or other points
protecting a running road without the previous permission of the Government Inspector of Bangladesh
Railway, except in cases of emergency (SR 209e).
(g) Providing Trap at Engineering and Construction Sidings
(i) When an engineering siding or a line under construction takes off from any traffic line,
the siding or line shall be provided with a trap so that no vehicle or train can come on to
traffic lines, without the permission of the Station Master. The trap shall be locked with a
safety lock (not an ordinary padlock), the trap being locked open in the normal position,
and key made over to the Station Master, and his written receipt obtained. The safety lock
is to be obtained from the Divisional Signal Engineer (SR 209f).
(ii) At an interlocked station, special care shall be taken that the key locking the trap
referred to in paragraph (4) above is key-locked with the remainder of the interlocking
when necessary, and at such a station the Divisional Signal Engineer shall always be
asked to do the necessary work (SR 209g).
(h) Sanction necessary before making Alterations or Additions in Traffic yards
(i) Except in cases of emergency, at no station, whether interlocked or otherwise, is any
alteration or addition or connection, whether permanent or temporary, is to be made to
the traffic yard, without the prior approval of the Chief Operating Superintendent and tl1e
Chief Engineer having first been obtained to the plan showing the proposed work (SR
209h).
(ii) When in case of an emergency, an interlocked station has been altered under
paragraph (3) above and the alteration has in any way nullified the interlocking, the
Transportation Department should at once be informed that the station is no longer to be
treated as interlocked. The station will be worked under special working rules provided by
the Transportation Department. If the alteration refers to a passenger running line, the
Government Inspector of Bangladesh Railway shall always be informed.
1711
Work on Points and Crossings by SSAE(Way)
After the SSAE(Way) has received permission from the Divisional Engineer to work on points and crossings,
he will hand a copy of the permission to the Station Master concerned together with a memorandum, which
will show the date and time that the details of the work will be done and will obtain an acknowledgement. A
sample of the memorandum is given below.
1712
Speed Restriction on New Points
SSAE(Way) must arrange to exhibit the necessary speed restriction signals for all new points put in until
such time as these are passed as fully interlocked, and also for all points when disconnected and until
passed again as interlocked.
1713
Work by Signal Staff on Points not Opened for Traffic
(a) Should it be necessary for the Signal Department to work on points put in by SSAE(Way) but not
opened for traffic, the key to the points referred to in paragraph 1711(2) will be made over to the
SSAE(Signals) or responsible Signal Officials by the SSAE(Way) personally and a written memorandum in
acknowledgment obtained. A sample of the written memorandum is given below.
- 191 -
(1) No & Date

To SSAE(Way). You are ordered and authorized to work on the
following points at..Station.
No.
Divisional Engineer (Division.)
(2) No & Date
To Station Mastershall carry out the work noted above at the times noted against
each.
Acknowledged
Station Master
SSAE(Way) ..
(3) To Transportation Inspector.
The following points are handed over all correct.
SSAE(Way)-with date
Taken Over .Transportation Inspector- with date.
This form when completed will be forwarded for record in the Divisional Engineers Office.
No & Date
To SSAE(Signals) ..
The following points are handed over to you with key for your work
SSAE(Way)....
ReceivedSSAE(Signals)- with date.
Received back..SSAE(Way) with date
(b) When the SSAE(Way) receives back the points and signs for them on the form, the SSAE(Signals)
should forward the form for record in Assistant Signal Engineers office.
1714
Treadle Bars
SSAE(Way) will ensure that when points are put in and treadle bars are provided, the requirements given in
Chapter XV are fully complied with.
1715
Wires and Pull Rods to be kept Clear
Particular care must be taken in the vicinity of station yards to see that when the ballast is opened out from
the track it does not foul signal wires or point rods. The same care must be exercised when unloading
bricks, earth or other engineering materials from ballast trains.
1716
Maintenance of Permanent Way in front of Cabins
Particular care must be taken to maintain the level of the track wherever point rods crosses underneath so
that the track does not sink and cause excessive friction in working the levers. Where several runs of point
rods emerge from the cabin and cross under one or more tracks immediately in front of the cabin, the
correct rail level must be marked by a black line painted on the wall of the cabin (top of the line to
correspond to correct rail level); the track or tracks must then be correctly maintained at this level. If, owing
to the number of rods that cross under the track, it is not possible to fit and pack the ordinary sleeper, then
a special hollow plate should be used, which can be obtained from Signal Workshop.
- 192 -

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ASIAN DEVELOPMENT BANK

BAN TA 4847: INSTITUTIONAL SUPPORT FOR RAILWAY

WAY AND WORKS MANUAL

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

INSTRUCTION FOR THE USE OF THE MANUAL

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Assistant Executive Engineer

Continuous Welded Rails

Long Welded Rails

Senior Sub-Assistant Engineer

Switch Expansion Joint

High Flood Level

Public Procurement Rules 2008

Public Procurement Act 2006

Central Procurement Technical Unit

General Conditions 0f Contract

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Maintenance of Permanent Way (Section 1 Section 4)

Maintenance of Permanent Way (Section 4 Section 7)

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Section 1: Duties of Head Mates

Section 1: Bridge Branch

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Section 1: Land Acquisition and Relinquishment

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Section 1 Arrangements for opening for goods traffic

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

1520 Importance, 1521 Systems of Track Maintenance, (1) Traditional manual

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Part A. Track Circuits and Maintenance of Track Circuited Sections

Part B. Turnouts and their Maintenance

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Part D. Curved Track and Realignment of Curves

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Section 7: Functional Arrangements, Safety and Outsourcing of Track Works

Part A. Permanent Way

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Section 3: Maintenance of Service Buildings and Staff Quarters

CHAPTER XIX, MEASUREMENT BOOKS, MUSTER SHEETS AND LABOUR PAY

Section 1: Measurement Books

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

TERA INTERNATIONAL GROUP, INC.

TA 4847-BAN: INSTITUTIONAL SUPPORT FOR BR

Section 1: River Flooding and Protection

TERA INTERNATIONAL GROUP, INC.

Station ._Point No. _Location Type of Rail _Date of Laying ______

Type of Sleeper Assembly _Angle of Crossing Left /Right Hand __