Volume 3 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 3 - PERMANENT WAY
(CHAPTERS XV)
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)
Volumes 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 - 189
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
Track, 413, Ballast, 414, Staff and Establishment Matters, 415, Witnessing Payment to
Staff, 416, Committees of Enquiry, 417, Accompanying on Inspections of Higher Officials,
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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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Page
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
34-43
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
44-66
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
67-83
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
84-93
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
94-115
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
116-125
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
126-148
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
149-160
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
161-165
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
166-183
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
184-189
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,
- xvi -
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
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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):
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 3
CHAPTER XV
MAINTENANCE OF PERMANENT WAY
Synopsis: This Chapter gives the policy, criteria, and procedures for inspecting, maintaining, and repairing
track on Bangladesh Railway. It provides guidance for the permanent way staff and officials with regards to
permanent way materials and maintenance procedures. It establishes the functional arrangements and
details the responsibilities of staff for the efficient and economic maintenance of railway track.
Section 1: Classification of Routes, Track Standards and Track Tolerances
Part A. Classification of Routes and Track Standards
1501
General
(1) Purpose of Track

(a) The track is the backbone of any railway system. It fulfills a dual function, namely, to provide support for
the vehicle wheel loads and to provide guidance for their movement. Track consists of a discrete system
made up of rails, sleepers, and ballast bed (see Figure 1501(1)(a) below). The dynamics of vehicle
movement imposes vertical and horizontal forces on the track structure, which has to transfer these
stresses to the formation. The transfer of stresses takes place on the principle of stress reduction in stages.
The greatest stress occurs at the contact surface between wheel and rail where the area of contact is the
smallest. The stress progressively reduces at every stage i.e., between rail and sleeper, sleeper and ballast
bed and finally on the formation.
Figure 1501(1)(a): Sketch Showing Conventional Track Structure

(b) Each track component has to perform basic functions, which taken together contribute to the efficient
and safe performance of track. The standard of track maintenance depends mainly on the actual condition
of the constituent components or permanent way materials.
(c) The design of the track structure must ensure that it is suitable for the loads it has to carry and the
resultant stresses and deformations. The design of conventional track is based on to quasi-static loading of
the track structure, schematized as an elastically supported beam. However, in track mechanics most of
the problems are related in one way or another to dynamics (see Figure 1501(1)(c) below). Track and
rolling stock should in fact be reckoned as one interactive system and not be considered separately. The
calculation of dynamic loading is extremely complex, and assessment of the dynamic component is
-1-
generally made realistically by carrying out measurements. On that basis, the dynamic increment is added
to the static load.
Figure 1501(1)(c): Sketch of Dynamic Model of Vehicle-Track Interaction

(2) Need for maintenance
(a) Under the dynamic impact of train operations and extraneous causes, track geometry and the physical
condition of track components undergoes changes, which may exceed the permissible limits for efficient
and economic operations. This situation is restored through the maintenance of track.
(b) Track maintenance comprises of the following two main categories of work:
(i)
Work necessitated by the changes in track parameters which would affect the riding
quality of track, and the limiting scenario is that the safety of train operations may be
affected; and
(ii)
Work necessitated by physical deterioration and/or failure of components caused by
wear and tear or fatigue due to the repeated actions of train loads moving on track.
(3) External factors
(a) The activities associated with track maintenance have to be largely performed under field conditions
affected by climatic, environmental and socioeconomic conditions. The performance of these activities is
affected by these conditions. Bangladesh is highly disaster prone. Occasionally, heavy monsoonal rains,
cyclones and norwesters wreak havoc with the lives of people and infrastructure. Also a substantial part of
the railway network lies in the flood plains of major rivers, which occupy about 80 percent of the country.
These are trying conditions, most of which are outside the control of the railway.
(b) The maintenance of track in Bangladesh has traditionally been done with manual effort. This is
organized on a calendar-based system for labor to carry out the maintenance tasks cyclically on an annual
basis. Increasing axle loads and higher speeds of trains to meet the demands of rail transport have
necessitated the use of improved and heavier track structure. Maintenance of such tracks cannot be
effectively performed manually. Mechanized maintenance has been introduced on some sections and
would need to be extended to all heavily trafficked routes.
(c) Maintenance strategy: When selecting a maintenance strategy, a balance must be achieved between
technical possibilities (or excellence) and economic capability. The objective must be to minimize total
expenditure. Firstly, the track structure must conform with the loading on track. Therefore, heavier materials
may be used for heavily loaded track and lighter materials for lightly loaded tracks. Again new materials on
heavily worked tracks may need to be removed before the end of their service life. These materials may
then be reused in other, less heavily loaded tracks. Such cascading of materials is very economical, though
there may be difficulties because of the different service life of rails and sleepers.
-2-
(d) The maintenance of track is the first and most important charge of the Civil Engineering Department. It
requires continuous and unflagging attention by way of inspection, planning and execution of track
maintenance activities by all staff who is assigned with such responsibilities. The Engineers and staff have
the onerous responsibility to maintain track continually in satisfactory state of operation commensurate with
the functional requirements for ensuring safe, efficient and economic operation of train services.
1502
Classification of Railway Lines and Track Standards
(1) Classification
(a) Categories of Routes
The routes of the railway network have been classified in to four categories: Special Primary, Primary,
Secondary and Tertiary. The classification takes consideration of the importance and traffic on the route.
Special Primary routes comprise two north-south routes and one east-west route, totaling about 1,250 km,
which taken together link the countrys major cities, ports, and commercial centers and also provide access
for international traffic. In addition there are about 400 km of Primary routes, 600 km of Secondary routes
and the remaining are Tertiary routes.
(b) Routes by Category
The routes on the Bangladesh Railway network have been summarized by category in Table 1502(b)
below. The classification of various routes is depicted on the railway system map in Figure 1502(b) below.
SL
No.
1
3
4
5
6
7
Table 1502(b): Classification of Rail Routes by Category

SL
SL
Primary Special
Primary
Secondary
No.
No.
Chittagong1
Fouzdarhat1
Solasahar-Dohazar
Akhaura--Bhairab
Chittagong Port YardFatehabad-Nazirhat
Bazar- TungiPatenga
Dhaka
Tungi-Ishurdi2
Dhaka- Narayanganj
2
Solasahar-Chittagong
PoradahaUniversity
Darsana
SaistagangHobigang
Darsana Jn3
Chittagong Cabin Jn.3
Laksam- Noakhali
Khulna
Solasahar
Saistagang- Balla
Jessore-Benapole
4
Santahar-Bonarpara4
Kulaura-Sahbazpur
Kaunia-Lalmanirhat
Ishurdi-Abdulpur5
Laksam- Chandpur
5
Sylhet- Chatak Bazar
Amnura-Rohanpur
Abdulpur6
Kaunia-Parbatipur
6
Lalmanirhat-Burimari
Parpatipur-Biral
Akhura-Sylhet
8
Mymensingh7
Shamganj-Mohanganj
Jamalpur
9
Jamalpur
8
ParbatipurJagannathgangNilphamari- Chilahati
Bangabandhu
10
Poradaha-Goalanda
9
Tista-KurigramRamna Bazar
10 Trimohni- Balashi
11
Amnura-Chapai
Nowabganj
Note: The classification of rail lines takes consideration of the current and envisaged levels of traffic on the
railway
network.
-3-
Figure 1502(b): System Map Showing Classification of Routes

PRINT OVERSIZE (A3) FIGURE AND PLACE IN THIS PAGE
-4-
(2) Track Standards

(a) General
(i)
The performance of each component of the permanent way has an influence on the
behavior of the whole, but is itself influenced not only by those other components but also
by the quality and methods of maintenance used.
(ii)
The section of the rail is determined by the axle load to be carried and choice is
limited to the grade and treatment of the steel to be employed. The grade of rails is defined
by its tensile strength which, under normal conditions is proportional to hardness and wear
resistance. For plain track without sharp curves and steep gradients, standard carbon rails
having minimum tensile strength of 710 N/mm2 and hardness of 220 BHN shall be used.
For track on sharp curves, wear resistant quality of rails having minimum tensile strength
880 N/mm2 and hardness of 265 BHN and more shall be used.
Notes: (1) The main international standards which dominate the supply of rails are British
Standards (BS), European (UIC Union Internationale de Chemins dFer), and American
(AREA American Railway Engineering Association). There are also a large number of
national standards, such as the Indian Railway Standard Specifications for Flat Bottom Rails
(IRS T12 of 1996) and the Chinese Standard Specifications for rails. (2) BHN or Brinell
Hardness Number is a measure of hardness of metals
(b) Recommended Standards of Track
(i)
The recommended standards of track by classification of route are given in the Table
1502(2)(i) below.
Table 1502(2)(i): Track Structure by Route Category
Speed
Category
of Route
Pass/
Frt
Pass/
Frt
BG
MG
Km/hour
Rail(2)
Sleeper
Type(3)
Ballast
Cushion
(mm)
Sleeper
Density
(number/km)
BG
MG
BG
MG
BG
MG
BG
MG
Special
Primary
120/80
100/70
52
kg/
90 lb
75
lb
PSC/
ST
PSC/
ST
250
250
1540
to
1660
1540
to
1660
Primary
100/80
80/60
52
kg/
90 lb
75
lb
PSC/
ST
PSC/
ST
250
200
1540
to
1660
1540
to
1660
75 PSC/ PSC/
200 150 1484 1484
lb
ST
ST
Notes: (1) Pass=passenger train; Frt=Freight train; PSC=pre-stressed concrete sleeper; and ST=steel
sleeper. (2) 90 lb refers to 90 lbs/yard rail which is equivalent to 44.7 kg/meter and 75 lbs/yard rail is
equivalent to 37.2 kg/meter.
Secondary
80/65
70/60
90 lb
(ii)
Rails on Special Primary, Primary and Secondary sections should be welded into
Long Welded Rails (LWR) subject to track meeting the requirements given in the
Bangladesh Railway Manual of Instructions on Long Welded Rails. On other sections the
rails may be welded in to Short Welded Panels (SWP).
(iii)
For all complete renewals, PSC sleepers with elastic fastenings of anti-vandal type
should be used.
-5-
(iv)
On Special Primary and Primary routes sleeper density shall be from 1,540 sleepers
per km (spacing of 65 cm) to 1,660 sleepers per km (spacing of 60 cm); on Secondary
routes the density shall be 1,484 sleepers per km (spacing of 67.4 cm).
(v)
On Tertiary routes track renewals should be done using materials released from
Primary and Secondary routes. The density of sleepers shall be 1,400 sleepers per km
(spacing of 71.4 cm).
(vi)
The track standards take consideration that in the medium- to long-term, the broad
gauge would be extended on the main routes of the network that carry the bulk of traffic. In
the future broad gauge tracks would need to operate 22.5 ton axle load freight wagons and
passenger trains operating at a maximum speed of 120 km/hour.
(vii)
All renewals of track in which new materials are used shall be undertaken with prestressed concrete sleepers.
(viii) The use of new wooden sleepers for main line tracks as well as for points and
crossings and other special track locations should be phased out for economic and
environmental reasons. As a mark of commitment to the Governments policy of
environmental protection and preservation of natural resources the use of new wooden
sleepers in track shall be discontinued by the end of 2014.
(ix)
In yard lines and sidings, concrete sleepers released from primary sections and
second quality pre-stressed concrete sleepers shall be used.
Part B. Track Tolerances
1503
Track Tolerances
(1) Function of the Track

The purposes of track are detailed in paragraph 1501. In performance thereof, the track must:
(a) Carry vehicles without risk of derailment;
(b) Accept vertical and horizontal forces from vehicles;
(c) Conduct these forces through the track structure and the ballast bed into the sub-grade;
(d) Ensure good traveling comfort; and
(e) Deliver a high level of operational availability.
(2) Forces on Track
(a) A railway vehicle wheel transmits vertical and horizontal forces to the rail. In addition, continuously
welded rails generate longitudinal forces due to temperature variations. The track is affected by quasi-static
(low frequency) and higher frequency components of dynamic force. An exact analytical description of the
elastic and plastic behaviour of the track is difficult because of the non-homogeneous nature of the ballast
bed and the subgrade. Empirical evaluation of magnitudes and dependencies are used, generated as a
result of practical observation.
(b) The magnitude of the forces is a function of axle load, wheel load variation due to curvature of the
running path, or due to inequalities in braking and traction effort, and the impact of wheels which are not
perfectly round or concentric, or which are out of balance, on a track that itself has imperfections. The track
structure has to distribute these forces so as to avoid exceeding the permissible bearing pressure on the
ballast immediately under the sleepers, and on the sub-grade below the ballast.
-6-
(3) Transfer and Distribution of Forces through the Track

The forces exerted on the track mainly include vertical wheel load, longitudinal forces (due to braking and
traction in the vehicles) as well as those generated by temperature changes in long welded rails, and lateral
forces (due to the effect of guiding the vehicles path). These forces must be either distributed or resisted
by corresponding reactive forces as follows:
(a) Vertical force or Wheel load
The principal action of the track is to transfer and distribute the vertical forces of the wheel load into the
sub-grade, by achieving a reduction of the bearing pressure to a level within the capacity of the actual
materials of the sub-grade.
(b) Longitudinal Resistance
The longitudinal resistance is the force generated as the track structure is pushed bodily through the
ballast, along the length of the track. This is provided by the following resistance forces in the elements of
the track structure:
(i)
Friction in fishplates; the fishplate friction is the force that must be overcome to allow
rails to expand in the fishplate gap;
(ii)
Longitudinal resistance between the sleepers and the ballast; and
(iii)
Push-through resistance between the rail and the fastening. The push-through
resistance is dependent on the functioning of the fastening components; a significant factor
is the friction developed between the rail foot and the base plate, and this can be increased
by use of a rubber pad.
(c) Lateral Resistance
The value of the lateral resistance developed is a decisive factor in the stability of the track against
buckling; it is affected by the following factors:
(i)
Type, weight, dimensions and spacing of the sleepers;
(ii)
Consolidation of the ballast;
(iii)
Quantity of ballast between the sleepers and at the ballast shoulder; and
(iv)
Compaction of the ballast bed.
(d) Reduction in Lateral Resistance

Maintenance operations that disturb the ballast compaction reduce the lateral resistance value by 40 to 60
percent and therefore increase the risk of a track buckle. For this reason speed restriction is usually
imposed, especially in the case of long welded track, after maintenance operations that have disturbed the
ballast bed, until sufficient stability has been regenerated. This is important for the maintenance of
LWR/CWR. In this regards reference should be made to the Manual of Instructions on Long Welded Rails.
(4) The Track System and Its Defects
(a) The track reacts to the forces imposed by passing traffic with damage to individual component of the
track structure, or loosening of fastenings, erosion of the underside of the sleepers, and deterioration of the
ballast material due to traffic loading. Ballast consists of packed loose granular material of which the grains
wander, wear, and break up causing increasing geometrical unevenness and clogging of the ballast bed by
fine particles and by deposition from the environment which cause drainage problems. These effects,
individually or combined, result in lateral and longitudinal level variations in the geometry of track.
-7-
(b) The safety and comfort of rail travel depend primarily on standard to which the track geometry is
maintained. The parameters defining the geometry of track always have certain variations due to various
considerations. Track tolerances may be defined as the limits of variability of various parameters pertaining
to track geometry. The track requires to be maintained so that the track geometry is within the defined limits
of variability.
(5) Track Parameters
The tolerances are generally laid down for the following track parameters:
(a) Gauge variation: This is measured as deviation from the nominal gauge, which is 1676 mm for broad
gauge and 1000 mm for meter gauge, and is measured as the minimum distance between running faces of
two rails.
(b) Unevenness: It is the deviation from uniform profile on either rail. It is measured in terms of difference in
the longitudinal level, on either rail, at the mid-ordinate of a fixed base 3.5 meters long.
(c) Cross level: It is the relative difference in the level of two rail tops measured at the same location across
as measured with the help of a gauge-cum-level instrument. It is measured as the deviation from zero cross
level on straight or tangent track and the deviation from the super-elevation on curves.
(d) Twist: The change in cross levels in a certain length of track is called twist. Twist is calculated by
measuring the cross level difference between two locations 3.5 meters apart. The cross level difference per
unit base length gives the twist in terms of mm/meter.
(e) Alignment: This is measured in terms of variation in versines taken on successive chords 7.5 meter
long, with overlaps of half chords. It is measured on left rail and right rail separately.
(6) Tolerances under Loaded or Unloaded Condition
(a) The various parameters of track geometry can be measured under loaded condition or no load
condition, which is sometimes referred to as floating condition. The track tolerances are generally laid down
under loaded condition of track.
(b) When track geometry is measured under no load condition, to determine compliance with requirements
under loaded condition, the amount of rail movement, if any, that occurs while the track is loaded must be
added to the measurements of the unloaded track.
(c) The measurement of gauge and alignment under the loaded or no load conditions should normally not
show any change. However, cross level, unevenness and twist show a lot of variation when the track is
under loaded condition compared to no load condition. The under loaded condition measurements of these
parameters are, therefore, important.
(d) Studies have been carried out on some railway systems about the relationship of various track
parameters under loaded and no load conditions. These show that under loaded conditions cross levels
may be more by about 66 percent and longitudinal levels more by about 100 percent as compared to the
respective measurements taken under no load conditions. However, it has, not been possible to evolve a
satisfactory formula, which can universally be adopted for proper correlation between parameters existing
under no load condition with those under loaded condition.
(7) Type of Track Tolerances
Track tolerances are stipulated depending upon the purpose. The different types of track tolerances are as
follows:
-8-
(a) Safety Tolerances

(i)
These are the limits of variations of track parameters at which dangerous or unsafe
conditions arise for the movement of trains. The unsafe conditions not only depend upon
the condition of track but also on the type of vehicle, its riding characteristics and its
maintenance standard. The limits of safety tolerances would be far more liberal than the
tolerances based on considerations of comfort and good riding on track.
(ii)
The track has to possibly deteriorate considerably for reaching the unsafe limits for
the movement of trains. The factors governing the unsafe conditions are so variable and
indeterminate that almost none of the railway systems in the world have laid down safety
tolerances.
(iii)
There is a commonly held view that laying down of safety tolerances which would be
very slack as compared to good maintenance practice tolerances may encourage
complacent attitude on the part of permanent-way staff, and may lead to a general
deterioration in the track standards.
Note: The Federal Railroad Administration (FRA) of the United States has established minimum
requirements for structural components and track geometry of all existing railroad tracks. The requirements
prescribed by FRA apply to specific track conditions existing in isolation. Therefore, a combination of track
conditions, none of which individually amounts to a deviation from the stipulated requirements, may require
remedial action to provide for safe operations over that track. The FRAs Track Safety Standards are given
in regulation 49 CFR Part 213.
(b) Service tolerances or good riding tolerances
(i)
These are the tolerances to which the track parameters may vary any time during
service. These tolerances are based on the acceptable limits of riding comfort in relation to
the vehicles in use.
Note: The extent of horizontal and vertical accelerations that will cause a reasonable discomfort to
passengers is based on actual experiments carried out on foreign railway systems. The horizontal and
vertical accelerations were noted at the maximum speed with different values of unevenness and alignment
defects and the service tolerances for unevenness and alignment parameters were determined based on
considerations of permissible horizontal and vertical accelerations.
(ii)
The following service tolerances are recommended for broad gauge for operating
speed up to maximum of 120 km/hour and meter gauge for maximum operating speed of
100 km/hour (see Table 1503(7)(b)(ii) below). These would generally be applicable for
maintenance of tracks on Special Primary and Primary routes.
(c) Maintenance Tolerances
(i)
The maintenance tolerances are those achieved immediately after the track is
attended to. The tolerances depend upon not only on the track structure but also on tools
and equipments used, method of maintenance adopted, supervision available and such
other factors.
(ii)
Maintenance tolerances are prescribed so that the results of maintenance work can
be assessed for ensuring quality control. In particular, maintenance tolerances help to test
the quality of outsourced maintenance work done by contractors.
(iii)
Maintenance tolerances could be laid down arbitrarily, and generally would be tighter
than the service tolerances. It should be noted that the quantum of work and therefore costs
would depend on the tightness of the maintenance tolerances.
(iv)
For dual gauge (broad gauge and meter gauge in 3-rail configuration) tracks on
Bangladesh Railway, the following maintenance tolerances are recommended (see Table
1503(7)(c)(iv) below):
-9-
Table 1503(7)(b)(ii): Service Tolerances for Broad Gauge and Meter Gauge
Track Parameter
Tolerance at
Isolated
Locations
Tolerance Generally
1.Track Gauge
(a) Broad Gauge
(i) On Straight
(ii) On curve up to 5o
(iii) On curves sharper than 5o
(b) Meter Gauge
(i) On Straight
(ii) On curves up to 10o
(iii) On curves sharper than 10o
(see Note 1 below)

-6 mm to +6 mm
-6 mm to +15 mm
Up to +20 mm
-3 mm to +6 mm
-3 mm to +15 mm
Up to +20 mm
2. Unevenness
(a) Broad Gauge (measured under loaded
condition at mid-ordinate on 3.5 meter base)
(b) Meter Gauge (measured under loaded
condition on 2.74 meter base)
3. Cross level
(a) Broad Gauge and (b) Meter Gauge
4. Twist
(a) Broad Gauge (cross levels measured
under loaded condition at locations 3.5 meter
apart)
(i) on straight and on curved track other than
on transitions.
(ii) On transitions
(b) Meter Gauge (cross levels measured
under loaded condition at locations 2.74
meter apart)
(i) on straight and on curved track other than
on transitions.
(ii) On transitions
5. Alignment
(a) Broad Gauge (measured under loaded
condition at mid-ordinate on 10 meter base)
(i) On straight
(ii) On curve (see Note 2 below)
(a) Meter Gauge (measured under loaded
condition at mid-ordinate on 10 meter base)
(i) On straight
(ii) On curve (see Note 2 below)
(iii) Change of versines from chord to chord
measured at stations 5 meter apart.
5 mm
8 mm
5 mm
8 mm
Correct
(see Note 2
below)
2 mm/meter
3.5 mm/meter
1 mm/meter
2.1 mm/meter
2 mm/meter
3 mm/meter
1.5 mm/meter
2 mm/meter
5mm
5 mm
10 mm
7 mm
5 mm
5 mm
10 mm
8 mm
8 mm
-
Note: (1) It is desirable to maintain correct gauge, however, where due to age and condition of the
sleepers, it is not possible to maintain correct gauge, it is good practice to work within the tolerances of
gauge given in the table above, provided generally uniform gauge can be maintained over long lengths (2)
Small but constant cross level differences may not be of much consequence, except when these occur in
combination with other variations in track geometry. It is generally good practice to maintain track to correct
cross levels. (3) The total change of versine from chord to chord should not exceed 10 mm. the versine
measured may be either on the floating track or on the loaded track.
- 10 -
Table 1503(7)(c)(iv): Recommended Maintenance Tolerances for Dual Gauge

Tolerance
Generally
Parameter
1.Track Gauge
(i) On Straight track
(ii) On curve up to 40
Tolerance in
Isolated
locations
-3 to +5 mm
-3 to +12 mm
(see Note (1) below)
8 mm
2. Unevenness (Measured under loaded

5 mm
8 mm
3. Cross level
Correct
(see Note (2)

below)
4. Twist (Measured under loaded condition

on a 3.5 base)
(i) on straight and or curved track other
than transition.
(ii) On transition
2 mm/meter
3 mm/meter
1.5 mm/meter
2 mm/meter
5mm
5 mm
8 mm
7 mm
5. Alignment (Mid-ordinate offset or

versine measured under loaded condition
on 3.5 meter base)
(i) On straight
(ii) On curve
Note: (1) It is desirable to maintain correct gauge, however, where due to age and condition of the
sleepers, it is not possible to maintain correct gauge, it is good practice if the work conforms to the
tolerances for gauge given in the table above, provided generally uniform gauge can be maintained over
long lengths (2) Small but constant cross level differences may not be of much consequence, except when
these occur in combination with other variations in track geometry. It is generally good practice to maintain
track to correct cross levels. (3) The total change of versine from chord to chord should not exceed 10 mm.
The versine measured may be either on no-load track or on loaded track.
(v)
In the case of tamping of track using heavy on-track tamping machines,
maintenance tolerances summarized in Table 1503(7)(c)(iv) are recommended.
Table 1503(7)(c)(iv): Recommended Maintenance Tolerances after Tamping by Heavy On-track
Tamping Machines
Track Parameter
Tolerance
Cross Levels (mm)
2
Unevenness or Longitudinal Level (midordinate measured over a chord 3.5 meter
2
long, on either rail mm)
Alignment (measured as mid-point offset or
2
versine on a 7.5 meter base mm).
(d) Slow Down Tolerances
(i)
The slow down tolerances are those which when reached call for slowing down the
operation of trains. An example of the slow down tolerances is those stipulated for
LWR/CWR tracks after maintenance work and before satisfactory level of consolidation of
tracks is reached. In this regards reference should be made to the Manual of Instructions on
Long Welded Rails.
(ii)
For conventional tracks, it has not been found necessary to fix slow down tolerances
based on the experience that these tracks can be maintained within permissible track
irregularities with the present methods of maintenance. Also the rate of progressive
- 11 -
development of track irregularities was not as rapid as to outstrip the maintenance ability of
the permanent way staff.
(iii)
In the case of wooden sleeper track, generally slow down speeds are stipulated
based on the percentage and/or distribution of unserviceable sleepers which adversely
affects the geometry of track.
(iv)
Slow down tolerances would also depend on the type of rolling stock. An example is
that of a four-wheeler wagon in empty condition that cannot negotiate track defects with the
same ease as other rolling stock. It may be necessary to stipulate lower speed of operation
for four-wheeler wagons for values of unevenness and twist permitted for full speed
operation of other rolling stock.
(e) Index Tolerances
These are the tolerance which when exceeded, would call for attention of maintenance units to undertake
maintenance works. These are also called maintenance schedule tolerances. The Index tolerances are
more lax (or less demanding) when compared with the service tolerances or good riding comfort
tolerances.
(f) New Track Tolerances
(i)
These are the tolerances prescribed for laying the new track. These are meant for
testing the quality of the new work done. As the material is new and the work is done
independent of or extended traffic blocks, the tolerances prescribed for new tracks are the
most rigorous or tightest.
(ii)
For the construction of dual gauge track on the Bangladesh Railway, the following
new track tolerances have been stipulated (see Table 1503(7)(f)(ii) have been followed.
Table 1503(7)(f)(ii): New Track Tolerances for Construction of Dual Gauge (BG and MG) Track
Loop Lines and Other
Main Track
Tracks
Track Parameter
Construction Operation Construction Operation
Gauge (mm)
-1 to +3
-2 to +5
Gauge Variation
1
1
2
2
(mm/sleeper)
Super-elevation (mm)
2
4
4
5
Unevenness or
Longitudinal Level (midordinate measured over a
3
5
4
5
chord 20 meter long, on
either rail mm)
Twist (measured at
locations 3 meter apart 1
3
1
5
mm/meter)
Alignment (measured as
mid-point offset or versine
on a 10 meter chord mm)
(i) For tangent and curves
4
5
4
10
500 meter radius
(ii) For curves > 500 meter
5
10
5
15
radius.
Notes: (1) The tolerances as above are measured under no load conditions. (2) The tolerances in
columns 2 and 4 Construction are those to be applied on completion of track construction but before it
is put in to service. (3) The tolerances in columns 3 and 5 titled Operation are the maximum deviations
permitted during the maintenance period.
- 12 -
(8) Officials to be Fully Conversant with Track Tolerances

(a) Officials who are responsible for the inspection and/or maintenance of tracks must be fully informed and
be conversant with the track tolerances or limits of variability of various parameters of track geometry for
ensuring safety and comfort of rail travel for passengers and damage-free rail transportation of goods.
(b) Track tolerances have helped in the transformation of track maintenance from arbitrary regime that was
subjective, to one based on measurement and rectification of various parameters of track geometry to bring
these within the stipulated limits of variability based on the importance and speed of tracks.
- 13 -
Section 2: Track Structure Elements

PART A. Ballast
1504
Purpose and Functions
(a) Ballast is selected material placed on the track bed for the purpose of distributing the train loads from
sleepers to a larger area of sub-grade or formation. It helps to hold the track in line (or alignment) and
elevation (or level); provides uniform support, elasticity and resilience to the track for good riding; holds the
track in place, drains water falling on to the roadbed, and retards the growth of vegetation.
(b) Adequate, well-maintained track is essential in operating any railroad. Water and the damage it causes
constantly threaten the track, because practically all major track damage can be attributed directly or
indirectly to water. Drainage is of the first importance in track maintenance. An important function of ballast
is to provide drainage. The time and effort spent on achieving and maintaining adequate drainage are
never wasted.
(c) Good ballast is porous, and rain or water from other sources falling on the track passes through it easily,
finding its way to the impenetrable sub-grade. Whenever ballast becomes so contaminated that drainage is
seriously impaired, it must be cleaned. Usually, the first sign is a poor track surface, one that refuses to
remain corrected for any length of time. Investigating such spots generally reveals poor drainage and
pumping sleepers.
1505
Ballast Specifications, Profile and Quantities
(1) Specifications
Stone ballast shall be used on all lines including points and crossings. The quality of stone for track ballast
and the size shall conform to the specifications for stone ballast which is given in Annex 1505(1).
(2) Ballast Profile
(a) Broad gauge:
(i)
The ballast profile for the broad gauge conventional track shall be as per Figure
1505(2)(a)(i) below.
(ii)
In the case of fish-plated track on curves of radius less than 600 meters, the ballast
shoulder width shall be increased by 100 mm.
(iii)
In the case of short welded rails the ballast shoulder shall be increased by 125 mm
on outside of all curves of radius less than 875 meters, and by 100 mm in the case of
curves of radius more than 875 meters.
Figure 1505(2)(a)(i): Ballast Section for Broad Gauge Single Line Fish-Plated Track
- 14 -
(iv)
On the outside of turn-in curves of turn-outs in passenger yards the ballast shoulder
shall be increased by 245 mm.
(b) The ballast profile for the meter gauge conventional track shall be as per the Figure 1505(2)(b) below.
Figure 1505(2)(b): Ballast Section for Meter Gauge Single Line Fish-Plated Track
(c) In the case of LWR/CWR on broad gauge and meter gauge, the ballast profiles shall be as per the
Manual of Instructions on Long Welded Rails.
(3) Ballast cushion
(a) The recommended minimum depth of the ballast below the bottom of the sleepers at the rail seat shall
be as given in Table 1505(3)(a) below.
Table 1505(3)(a): Minimum Depth of Ballast Cushion
Minimum Ballast Cushion
Route
Remarks
BG
MG
Primary Special
250
250
Ref. Table: 1503 (2) (a)
Primary
250
200
-doSecondary
200
150
0
(b) In case of SWR the minimum depth of ballast cushion shall be 200 mm for BG and 150 mm for MG.
However, in the case of SWR on Primary Special and Primary routes the stipulated minimum ballast
cushion as above shall be applicable.
(c) Minimum depth of ballast under the sleepers at the rail seat shall be 150 mm except under concrete
sleepers where it shall be 250 mm.
(d) On broad gauge sections where operation of 22.5 tonne axle load rolling stock is planned, the minimum
depth of ballast cushion shall be 300 mm.
(e) Increase in ballast cushion to make up the recommended depth shall be carried out during complete
track renewal, through sleeper renewal or programmed deep screening.
(f) At locations where there is a change in the type of sleepers, special precaution should be taken and six
rail lengths on either side of the junction should be fully boxed. Similar action should be taken for bridge
and level crossing approaches.
(4) Quantity of ballast
(a) The quantity of ballast required per meter length of conventional broad gauge track for various depths of
ballast cushion shall be as given in Table 1505(4)(a) below.
- 15 -
Table 1505(4)(a): Ballast Requirements for Broad Gauge Fish-Plated Track

Quantity of Ballast Required (m3/meter)
Depth of Ballast
On Straight and Curves
Curves of Radius less
Cushion (mm)
of Radius more than 600
than 600 meters
meters
250
1.375
1.416
200
1.167
1.202
(b) The quantity of ballast required per meter length of conventional meter gauge track for various depths of
ballast cushion is given in Table 1505(4)(b) below.
Table 1505(4)(b): Ballast Requirements for Meter Gauge Fish-Plated Track
Quantity of Ballast Required (m3/meter)
Depth of Ballast
On Straight and Curves
Curves of Radius less
Cushion (mm)
of Radius more than 600
than 600 meters
meters
250
0.965
1.033
200
0.817
0.905
150
0.673
0.725
(5) Boxing-in of ballast
Boxing-in of ballast shall be done by using a rake and not a Khodali, so as to keep the ballast free from dirt;
(a) For wooden sleepers the ballast is to be kept flush with top of sleeper on straight track.
(b) For steel sleepers, between the rails the top of, the sleeper is to be left just showing, and the outside to
be boxed up full.
Note: On sharp curves full boxing is necessary to keep the track in alignment.
(6) Assessment of ballast requirements
The quantities of ballast shall be assessed for various requirements as follows:
(a) Maintenance requirements: The ballast required for making good the deficiencies as existing in track or
for maintenance purposes shall be estimated by a survey, covering one rail length in every kilometer. Care
should be taken that the cores under the sleepers are not disturbed.
(b) Deep screening requirements: In case of deep screening, assessment of ballast required for
recoupment and providing standard section should be made by deep screening the ballast section to the
full depth in a rail length for two to three sleepers at every 1 km. In this case screening is done under the
sleepers as well.
(c) Mechanized maintenance: The requirement of ballast for providing adequate cushion for tamping and
providing extra cushion while converting into LWR shall be assessed on the basis of the minimum cushion
requirements for the respective activity.
(d) New lines: For new line construction, ballast requirements will be assessed as per the design profile of
the ballast section.
(e) Quantity to be procured: The quantities of ballast assessed vide paragraphs (a), (b) and (c) above, shall
be the net quantities of ballast required to recoup the deficiencies or to provide required profile/ sections.
The above net quantities may be enhanced by 8 percent to arrive at gross quantities of ballast that is
measured in stacks or in wagons.
- 16 -
1506
Collection and Training out of Ballast
(1) Collection of ballast

The collection of ballast may either be done alongside track or by collecting the ballast at depots and
training it out in ballast/material trains. The mode of collection will have to be decided taking into account
proximity of quarry, availability of good stone ballast, availability of service roads along side the track for
transporting of ballast, availability and turn round of ballast trains, and availability of block for unloading.
(2) Ballast Depot and Training out
(a) Operation
(i)
The SSAE-in-charge of the depot shall maintain a register of ballast collection and
training out showing all transactions in respect of stone ballast.
(ii)
At the ballast depot, the space along the sides of the railway siding, meant for
stacking, should be divided into convenient number of zones and demarcated.
(iii)
For each depot, a depot diagram shall be maintained, which should indicate the site
details of all the measured stacks.
(iv)
Each stack in each zone should be serially numbered.
(v)
The operations of collecting and training out materials should not be carried out at
the same time in any one zone.
(vi)
The ground on which the stacks are made should be selected and leveled.
(vii)
Where practicable, no stack should be less than one meter in height.
(viii) Measurements should be taken of complete stacks. The measured stacks should be
identified suitably by lime sprinkling or any other method.
(b) Training out of ballast
(i)
Before training out of ballast is undertaken on contract, a copy of the depot diagram
should be kept with SSAE(Way) and the contractor, the original being with the Assistant
Executive Engineer. As each stack is lifted, this should be recorded on the depot diagram
which should always be kept up-to-date. Challans should be prepared after loading the
ballast into wagons.
(ii)
When settling accounts for training out ballast, checks should be made by
comparing the quantities as per stack measurements recorded in the measurement books
with those deduced from wagon measurements as recorded in the ballast train reports; due
allowance being given for shrinkage as per rules.
(iii)
Should the wagon measurements differ from the recorded measurements by more
than 5 percent, the matter should be investigated immediately and reported to the Divisional
Engineer. In special cases direct measurement of ballast in wagons may be resorted to with
the approval of the Chief Engineer.
(c) Unloading ballast along the line
(i)
When unloading ballast along the line, care shall be taken that the heaps at the
sides and the center are clear of prescribed running dimensions.
(ii)
Ballast shall not be unloaded upon signal wires or point rods. Care should be taken
to ensure that no stone is left inadvertently between the stock rail and tongue rail.
- 17 -
(d) Surplus ballast along the line

All surplus ballast left along side the line should be collected and stacked in regular heaps and not left
scattered on the slopes to be overgrown by grass and lost.
(3) Ballast collection alongside track
In the case of along side track collections the SSAE-in-charge should maintain separate register showing
the measurement of stacks as well as its disposition (between km to km...). The stacks should be serially
numbered between the successive posts. Any entry should be made in the register whenever the stacks
are removed and ballast put into the track. Record should show the place where the removed ballast has
been used with the date of removal.
(4) Accounting of ballast during handing over charge by Assistant Executive Engineer
During transfer of charge of a sub-division, the Assistant Executive Engineer taking over charge should
satisfy himself by test checking some of the stacks at each depot and along the cess to the effect that the
quantities of materials shown in the registers are correct. He should certify that this has been done by
initialing each entry so checked.
(5) Ballasting on new formation
(a) Earthwork in new embankment should be preferably compacted in which case ballasting can be done
straightaway. If compaction is not done initially, the ballast punctures the formation and ballast pockets are
formed which give rise to problems in maintaining correct track geometry. In this connection reference
should be made to Section 4 of this Chapter on Treatment of Bad Formation.
(b) On banks where track has to be laid before proper consolidation, it is desirable to use coarse sand or
moorum for packing and boxing so that it forms sub-ballast. If available, broken first class brick chips
appropriately mixed with coarse sand can be used as sub- ballast. Quarry grit and stone ships can be used
if available. Ash, cinder, slag and fine and medium sand should not be used. After consolidation, the track
should be opened to the bottom of the sleeper, all surplus material removed, the track raised to its final
level on stone ballast and packed.
- 18 -
Annex 1505(1)
Ballast Specifications
1. General Requirement
The ballast shall be composed of crushed stone (rock) or a comparable character composted of hard,
dense, strong, angular and durable practice structure providing sharp corners and cubical fragments with a
minimum of flat and elongated places, free from clay, shale or an excess of dust or other undesirable
substance or materials. The ballast must have high wear and abrasive qualities to withstand the impact of
traffic loads and track maintenance by heavy tamping machines without excessive degradation the ballast
must also provided high resistance to temperature change and chemical attack, have low absorption
properties and should be free of cementing properties.
2. Quality Requirement
(1) Deleterious Substances: Deleterious substance shall not be present in ballast in excess of the following:
(a) Soft and friable pieces shall not exceed 0.7 percent by weight. The percentage of soft and friable
particles shall be determined in accordance with the current ASTM Standard C142 - 97(2004): Standard
Test Method for Clay Lumps and Friable Particles in Aggregates
(b) Materials passing No. 200 sieve (75 micrometer 0.075mm) shall not exceed 1 percent by weight.
(c) Moisture (when payment is by weight) shall not exceed 0.5 percent by weight.
(2) Stability and resistance to breakdown: The crushed rock ballast materials shall meet or exceed limits:
(a) MOHS Hardness shall be greater than 5 (see Note below).
Note: MOHS hardness scale provides an index and relative measure of mineral hardness (i.e., resistance
to abrasion). In 1812, German geologist Frierich Mohs devised a scale with specimen minerals that offered
comparison of hardness qualities that allows the assignment of a MOHS hardness number to a mineral.
MOHS scale utilizes ten specific representative materials that are arranged numerically on a scale of 10,
ranging from the softest (1) to the hardest (10). The reference minerals are (1) talc, (2) gypsum, (3) calcite,
(4) fluorite, (5) apatite, (6) orthoclase feldspar, (7) quartz, (8) topaz, (9) corundum, and (10) diamond.
MOHS scale is a relative index scale, meaning that a determination of MOHS hardness number for a
mineral is based upon scratch tests. For example, gypsum (MOHS hardness number = 2) will scratch talc
(MOHS hardness number = 1). Talc, however, will not scratch gypsum. Glass is assigned a MOHS
hardness number of 5.5 because it will scratch apatite (MOHS hardness number = 5) but will not scratch
orthoclase feldspar (MOHS hardness number = 6).
(b) The resistance to abrasion shall be tested by the Mill Abrasion test (MA) and the Los Angles Abrasion
test (LAA). The tests shall be carried out and satisfy the following criteria:
(i)
In the Mill Abrasion test the ball mill charge shall consist of 1.5 kg passing the 30mm
sieve and retained on the 25 mm sieve, plus 1.5 kg a passing the 25 mm sieve and retained
on the 20 mm sieve. The charge shall be placed in a 5 liter, 229 mm external diameter
porcelain ball mill pot, along with 3 kg of distilled water. No ball or other charge shall be
used. The mill pot shall be sealed and rotated at 33 rpm for a total of 10,000 revolutions (5
hours). The mill charge shall then be washed and sieve through a No. 200 sieve. Mill
Abrasion (MA) shall be defined as the loss in weight as a percentage of the initial weight.
MA shall be less than 5 percent weight loss.
(ii)
The resistance to abrasion using the Los Angles Abrasion machine shall be
determined in accordance with the ASTM Standard C-535.69 using grading 3. LAA shall be
less than 35 percent weight loss.
(iii)
LAA+5xMA shall be less than 50 percent
- 19 -
(c) Degraded Aggregate Cement Value (CV) in Mage Pascals shall meet: CV<1.0+0.2 (MA).
(d) The Magnesium Sulphate Soundness Test (ASTM Standard C88 05: Standard Test Method for
Soundness of Aggregates by Use of Sodium Sulfate or Magnesium Sulfate) shall cause weight loss not
greater than 8 percent after 5 cycles. The magnesium test shall be made in accordance with the current
ASTM Standard C-88 and over duration of 5 cycles.
(e) Bulk specific Gravity of the rock ballast shall be greater than or equal to 2.60 (gram/cm3), while the
water absorption shall not exceed 1.5 (ASTM Standard C127: Standard Test Method for Density, Relative
Density (Specific Gravity), and Absorption of Coarse Aggregate- see Note below). Bulk specific gravity and
absorption shall be made in accordance with the current ASTM Standard C127:
Note: The ASTM Standard C127 covers the determination of the average density of a quantity of coarse
aggregate particles (not including the volume of voids between the particles), the specific gravity, and the
absorption of the coarse aggregate. Water absorption (%) is the weight of water absorbed by the rock after
24 hours of immersion in water divided by its oven-dried weight expressed as a percentage of its ovendried weight.
3. Ballast Grading Requirements
(a) The grading of ballast shall be determined by test with laboratory sieves having square openings and
conforming to ASTM Standard. Crushed rock ballast shall conform to the grading given in the table below.
Grading for crushed rock ballast
Nominal Sieve Size
Percent Finer than each Sieve (by weight)
(see note below)
60
100
50 (50 mm or 2)
80 100
40
60 80
20
15 50
10
0 10
No. 4 (4.75 mm)
01
Note: No. 4 Sieve shall conform to ASTM Standard E11 09: Standard Specification for Wire Cloth and
Sieves for Testing Purposes. Sieves coarser than No. 4 shall conform to the current requirements outlined
in ASTM Standard C136 - 06 Standard Test Method for Sieve Analysis of Fine and Coarse Aggregates for
Sieve Analysis of Aggregates for Concrete.
(b) Sieve analysis shall be made in accordance with the current ASTM Standard C136.
Note: The ASTM Standard C136 is used primarily to determine the grading of stone/aggregate materials.
The results are used to determine compliance of the particle size distribution with applicable specification
requirements.
(c) Ballast particles shall be angular to sub-angular. At least 75 percent of the particles by weight shall have
two or more fractured faces and at least 98 percent by weight shall have one fractured face. Less than 10
percent by weight of the particles shall be thin or elongated such that the length of the particle is more than
3 times the average thickness.
4. Inspection and Testing
(a) Upon acceptance by the Railway of the source of rock materials to be used in the production of crushed
ballast and upon commencement of crushing it is the responsibility of the contractor to conduct periodic
(not less than once every 500 m3) quality control sampling and testing to ensure compliance with this
specification. The Railway shall independently also conduct test to ensure compliance with the requirement
of this specification. Determination of deleterious substance resistance to abrasion (break down),
soundness, hardness, specific gravity and cementation characteristic shall also be conducted by the
contractor. All these tests will be done at the cost of the Contractor.
(b) A representative sample of the ballast shall be taken for gradation testing from every 500 m3 of ballast
supplied. The samples shall be representative and shall weigh not loss than 50 kg. A report shall be
- 20 -
prepared on each test performed containing the following information: source identification, date, sample
number and sieve analysis. A graphical representation of the grading specification must appear on the form
with the plotted result of the sieve test. All testing must be provided to the Railway on a weekly basis or as
directed in writing by the Railway. The Railway may independently conduct gradation testing to ensure
compliance with the requirements of this specification.
(c) In the event any two individual samples fail to meet the gradation requirement the Contractor shall take
immediate corrective action to restore the production process to acceptable gradation. The Railway shall be
advised in writing of the corrective action being taken. In the event of repeated failure, i.e. two or more
samples failing consecutively, the Railway reserves the right to reject the materials and direct the contractor
to cease the stone crushing operation, remove the portion of materials represented by the tests and take
corrective action to produce crushed rock ballast that fully complies with the specifications.
(d) A full range of laboratory testing as defined by this specification shall be performed by the contractor for
every 500 m3 of production. If the contractor change the location of the source or encounters changes
within the supply source, laboratory testing shall be performed on the new materials to ensure compliance
with this specification. The contractor shall receive approval of the Engineer for the testing laboratory prior
to performing the aforementioned tests.
(e) The Railway shall have free access to all parts of the contractors plant, stockpiles and laboratories
where testing of the materials takes place. The Railway shall have the right to request and supervise
testing and sampling as well as carry out independent testing at the cost of the contractor.
(f) Samples for testing shall be procured in accordance with current ASTM Standard D75 / D75M 09:
Standard Practice for Sampling Aggregates.
- 21 -
Part B. Sleepers
1507
Functions and Standards of Sleeper Laying
(1) Functions
Sleepers are laid transverse to the rail and have the following functions:
(a) Providing a firm support for the rails by holding these to correct gauge and alignment.
(b) Providing a medium for transferring loads and stresses imposed by rails to the wider area of the ballast
for gradually reducing the stresses, including mitigation of vibration and dynamic component of loads on the
rails.
(c) In conjunction with ballast, sleepers provide lateral and longitudinal stability to track, as well as a pliable
component for making corrections of track geometry in service.
(d) Sleepers presently in use include wooden, steel and concrete. With all types of sleepers except the
wooden sleepers the rail seat is canted in the design of the sleeper.
(2) Laying of Sleepers
(a) Sleepers shall be laid and maintained square to the rails on straights and radially on curves. Rail joints
shall be suspended.
(b) Sleeper density
The sleeper density is the number of sleepers used per rail length and is described as M+1, M+2 etc.,
where M is the length of standard single rail in meters. In the case of LWR and CWR this is expressed as
the number of sleepers per km of track. The sleeper density is fixed duly taking into consideration the
maximum permissible speed and the traffic density of the section.
(c) Sleeper Spacing
(i)
The sleeper spacing on straights and curves shall be in accordance with plans
approved by Chief Engineer. The sleeper spacing should be marked on the outer rail in
case of curved track.
(ii)
In fish-plated track, at the joint sleepers and between the joint sleeper and shoulder
sleeper, closer spacing should be provided as per Table 1507(2)(c) below:
Table 1507(2)(c): Spacing of Sleepers at Fish-Plated Joints
Maximum Spacing (center to center in cm)
Sleeper
Wooden Sleepers
BG
MG
BG
MG
30
25
38
33
61
58
61
58
1. Between joint sleepers

2. Between joint sleepers and first
shoulder sleeper
3. Between first shoulder sleeper
and second shoulder sleeper
4. Between intermediate sleeper
Metal Sleepers
Spacing to be of a value between 2 and 4

To be equal and in whole number of cm
- 22 -
(iii)
In the case of LWR on broad gauge and meter gauge the minimum number of
concrete or steel trough sleepers shall be 1,540 sleepers/km in accordance with the Manual
of Instructions on Long Welded Rails.
(iv)
In the case of SWR, the sleeper spacing shall be as shown in Table 1507(2)(c)(iv)
below.
Table 1507(2)(c)(iv): Spacing of Sleepers for SWR

Type of
Sleeper Spacing (as marked on
Density
Sleeper
figure above)
S
X
Y
Z
Broad Gauge
M+ 4
Wood
780
150
545
780
Metal
780
150
625
760
M+ 7
Wood
660
150
595
525
Metal
660
190
575
600
Meter Gauge
M+4
Wood
770
120
500
740
Metal
770
180
600
700
M+7
Wood
640
120
615
640
Metal
640
180
595
620
Note: The sleeper spacing are based on the following assumptions: (1) Sleeper spacing shown are from
centre to centre; (2) Rails are welded by Alumino -thermic process; and (3) Length of rail is 12.8 meters. In
case of difference of length suitable adjustments in the spacing of sleepers may be made.
(v)
Where concrete sleepers are required to be laid as SWR the sleeper spacing should
be the same as for wooden sleepers. The joint and first shoulder sleepers in such cases
should be wooden.
(vi)
In broad gauge where SWR is expected to be converted into LWR within a year or
two, 62 Nos. of sleepers shall be used per panel of length 3x13 meter.
(vii)
Where SWR is to be converted into LWR soon after it has being laid, sleeper
spacing as prescribed for LWR in the Manual of Instructions on Long Welded Rails should
be adopted.
(viii) The sleeper spacing under welded joints of all types with or without holes in rails
shall be the same as the intermediate sleeper spacing.
(d) Minimum Sleeper Density
(i)
Broad Gauge. The sleeper density for all future track renewals (complete track
renewals and through sleeper renewals), on Special Primary and Primary routes, is
recommended as 1660 sleepers/km, which is suitable for 22.5 ton axle load wagons. For
LWR minimum sleeper density shall be 1540 sleeper/km. SWR that is likely to be converted
in to LWR shall have the same spacing as stipulated for LWR.
Note: With respect to the axle load to be provided for, consideration should be given to the standards set
for the exchange of international traffic in the region.
- 23 -
(ii)
Meter Gauge. For LWR minimum sleeper density shall be 1540 sleeper/km. In case
of SWR, the minimum sleeper density shall be M+4. SWR that is likely to be converted in to
LWR shall have the same spacing as stipulated for LWR.
(e) Re-spacing of sleepers
(i)
When re-spacing wooden sleepers dog spikes or rail screws should be loosened,
just enough to permit sleepers being shifted.
(ii)
When re-spacing steel trough sleepers, the elastic rail clips should be removed and
the core of the packing broken before shifting the sleepers.
1508
Wooden Sleepers
(1) Classification
(a) Wooden sleepers may be classified into two categories:
(i)
Untreated, comprising of all sleepers from natural durable wood species only; and
(ii)
Treated, comprising the rest of the wood species.
(b) The average life of wooden sleepers varies with the species of timber. In the interest of both safety and
economy, it is essential that wooden sleepers more than five years old are thoroughly inspected every year
according to the following procedure:
(i)
The SSAE(Way) should carefully examine the track and bridge sleepers during
annual through packing/overhauling. Those requiring renewals during the year should be
marked at the ends. Details of these should be intimated to the Assistant Executive
Engineer. The SSAE(Way) shall maintain a record of sleeper replacement as per format
given in Table 1508(1)(b)(i) below:
Table 1508(1)(b)(i): Format for Maintaining Record of Sleeper Replacement
Location
Km
From
1
To
2
No of Sleepers
Marked
Number of
Sleepers
Replaced
Remarks
(ii)
The Assistant Executive Engineer should then test check the requirement given by
the SSAE(Way) at site and examine about 50 sleepers per Km. particularly at places where
the sleepers are more than 5 years old, and where the percentage of deteriorating sleepers
is reported to be 20 percent or more. The requirements together with the Assistant
Executive Engineer's observations should then be submitted to the Divisional Engineer.
(iii)
The Divisional Engineer should personally check these sections where abnormal
increase in the number of deteriorating sleepers is reported to ensure that serviceable
sleepers are not condemned prematurely.
(c) Unserviceable Sleepers: Generally a sleeper is unserviceable if it cannot perform the essential function
of holding the gauge, providing a satisfactory rail seat, permitting sleeper fastenings being maintained in a
tight condition, and retaining packing.
(d) Replacing unserviceable sleepers
(i)
It is advisable to carry out through sleeper renewal, before the percentage of
unserviceable sleeper reaches a level, when imposition of speed restriction may become
necessary. On secondary lines, only casual renewals may be resorted to.
- 24 -
(ii)
While doing casual/scattered renewals, priority should be given in replacing
unserviceable joint sleepers and unserviceable consecutive sleepers. Through sleeper
renewals should be carried out in continuous stretches. Released sleepers, after
reconditioning, should be used for scattered renewals. New sleepers should not be used in
sidings. If the percentage of unserviceable sleepers becomes high, speed restrictions may
have to be imposed as per the provisions of this Manual.
(2) Preparation of Sleepers
(a) End Binding
(i)
To protect the inner untreated portion of sleepers from being exposed to attack by
insects or fungi due to shatter and splitting of sleepers in track, systematic end binding of all
new and reconditioned sleepers should be done.
(ii)
For effective end binding both ends of the sleeper shall be held in a press so as to
close up all cracks and splits near the ends, and end binding done using a wire, hoop iron
or clips. In track depots, it may be desirable to deploy end strapping machines for end
binding.
Figure 1508(2)(a)(ii): End binding of Wooden Sleeper with Iron Rod

(iii)
For treated sleepers, end binding should be done before treatment.
(b) Adzing of Sleepers

(i)
When wooden sleepers are used without bearing plates or with mild steel flat
bearing plates, the cant of 1 in 20 for the rail seat is provided by adzing the sleepers using a
special template. It is desirable to accommodate the rail foot in a recess 3 to 5 mm deep in
the adzed portion of the sleeper to restrict the lateral forces being transmitted to the spike
and to protect the sleeper from getting spike killed. It must be ensured that the appropriate
template is used and sleepers are correctly adzed for the rail section to be used. The
operation of adzing and recess cutting should be carried out preferably in a track depot,
where the adzed rail seat may be treated with coal tar or creosote.
(ii)
For treated sleepers, adzing and recess cutting and boring should be done before
treatment.
(iii)
Sleepers for points and crossings should not be adzed.
(iv)
When canted bearing plates or chairs are used it should be ensured that the seat is
adzed or planed to ensure even bearing and that the two bearing areas are truly in the
same horizontal plane.
(c) Boring spike holes
(i)
Spike boles must be bored vertically right through the sleeper. The following sizes of
augers shall be as given in Table 1508(2)(c)(i).
- 25 -
Table 1508(2)(c)(i): Sizes of Augers for Wooden Sleepers

Diameter of Auger to be used for Boring hole(mm)
Name of
Common Wood
Species
BG
Soft woods
Hard woods
14
16
MG
BG
MG
For Plate/Rail Screws

20/22 mm Diameter
Spikes
12.7
14
16/18
18/20
For Plate/Rail
Screws 20/22
mm Diameter
16/18
18/20
Note: Plate screws are used for fixing bearing plates and rail screws are used for direct fastening of rail with
or without bearing plates.
(ii)
The augers used for boring hole shall be frequently dipped in oil. The holes after
being bored should be given a coating of coal tar or creosote.
(iii)
For treated wooden sleepers boring should be done before treatment.
(iv)
Plate or rail screws should always be screwed by box spanners and not driven by
hammers.
(d) Number of spikes per rail seat
(i)
The number of spikes to be used per rail seat on wooden sleepers on broad gauge
and meter gauge shall be as per Table 1508(2)(d)(i) below.
Table 1508(2)(d)(i): Spikes per Rail Seat on Wooden Sleeper-BG and MG
Location
No of Spikes
All joint sleepers, bridge timbers and turn

out sleepers with or without bearing plates
Intermediate sleepers on curves, with or
without bearing plates.
Intermediate sleepers on straights with
bearing plates
Intermediate sleepers on straights without
bearing plates
On sidings
Four spikes
Outer rail: Two spikes on the outside and
one spike on the inside
Inner rail: One spike only on each side of
the inner rail
Two spikes on outside and one spike on
inside on each rail.
One spike on outside and one on inside
on each rail.
Two spikes per rail seat - one inside and
one outside on all sleepers, including joint
and intermediate both on curves and
straight.
(ii)
In spiking rails to sleepers with four spikes only the two outer spikes should be in
one line on one side of the center line of sleeper and the two inner spikes in one line on the
other side of the center line of the sleeper.
(iii)
Additional screws or spikes may be provided wherever necessary at the discretion of
the Chief Engineer.
(e) Withdrawing spikes
(i)
Spikes must not be drawn out unless absolutely necessary for re-gauging. Every
time a spike is drawn out it reduces the grip of the spike in the same hole.
- 26 -
(ii)
When extracting dog spikes, the fulcrum on which the crow bar works should be
raised so that the spikes can be withdrawn vertically without enlarging the dog spike hole.
(iii)
If it is necessary to draw and re-drive spikes or to drive spikes in holes other than
those freshly bored, such spike holes should first be carefully plugged with tightly fitting
tarred wooden plugs and re-bored before spikes are driven.
(f) Coal-tarring Spike
The shanks of screw or dog spikes should receive a good coat of coal tar before being screwed into
sleeper. It is absolutely essential that spikes should press firmly against the foot of the rail.
(g) Use of bearing plates
(i)
Bearing plates may be provided on treated wooden sleepers with the prior approval
of Chief Engineer.
(ii)
Bearing plates should necessarily be used with sleepers/timbers on girder bridges,
turn outs, examination pits, joint sleepers and on sharp curves of radius less than 600
meters on broad gauge and meter gauge.
(iii)
Bearing plates should receive two coats of black oil prior to their being fixed to the
sleepers.
(h) Dating of Wooden Sleepers
(i)
When wooden sleepers including sleepers under points and crossings are laid, the
year of laying should be branded on each sleeper outside the rails, by omitting the first two
digits of the century. Thus '08' indicates that the sleeper was laid in the year 2008. All dates
shall be in one direction, which in the case of double line shall be the direction of traffic and
in the case of single line, in the direction of increasing kilometers.
(ii)
In the case of untreated wooden sleepers the dating will be done at the time of
laying and in the case of treated wooden sleepers, the dating will be done in the treatment
plant before treatment.
(3) Laying of wooden sleepers
(a) All wooden sleepers should be laid in track with the heart-wood downwards, which is with the outer age
rings uppermost. This is necessary to check percolation of moisture in to the sleeper more easily through
the modular rings, which would reduce the life of sleepers.
(b) When renewing sleeper without removing the rails, no two adjacent sleepers may be taken out at the
time nor may more than three sleepers in each pair, of rails be taken out at the same time. Care must also
be taken to have the new ones in place and well packed before a train is due.
Note: On certain sections where traffic is not heavy, it may be more economical to block the line for
renewing sleepers.
(c) The gauge of track on one, two or more sleepers casually renewed shall be the same as that on the
adjacent sleepers. A sudden change of gauge at a renewed sleeper may cause lurching.
(4) Packing sleepers
(a) The packing of wooden sleepers shall be done as follows: (i) on broad gauge, from either end of the
sleeper to 450 mm inside of the rail seat;
(ii) on meter gauge, from either end of the sleeper to 350 mm inside of the rail-seat; and
(iii) the rest of the sleeper is loosely boxed up, level with the top of the sleepers.
- 27 -
(b) Sleepers should not be straightened by the use of iron hammers or beaters, which would damage the
sleeper. Also when sleepers are being packed the gangs must strike the ballast and not the sleeper.
(c) When sleepers are being packed the ballast between the sleepers up to 50 mm below the bottom of
sleepers must be raked clear to get a clear beater stroke to pack, and there is lesser risk of hitting the
sleeper.
(5) Sleepers in sidings
New wooden sleepers shall not be used in sidings or in loop lines over which passenger trains do not run.
(6) Stacking of Wooden Sleepers
(a) Untreated wooden sleepers should be stacked in accordance with one of the methods shown in the
sketch below in lots of 100s and covered with at least 150mm thickness of earth as a protective measure.
The ground should be dressed to a flat slope and cleared of grass and undergrowth. In case the ground is
uneven, the sleepers, if left for some time in the stacks, may be permanently bent or warped, especially
with long ones, which makes them unfit for use in track. Untreated wooden sleepers should be stacked 50
mm apart in each course and as large a surface as possible of each sleeper should be exposed to the air
so as to facilitate drying and seasoning (see Figure 1508(6)(a)).
(b) Treated wooden sleepers, released second hand and scrap wooden sleepers awaiting disposal should
be stacked in horizontal layers without any gap, each stack shall be covered with 150 mm layer of earth for
protection from sun and fire. Also freshly cut sleepers will split if directly exposed to hot sun. Each sleeper
should be laid on the stack with its heart side downwards as it should be laid in the track. Besides covering
the top layer with earth the sides and ends of the sleepers on the outside of the stacks where exposed to
the sun should be smeared with a thick layer of wet earth (see Figure 1508(6)(b)).
Figure 1508(6)(a) and (b): Sketch Showing Stacking of Wooden Sleepers

(c) Old sleepers taken out of the track must not be left scattered along the line, but must be stacked at the
nearest gang hut or gate lodge. As and when a ballast train is available, these sleepers should be removed
to the nearest depot or convenient station. However, double handling should be avoided by obtaining
instructions for final dispatch of sleepers from the Chief Engineers office well in time.
(d) A 10 meter wide fire zone should be left around each group of 25 stacks and kept clear of grass and
other combustible materials.
(e) Special care should be taken with long sleepers, as these are costly besides being difficult to get.
- 28 -
(7) Reconditioning of Wooden Sleepers

(a) Reconditioning of all released wooden sleepers before their reuse shall be carried out in a centralized
depot. Spike-killed sleepers, which are otherwise in good condition, shall be systematically reconditioned
and reused.
(b) Plugging of spike killed sleepers in track: Sleepers without bearing plate can be reconditioned without
removing the sleepers from track. The sequence of operations shall be as under:
(i)
The fastenings viz. spikes, screws are removed and the sleeper cleaned of all dust.
(ii)
The existing holes should be re-bored so as to ensure that the existing holes are
adequately scrapped all round.
(iii)
The re-bored and cleaned spike holes shall be plugged using tapered octagonal
plugs of size of slightly bigger than the holes. These plugs are made from scrapped hard
wood sleepers (see figure below right).
(iv)
Before driving the plugs, these are dipped in a mixture of creosote and coal tar. The
plug should be driven right up to the bottom of the holes.
(v)
After plugging, a new hole would be bored at some distance in line with the old holes,
parallel to the center line of the track (see figure at above left). Then sleeper fastenings are
re-inserted in new holes.
(c) Reconditioning of released wooden sleepers in track depots: In the case of sleepers with bearing plates,
repairs to spike killed holes which would involve removal of the sleeper from the track for the purpose of
plugging the existing holes, re-adzing of the rail seat and bore-holes in new position are best carried out in
a depot. When reconditioning of sleepers is done in a depot, the following works should also be carried out:
end binding, re-adzing of rail seat, and spraying with coal tar or creosote.
(8) Maintenance of wooden sleeper track- some important points
(a) Intermixing of untreated and treated wooden sleepers should be avoided.
(b) Holes should normally not be drilled in the treated wooden sleeper in the field nor should adzing or
planing be done. However, if drilling of new holes or adzing or planing cannot be avoided, the holes and
surface should be treated with hot creosote.
(c) Untreated wooden sleepers shall be laid with sap wood on top and heart wood at bottom. Whereas
treated wooden sleepers should be laid with heart wood on top and sap wood below.
(9) Use of Elastic Fastenings on Wooden Sleepers
(a) The HRS Double Shank (DS 18) Elastic Spikes have been used on some meter gauge sections of the
Bangladesh Railway which were renewed with wooden sleepers.
- 29 -
(b) The maintenance of track with elastic rail spikes and wooden sleepers shall be done in accordance with
the provisions in this Manual and supplementary guidelines for the use and maintenance of elastic rail
spikes set forth in Annex 1508(9)(b). The Chief Engineer may issue any further instructions necessary in
these regards based on experience gained with maintenance of wooden sleepers provided with double
shank elastic rail spikes.
- 30 -
Annex 1508(9)(b)
MAINTENANCE OF METER GAUGE TRACK USING WOODEN SLEEPERS with HRS DOUBLE SHANK
ELASTIC RAIL SPIKES
1 General
1.1 The HRS Double Shank (DS 18) Elastic Spikes (see Figure A1.1 below) have been used on some
meter gauge sections of the Bangladesh Railway which were renewed with wooden sleepers. The
maintenance of track with wooden sleepers shall be done in accordance with the provisions in this Manual
and the supplementary guidelines for the maintenance of elastic rail spikes set forth in this Annex.
Figure A1.1: HRS Double Shank (left) and Single Shank (right) Elastic Rail Spikes
Note: The double shank (DS 18) and single shank (ES 18) elastic rail spikes for use with
wooden sleepers are the product of research by Hoesch Rothe Erde-Schmiedag AG,
Germany (HRS),
1.2 Advantages of Elastic Rail Spike
Typical advantages of the elastic rail spike are as follows:
1.2.1 Elastic rail spikes have adequate toe load which does not reduce under service and provide
sufficient elasticity to absorb vibrations and shocks caused by moving loads. The elastic spikes offer
adequate resistance to lateral forces for maintaining stability of the track. It helps in good maintenance
of track parameters.
1.2.2 Elastic spikes provide adequate resistance to longitudinal forces caused by acceleration or
deceleration of moving loads which develop creep of rails; elastic spikes have the ability to stand up high
frequency vibrations without requiring frequent adjustment.
1.2.3 The elastic spike has one piece construction and can be easily installed and maintained; there are
no loosening parts such as bolts, nuts and washers and thus handling and storage become easier.
- 31 -
1.2.4 The lateral forces are evenly transmitted to the spike shanks, which offer large support
surfaces to the sleeper material. The high strength of the heat-treated spring steel prevents
deformation of the spike even under considerable lateral forces. Its bridge, together with crosssection of the two shanks, acts as a rib which is in close contact with the outer edges of the
rail base, thus preventing an enlargement of the gauge.
1.2.5 A gradual cutting of the rail into the spike shanks is avoided by the large contact surface.
1.3 Toe load
1.3.1 The rail and the sleeper are held together with a spring force of 1500 kgs to 1800 kgs at
a spring deflection of 13 to 15 mm in the case of double shank spike (DS 18) and with a force of
750 kgs to 900 kgs in the case of single shank spike (ES 18).
1.3.2 This toe load of elastic rail spike does not decrease even after many years and prevents creep of
rails.
1.3.3 The use of suitable size/s of double and/or single shank elastic rail spike shall be based on
the given axle load of locomotive and rolling stock, rail section, speed of trains, density of traffic, and
quality of wooden sleeper.
2 Fixing of Elastic Spikes
2.1 The elastic rail spikes are normally fixed directly on the sleepers without using base plates.
2.2 To provide 1 in 20 cant to the rail, the wooden sleeper should be suitably adzed (see Figure A2.2
below).
Figure A2.2: Adzing and boring of Holes in Wooden Sleepers

2.3 For satisfactory performance of Double Shank Elastic spikes the sleepers have to be accurately adzed
and drilled as per standard drawing approved by the Chief Engineer. In order to obtain the desired
accuracy, the work should be done by-using a special precision jig manufactured to approved drawing.
2.4 The diameter of holes to be drilled in the sleeper shall be as follows:
Sal sleepers
Garjan and Keruing sleepers
- 32 -
16.5 mm
15.5 mm.
2.5 The holes for the spike shanks must be drilled at right angles to the adzed rail seat (see Figure
A2.5 - top). This may be done in the permanent way depot or workshop of SSAE (Way). The drilling
of holes may also be done at site using suitable templates (see Figure A2.5 bottom). The templates
will enable the holes to be placed at the correct spacing and at right angles to the rail seat.
Figure A2.5: Preparation of Wooden Sleeper for Elastic Spikes (top) and Template (bottom)
2.6 For ensuring proper insulation with the elastic spike arrangement, the holes drilled for the shanks
shall not penetrate the full sleeper depth. The depth of the bore hole should be 5 to 10 mm more than
the length of the spike shank (see Figure A2.5 top).
3 Driving and extraction of Elastic Spikes
3.1 The elastic spikes are so designed that they remain firmly in position and do not become loose like the
conventional fastenings such as dog spikes. Elastic spikes do not therefore require frequent re-driving as in
the case of dog spikes. If however it is noticed that a elastic spike has worked up, it should be re-driven as
per the procedure given herein (see Figure A3.1 below).
3.2 The elastic spikes shall not be loosened or removed during the normal maintenance operations. If it
becomes necessary to remove elastic spikes due to some special reasons such as an accident, the
removal and re-driving shall be done as per the procedure laid down, and under the supervision of
SSAE(Way)/ SAE(Way).
Figure A3.1: Correct driving of Elastic Rail Spikes

- 33 -
3.3 Permanent way gangs maintaining track with elastic spikes shall be equipped with a set of hammer and
bond piece. A set of tools for extraction of the elastic spikes shall be available with SSAE(Way) (see Figure
A3.3 below).
Figure A3.3: Tools for Extraction and Driving of Elastic Rail Spike
3.4 Divisional Engineer shall ensure that the supervisor, gang mate and keyman are briefed and given
proper training with regard to the procedure to be followed for driving and extraction of elastic spikes and
the precautions to be taken with the use of elastic spikes.
- 34 -
1509
Steel Trough Sleepers
(1) General
(a) Paucity of wooden sleepers and further to conserve meager forest resources led to use of alternative
steel sleepers on the meter gauge of Bangladesh Railway. Pressed steel trough sleepers weighing
approximately 33.2 kg with rigid key fastenings and elastic fastenings are being used (see Figure
1509(1)(a) below).
Note: Except on some secondary lines steel sleepers have have been laid with welded pad plates and
elastic rail clips.
Figure 1509(1)(a): Steel Trough Sleepers

(b) Locations where use of steel sleepers is to be avoided
Steel is liable to corrosion as such steel sleepers shall not be used near coastal and other areas vulnerable
to corrosion. These include but may not be limited to:
(i)
Station platform lines and goods sidings which are usually not ballasted or the
ballast has been choked with earth and garbage that can foster corrosion in steel sleepers.
(ii)
Level crossings, where the sleepers remain permanently covered resulting in
corrosion.
(iii)
Steel trough sleepers shall not be laid in areas with corrosive soils. The undesirable
corrosive effect can be considerably reduced if cushion of clean ballast is provided under
the sleepers and cleaning of ballast is done regularly. Before laying steel sleepers in such
regions, the underside of steel trough sleepers should be coal-tarred.
(iv)
Running lines between station limits and beyond where track circuiting exists or is
expected to be installed.
(2) Laying of Steel Trough Sleepers
(a) Care in linking of track: The linking of track on steel trough sleepers should take particular note of the
following:
- 35 -
(i)
Adequate quantity of ballast should be provided.
(ii)
Track should be opened out in advance of linking up to the bottom of existing
sleepers in the center of the track and sloped down to the toe of the ballast section.
(iii)
After the old rails and sleepers have been dismantled and formation leveled, the
specified minimum depth of ballast cushion shall be spread out.
(iv)
The new steel trough sleepers should then be laid and filled with ballast by means of
shovels and beaters. This process will raise the track to some extent above the initial level.
(v)
Where, however, raising of track is not possible, excavation should be done to a
depth or 75 mm below the bottom of sleepers and sloped down by 40 mm to the toe of the
ballast section. After the old sleepers have been removed, the hardened cores should be
broken up and spread out and new steel trough sleepers shall be laid.
(vi)
Steel trough sleepers should be packed firmly from the rail seat to the end of the
sleepers and 30 cm from rail seat inside the rail; the remaining central portion of the sleeper
trough should be filled with ballast loosely. The limit of the portion to be loosely packed
should be marked with two white paint lines. This will obviate center binding of the sleeper,
which may result in its rocking under load, bad riding and possible damage to the sleeper.
(vii)
On steel sleepers, kinks in rails are fatal for good alignment. In the course of linking,
minute attention must be paid to correct aligning and squaring while spreading and keying
the sleepers. Once the sleeper troughs bed into ballast, removal of alignment defects is
difficult and may not be effective. All kinks in rails must be removed before the rails are laid
on steel sleepers.
(b) Spacing and keying of steel sleepers
(i)
The spacing of steel sleepers shall be done as per instructions issued by the Chief
Engineer.
(ii)
With spring steel loose jaws on steel trough sleepers it is possible to drive all four
two-way keys in the same or opposite directions. The purpose of the four keys on each
steel trough sleeper is to permit minor adjustment in the position of rails to secure uniform
gauge (see Figure 1509(2)(b).
(iii)
In the case of
double line, all four
keys shall be driven
in the direction of
traffic for providing
effective deterrent to
creep.
(iv) On single line,
generally
uniform
drive of both inside
and outside keys
gives correct and
uniform
gauge.
Although some slight
variation may need
to
be
made
depending on the
actual condition of
materials.
Figure 1509(2)(b): Sketch of Mild Steel Keys
- 36 -
(3) Use of elastic fastenings on steel sleepers

(a) Modified loose jaws: For laying long welded rails on steel trough sleepers, modified loose jaws may be
used with elastic rail clips and grooved rubber pads as shown in Figure 1509(3)(a) below.
Figure 1509(3)(a): ERCs on Steel Sleepers Using Modified Loose Jaws

(b) Welded steel rail pad: An alternative design provides for a steel rail pad of requisite size matching that
of the rail foot to be welded on the steel trough sleeper at an appropriate place as indicated in Figure
1509(3)(b) below. A rubber pad/ sole plate is interposed between the rail foot and top of the sleeper to
impart elasticity to the assembly. The elastic rail clips driven into position complete the assembly.
Figure 1509(3)(b): Steel sleeper with Welded Steel Steel Pad and Elastic Rail Clips
1510
Maintenance of Track with Steel Sleepers
(1) Routine maintenance

(a) Alignment on Steel sleeper track: Before aligning track, the following jobs must be done:
(i)
Squaring of sleepers;
(ii)
Gauge the track by adjusting the rails so that keys are driven after squaring sleepers;
(iii)
Break the shoulder of ballast outside the steel trough sleepers and the ballast core
on the inside edges of the trough, and remove the ballast to facilitate lateral movement;
(iv)
Loosen the keys of the rail which is not the sighting rail, to permit longitudinal
movement which although small, must be allowed for;
- 37 -
(v)
The track should now be slewed in the normal manner;
(vi)
After aligning, square the sleepers, tighten the keys using gauge, and fill the ballast
inside the trough to prevent lateral movement.
(b) Packing of steel sleepers: Both ends of the sleeper should be lifted at the same time; if each end is lifted
separately, then after the first end has been packed, packing of the other end will slightly raise the sleeper
under the first end off its bed. Packing of both ends of steel trough sleepers at the same time will ensure
that the cross levels or cant are adjusted at the same time.
(c) Precautions during maintenance
(i)
Corroded or damaged sleepers should not be boxed with ballast until replaced.
(ii)
Keymen should be warned against indiscriminate driving of keys, which may induce
kinks in rails due to there being no fixed lug on the outside to fix the gauge line. Over driving
of the keys may give a permanent set to the spring jaws. On sections laid with steel
sleepers, standard 1.8 kg keying hammers only shall be used.
(iii)
In steel trough sleepers with loose jaws and two way keys, the holes in the sleepers
get elongated due to wear. Half-moon tapered washers should be used, to make up for the
wear on the holes.
(iv)
Do not attempt to remove slight kinks in the alignment by driving keys.
(v)
Do not gauge the sleeper without squaring.
(vi)
Do not pack sleepers in the center.
(vii)
Do not lift the track by applying the lever to the end of the sleeper.
(viii)
Do not hammer the sleeper with a bar or beater.
(2) Inspection of old steel sleepers

Steel sleepers which have been in track for more than 20 years should be inspected every year for any
signs of deterioration and defects, such as:
(i)
Rusted and corroded metal;
(ii)
Cracks at the rail seat or near the lugs;
(iii)
Elongation of holes.
(3) Reconditioning of steel sleepers

Old steel trough sleepers worn at rail seats or with elongated holes shall be reconditioned by welding mild
steel pad plates and drilling new holes for use with two way keys or modified loose jaws and elastic rail clip
fastenings (see paragraph 1509(3)(b) above).
1511
Concrete Sleepers
(1) General
(a) Background: Traditionally, railway tracks were laid on timber sleepers, shortage of which led to the use
of iron and steel sleepers. To support increasing train loads and speeds, concrete sleepers are now
popular with most railway systems. In general, the sleepers are required to:
(i)
support and restrain the rail foot;
- 38 -
(ii)
sustain and distribute loads from the rail foot to the underlying ballast;
(iii)
maintain the rail gauge and shape, and preclude rail inclination and track instability;
(iv)
withstand longitudinal, lateral and vertical rail movements;
(v)
provide insulation between parallel rails, and
(vi)
resist wearing and loading, and endure weather conditions from cold to hot, and
from rain to drought.
(b) The need to lay modern track on high density routes of the railway system has led to the use of
concrete sleepers for construction of new lines and renewal of existing tracks on Special Primary and
Primary routes. Wooden and steel sleepers cascaded from the main lines continue to be used on
Secondary and Tertiary routes.
(c) Types of concrete sleepers
(i)
Concrete sleepers can be of one piece called mono-block prestressed concrete
(PSC) sleepers or may consist of two separate blocks connected by a steel tie rod, which
are called twin-block reinforced concrete (TBC) sleepers (see Figure 1511(1)(c)(iii)-1 below).
(ii)
Mono-block PSC sleepers: These can be of uniform dimensions or of variable
dimensions and are manufactured using pre-stressing technology. Depending on the
system of prestressing used in manufacture, mono-block PSC sleepers may be of posttensioned type (an example of which is the Dwidag system of Germany) or pre-tensioned
type, manufactured by long line pretensioning methods. Prestressed concrete sleepers are
manufactured from concrete mix of high strength of 600 kg/cm2 that is prepared using high
quality super fine cement and high tensile steel wire or strands.(iii) Mono-block PSC
sleepers of the pre-tensioned type are widely used on most world railways. These have
been standardized for use on Bangladesh Railway (see Figure 1511(1)(c)(ii)-1 and Figure
1511(1)(c)(ii)-2 below). Mono-block PSC sleepers have been laid on the meter gauge and
dual gauge tracks.
Figure 1511(1)(c)(ii)-1: Mono-block PSC Sleeper for MG
Figure 1511(1)(c)(ii)-2: Mono-block Prestressed Concrete Sleeper for MG

- 39 -
(iii)
Twin-block reinforced concrete (TBC) sleepers: A twin-block sleeper consists of two
reinforced concrete blocks connected by steel tie-bar (see Figure 1511(1)(c)(iii)-1). The
reinforced concrete blocks are placed on the ballast to support the rails (see Figure
1511(1)(c)(iii)-2. Twin-block sleepers of this type are being increasingly used within the
railway networks of Western Europe notably in France.
Figure 1511(1)(c)(iii)-1: Twin-block Reinforced Concrete Sleeper
Figure 1511(1)(c)(iii)-2: Two Block Reinforced Concrete Sleeper (part view)

(d) Identification of concrete sleepers: Concrete sleepers can be identified by the type-lettering showing the
name of the manufacturer, the year of manufacture, and code letter of the sleeper type embossed in the
concrete on the top surface of sleepers (Figure 1511(1)(d)).
Figure 1511 (1)(d): Identification Markings on a PSC Sleeper Laid in Track

(BR DG for dual gauge, 90A rail, and batch 20C)
- 40 -
(2) Advantages of Concrete Sleepers

The main advantages of concrete sleepers compared with wooden and steel sleepers are as follows:
(a) Concrete sleepers being heavy provide much greater strength and stability to track, and are specially
suited to long welded rails due to the high resistance offered to any track displacement in the lateral,
longitudinal and vertical directions under the dynamic loads imposed by trains and the thermal stresses
induced in the rails by changing temperature.
(b) Concrete sleepers with elastic fastenings can maintain the main track parameters of gauge, cross levels
and alignment much better and with greater retentivity.
(c) Because of flat bottom and weight, concrete sleepers are best suited for mechanized maintenance with
heavy on-track tamping and other machines. For these reasons concrete sleepers with long welded rails
are recommended for use on high speed and high density routes.
(d) Concrete has poor electric conductivity, as such concrete sleepers are specially suited for modern
signaling and equipment for the safety of operations that require track circuiting.
(e) The economic life of concrete sleepers is estimated to be about 50 years. Although concrete sleeper
track entails higher capital investment compared with other sleepers, such track requires lesser
maintenance when coupled with LWR/CWR. Overall concrete sleeper track is generally more economical in
terms of life cycle cost. It should be noted that the fastenings on concrete sleepers may need to be
renewed at shorter intervals based on the location and usage of tracks.
(f) Concrete sleepers can be mass produced using local resources but with appropriate quality controls
during manufacture. Concrete sleepers also provide a more environmentally acceptable alternative to
wooden and steel sleepers.
(g) However, concrete sleepers are brittle and need to be handled with care, preferably using appropriate
machines. For the same reason concrete sleepers are not amenable to beater packing by labor.
(3) Guidelines for use of concrete sleepers
(a) Concrete sleepers for new lines
(i)
New lines on broad gauge, meter gauge and dual gauge, including those converted
from meter gauge shall be laid with concrete sleepers and elastic fastenings of approved
designs.
(ii)
Running lines in station yards shall be laid to the same standard as the main line
track.
(iii)
Other lines in station yards shall be laid with second quality PSC sleepers and/or
two-block concrete sleepers using synthetic dowels and rail screws that are suitable for
track circuiting.
(b) Concrete sleepers for Renewals
Prestressed concrete sleepers shall be used for all renewals of track with new materials on Special
Primary, Primary and Secondary routes on broad gauge and meter gauge (Paragraph 1502).
(c) Concrete sleepers for Turnouts
On sections laid with concrete sleepers, turnouts on the main lines and running lines shall be laid with
concrete sleepers.as per design to be approved by the Chief Engineer/ Engineer in Chief. Suitable designs
of PSC sleepers for turnouts are now available for use.
- 41 -
(d) Concrete sleepers and Long Welded Rails

(i)
Concrete sleepers shall normally be used only with LWR/ CWR. The conditions for
laying LWR/CWR in accordance with the Manual of Instructions on Long Welded Rails shall
apply.
(ii)
Concrete sleepers have been developed for use with switch expansion joints and at
level crossings, which should be used in LWR/CWR tracks.
(iii)
Concrete sleepers have been developed for use on curves on which tracks is to be
laid with wider gauge.
(e) Concrete sleepers on curves
Concrete sleepers may be laid on curves up to 8 degree curve on broad gauge and dual gauge and 10
degree curve on meter gauge track subject to the following conditions:
(i)
The track on the curve shall be laid with LWR/short welded rails, subject to the
Manual of Instructions on Long Welded Rails;
(ii)
Gauge widening and check rails shall be provided as per the provisions of this
Manual.
(iii)
The standard ballast profile shall be maintained; and
(iv)
Lubricant shall be used on the gauge face of the rail to reduce wear and tear of rails.
(f) Purpose of guidelines

It should be noted that the purpose of these guidelines is to eliminate the use of environmentally unfriendly
wooden sleepers in track.
(4) Elastic Rail Clip (Pandrol Clip) Assembly for Concrete Sleepers
(a) Fastening for Concrete sleepers
(i)
The introduction of LWR/ CWR track gave rise to the need for fastenings with
greater elasticity, particularly in the case of concrete sleepers, which are susceptible to
impacts.
(ii)
There are various types of elastic fastenings that have been developed for use with
concrete sleepers. The Elastic Rail Clip (ERC) or Pandrol clip is the most widely used
elastic fastening on concrete sleepers. It has been standardized for use on Bangladesh
Railway.
(b) Elastic Rail Clip (ERC)
(i)
The ERC is a fit and forget type of fastening which has few components and is
virtually maintenance free. The toe load is obtained through self tensioning of the clip in the
rail sleeper assembly. Figure 1511(4) on the next page includes various diagrams showing
the ERC and components and assembly of the fastening system.
(ii)
The ERCs are manufactured from 20.32 mm diameter silico-manganese spring steel
bars suitably shaped, heat treated and tempered to give a toe load of 710 kg for a nominal
deflection of 11.4 mm. The toe load is quite adequate to ensure that there is no relative
movement between the rail and sleeper, if the ERC is fully effective.
- 42 -
(c) Cast Iron inserts

(i)
The elastic rail clips are held or anchored by cast iron inserts (4 per sleeper) cast
integrally with the concrete sleeper (see Figure 1511(4)(B) below).
(ii)
The inserts are manufactured using malleable or spheroidal graphite cast iron. The
stem of the insert which is embedded in the concrete is suitably shaped to offer adequate
pullout resistance.
(iii)
Inserts must strictly conform to the standard specifications in respect of metallurgy
and manufacturing tolerances. Also during casting of the concrete sleepers, the positioning
of the inserts must conform to the allowable tolerances. Any laxity in this regard may affect
the toe load of the ERC and the performance of the fastening system in track, particularly
LWR/CWR.
(d) Insulating liners
(i)
Composite insulating liners 4mm thick, consisting of a metallic backing plate and a
nylon moulding are used in the ERC assembly. The liners have slope to match the slope of
rail foot or flange (see Figure 1511(4)-(D)).
(ii)
The composite liners provide necessary electrical insulation for the sleeper for use in
track circuited areas.
(iii)
At locations where track circuiting is not contemplated, mild steel liners (4mm thick)
can be used in lieu of composite insulating liners.
(iv)
All liners must conform to the standard specifications approved by the Chief
Engineer/ Engineer in Chief.
(v)
The liner seat area on the rail flange, particularly on the gauge face side, is
amenable to corrosion and needs appropriate inspection and maintenance.
Figure 1511(4): (A) ERCs 3-views
(B) Cast Iron Insert 3-views
(C) Assembly at Rail Seat with Elastic Rail Clips
(D) ERC Fittings for Concrete
- 43 -
Sleepers
(E) ERC fitted in Eye of Insert Cast with Concrete

Sleeper
ERC-3 Point Contact
Figure 1511(4): ERC Assembly at Rail Seat with Components

(e) Grooved rubber pads or sole plates
(i)
Grooved rubber pads or sole plates about 4mm thick are placed beneath the rail
over the sleeper seat for electrical insulation and affording resilience. The size of grooved
rubber sole plate should match the size of rail flange and top width of sleeper at rail seat
(see Figure 1511(4)-(D).
(ii)
Problems associated with rubber pads include its working out from the sleeper seat
and/or permanent set or crushing of the pad.
(f) ERC Fastening Assembly
(i)
The ERC assembly on a concrete sleeper (two rail seats) requires 4-ERCs, 2 rubber pads and 4 liners (metal or composite for insulation in track circuited sections).
These fittings are shown in Figure 1511(4)-(C) and (D). The fittings must conform to the
standard specifications approved by the Chief Engineer/ Engineer in Chief.
(ii)
The toe load of ERC is activated through a three-point contact with the rail-sleeper
assembly. When properly driven, the central leg of the elastic rail clip is inserted in the eye
of the metal insert with its heel resting on the insert shoulder and its toe bearing on the rail
foot through the metal/insulating liner as shown in Figure 1511(4)-(C). In order to ensure
that correct toe load is exerted, the ERC should be driven to such an extent that the outer
leg of clip flushes with outer face of the hole in cast iron insert of the concrete sleeper.
(iii)
The three point contact of the ERC and the direction of the force at each contact
point are shown by the arrows in Figure 1511(4)-(F).
(iv)
In the driven position the clip deflects from its free-form shape to exert toe load on
the rail foot. The friction grip of the ERC in the groove of the insert is two to three times that
of clip on the rail. Therefore, rail creep forces are unable to dislodge the clip from its
housing. This helps to resist creep in both directions which is an essential requirement for
stability of LWR/CWR.
(v)
The static toe load of 710 kg per clip gives a total rail to sleeper load of 2840 kg.
Assuming rail to pad coefficient of friction of 0.5, the ERC fastening assembly gives a rail to
sleeper resistance of 1420 kg. This is more than the average sleeper to ballast resistance of
about 1000 kg per sleeper. Therefore movement between the rail and sleeper is less likely.
(vi)
The ERC can be driven with the help of an ordinary 2 kg hammer and requires no
special tools. Except the anti-vandal clip that needs a special tool for its removal.
(vii)
As a modification flat toe elastic rail clips have been developed for improving the
bearing of the clip on the insulating liner and rail foot (see Figure 1511(4)(f)(vii)).
- 44 -
(viii) Also anti-vandal elastic rail clip is used in sections pron e to theft of the clips. The
anti-vandal clip cannot be driven out by a hammer and requires a special tool for freeing the
leg of the clip an pushing it out of the hole in the insert.
(ix)
Maintenance of ERCs is covered in paragraph 1512(5).
Figure 1511(4)(f)(vii): ERS Clip with Flat Toe for MG

(5) Handling and laying of concrete sleepers
(a) Concrete sleepers are heavy and manual handling is not only difficult but may even cause damage to
the sleepers. Mechanical handling of concrete sleepers, therefore, becomes necessary. For this purpose,
the mechanical relaying systems consisting of portal cranes are used. Advanced railway systems also
make use of relaying trains that are able to handle and lay concrete sleepers mechanically.
Note: The weight of a broad gauge PSC sleeper is about 270 kg (exclusive of fastenings), that of a dual
gauge concrete sleeper is about 365 kg and meter gauge concrete sleeper is about 160 kg.
(b) During maintenance operations when
it may be necessary to handle one or two
sleepers. Tongs for holding sleeper from
the insert should be used.
(c) Also during maintenance operations if
spacing is to be corrected, it may be
difficult to move concrete sleepers in
track due to its mass and ballast
resistance. For this purpose a hydraulic
sleeper spacer is used as shown in
Figure 1511(5)(c) at right.
Figure 1511(5)(c):Hydraulic Sleeper Spacer
(d) The procedures for relaying track with concrete sleepers using mechanized portal cranes and manual
laying of concrete sleepers are described in Chapter XVI- Relaying of Track.
(6) Concrete sleepers in turnouts
(a) Use and care in handling
In principle concrete sleepers should be used in turnouts wherever main line tracks have been laid with
concrete sleepers. This will also help to conserve scarce forest resources and assist in environmental
conservation. While laying concrete sleepers in turnouts care shall be taken in respect of the following:
- 45 -
(i)
The loading of concrete sleepers for turnouts should be properly and carefully
done on flat wagons (BFR type). Most sleepers will need to be loaded parallel to the
track on BFRs, duly supported and packed with wooden battens to prevent damage.
(ii)
The unloading of turnout concrete sleepers shall be done by means of a crane
near the proposed location on firm and level ground, and alternatively to a nearby
siding. While unloading due care shall be taken that the sleepers or the inserts are not
damaged.
(b) Site preparation for laying: It shall be ensured that there is 30 cm clean ballast cushion below the
bottom of sleeper. The ballast bed shall be leveled. Any variation in level may affect the gauge adversely.
Sufficient ballast shall be stacked along the cess to enable the filling of ballast in the cribs on the day of
laying. The turnout area shall have good drainage to avoid accumulation of water.
(c) Assembly of turnout on concrete sleepers:
(i)
The turnout will be assembled complete on level ground adjacent to the site of
laying or on the loop line connected to the turnout.
(ii)
Spacing of sleepers shall conform to the layout drawing. In the switch portion,
the sleepers shall be perpendicular to the straight track. In the lead portion, sleepers
shall be inclined at half the angle between the normal to straight and curved track at
that point as per the layout drawing.
(iii) The spacing of the sleepers in the lead portion should be as per layout drawing
for either radial or fan shaped layout (see sketches below). The spacing is worked out
separately for both the rails.
(iv) In the traditional 1:8.5 and 1:12 turnouts, the sleepers in the switch portion, lead
portion and crossing portion are as under:
Turnout
Switch
Lead
Crossing
(Sleeper number)
1:8.5
1-13
14-41
42-54
1:12
1-20
21-64
65-83
(v)
The sleepers in the crossing portion shall be laid perpendicular to the line
bisecting the crossing.
(vi) Sleeper numbers 3 and 4 (from switch side) may be placed for housing motor.
The approach sleeper in advance of switch portion should be provided without fail,
these are for gradual elimination of inclination of the rail (1:20). Similarly, the exit
sleepers behind the crossing portion should also be provided for gradual introduction
of rail inclination (1:20).
(d) Insertion of pre-assembled turnout
(i)
The assembled turnout may be inserted in position in three parts, i.e., switch,
lead and crossing portions or combination of these depending on the capacity of the
handling equipment. Each part shall be lifted by means of cranes or rollers.
(ii)
Figure 1511(6)(d)(ii)-1 shows the procedure in the replacement of a turnout with
a preassembled turnout using a tracked crane with a lifting capacity of about 30 tons.
A schematic diagram of the tracked crane is shown in Figure 1511(6)(d)(ii)-2 below.
- 46 -
Figure 1511(6)(d)(ii)-1: (1) Clockwise from Top left: assembly of turnout on concrete sleepers with
signaling gear fitted; (2) Assembled turnout panel being moved with tracked crane for renewal; (3)
Existing turnout being removed by crane; and (4) New turnout placed in position.
Fig: 1511(6)(d)(ii)-2: Changing of Diamond Crossing with 30-Ton Tracked Crane

(iii) Manual insertion: Manual insertion of concrete sleeper turnout can only be done
sleeper by sleeper ensuring that the alignment and level are within permissible limits.
The work shall be done under a suitable speed restriction and with appropriate
protection of track, and adequate mechanical means for packing the sleeper. This is
not the preferred method because long and heavy turnout sleepers may get damaged
and there is generally less space between tracks for sleeper insertion.
- 47 -
1512
Inspection and Maintenance of Concrete Sleeper Track
(1) Inspection
(a) Concrete sleeper track requires less maintenance than track with wooden or steel sleepers. However, it
involves additional responsibilities to routine inspection. Inspection of track by maintenance officials shall
be carried out regularly by motor trolley, push trolley, and on engine foot-plate to monitor the riding quality
and identify the causative defects in track geometry.
(b) Routine inspection by officials: The routine Inspection of concrete sleeper track by maintenance officials
shall be done as follows:
All the inspections as mentioned in Volume 1 of Way and Works Manual will be performed. Special
emphasis should be given for the following:
Divisional Engineer/ Executive Engineer
(i)
Inspect the entire track laid with PSC sleepers within his jurisdiction once in a month
by motor trolley and engine foot-plate.
(ii)
By engine: As frequently as possible in the day-light, ensuring that Special Primary
and Primary sections are inspected at least once in a month and other sections at least once
in two months.
(iii)
Night signal inspections will be carried out once in a year.
(iv)
Every year inspect at his discretion a certain number of points and crossings,
particularly in running lines and such others as recommended for renewals.
(v)
Inspect the switch expansion joints/buffer rails in LWR/CWR for gaps and structural
soundness, as well as the movement at center of LWR/CWR at least once every six months
(vi)
Joint senior officers inspection. Once a year as scheduled by Divisional Railway
Manager
Assistant Executive Engineer
(i)
Inspect the entire track laid with concrete sleepers once a month by push trolley.
(ii)
Inspect the entire jurisdiction twice a month on engine foot-plate.
(iii)
Check attendance of gang, record track deficiencies, important works to be done and
initial the muster sheet.
(iv)
Inspection by Engine: The entire sub-division should be covered by engine of a fast
train once a month in the daylight.
(v)
Inspect, once a year, all points and crossings on running lines and 10 percent of the
points and crossings on other lines.
(vi)
Accompany the Track Recording Car runs and track tamping machine in his
jurisdiction and take down notes regarding the spots which need attention.
(vii)
Inspect the switch expansion joints/buffer rails in LWR/CWR for gaps and structural
soundness, as well as the movement at center of LWR/CWR at least once every six months.
(viii)
Inspection and maintenance of LWR/CWR track, as laid down in the Manual of
Instructions on Long Welded Rails.
- 48 -
Senior Sub-Assistant Engineer/Way

(i)
Inspect the entire track laid with concrete sleepers within his jurisdiction once a week
by push trolley and on engine foot-plate.
(ii)
Accompany the Track Recording Car runs over his section, take down the locations
which are not running well and take action to rectify the defects.
(iii)
Once a fortnight, examine the small machines including light duty tampers under his
charge and arrange for repair and replacement.
(Iv)
Inspect points and crossings in passenger running lines once every three months by
rotation and on other lines once every six months by rotation.
(v)
Inspect and maintain LWR/CWR track, as laid down in the Manual of Instructions on
Long Welded Rails.
Sub-Assistant Engineer/Way
(i)
SAE/Way shall inspect the entire track laid with concrete sleepers within his
jurisdiction twice a week by push trolley and on engine foot-plate.
(ii)
Accompany the track recording car runs over his section, take down the locations
which are not running well and take action to rectify the defects.
(iii)
Inspect points and crossings in passenger running lines once every three months by
rotation and on other lines once every six months by rotation.
(iv)
Inspect and maintain LWR/CWR track, duties and responsibilities as laid down in the
Manual of Instructions on Long Welded Rails to be followed.
Gang Mate
(i)
Gang mate will be in-charge of the gang beat of concrete sleeper section. He will
attend to the track with the waymen in the gang according to the instructions of SSAE/Way or
SAE/Way.
(ii)
Inspect by foot the whole gang length once a week. He is to inspect by foot his entire
beat (track and bridges) and return along the opposite rail to that taken on his outward
journey.
(c) Instrument-based monitoring of track
Besides regular inspection of track by permanent way officials and staff as given above and as per this
Manual, track laid with concrete sleepers shall be monitored for assessing the quality of running using
Track Recording Car (if available) and/or other instrument-based methods, followed by appropriate
attention to track for rectification of defects.
Note: In sections having concrete sleeper track and conventional track with wooden and/or steel sleepers
the inspection schedule for conventional track shall apply, duly covering the requirements of inspection of
concrete sleeper track.
(2) Systematic Mechanized Maintenance
(a) Use of heavy on-track machines: Concrete sleeper track should be maintained only with heavy on-track
tampers, supplemented by light tamper with off-tracking capability, and off-track hand-held tampers as
required. Steel beaters and crow bars shall not be used for packing concrete sleepers because that could
serious damage to the bottom corners of concrete sleepers.
- 49 -
(b) On sections where heavier rails and concrete sleepers have been laid, systematic maintenance of track
using on-track tamping machines shall be carried out on a planned basis and the program of machine
tamping advised to all concerned.
(c) Once a year the entire length of concrete sleeper track shall be given one round of through tamping,
lining and leveling with on-track tamping machine. On sections of track with concrete sleepers, periodical
overhauling of track, as done during manual maintenance of wooden sleeper track will not be required.
(d) The additional items of maintenance, including care of fastenings, dressing of ballast and others shall
be carried out by the permanent way gangs and labor provided on the tamping machine.
(e) The pre-tamping, during tamping and post-tamping attention to track should be given as indicated in
paragraph 1561(4).
(f) The working of on-track tamping machine in a block section shall be done under proper line clear and in
accordance with special instructions issued by the Chief Engineer. In no circumstances shall a tamping
machine be taken in to the block section without permission in writing to do so from the station master.
(g) The Assistant Executive Engineer and SSAE(Way) shall arrange line blocks for the working of the
tamping machine, and shall personally supervise the work of tamping, lining and leveling or lifting of track.
(h) A machine deployment program shall be prepared by the Chief Engineers office on a six-monthly basis,
based on the need for tamping of tracks and the demands advised by Divisional Engineers considering the
condition of track and the results of inspections. This program shall be circulated to the divisions in
advance.
(i) The annual deployment program should take consideration of the working restrictions
imposed by the Manual of Instructions on Long Welded Rails based on the ambient/rail
temperatures in the area. Maintenance work by on-track tamping machines shall conform
strictly with the aforesaid Manual, particularly with regard to the range of working rail
temperatures, speed restrictions to be imposed during and after the tamping, and the period
of consolidation and restoration of normal speed.
(3) Routine maintenance of concrete sleeper track
(a) Annual maintenance program
(i)
The annual program for routine maintenance on concrete sleeper track maintained
with on-track tamping machines shall generally follow the schedule in the table below.
(b) Spot attention and slack picking by gangs
(i)
For spot attention or slack picking directed track maintenance (DTM) procedure shall
be followed, using off-track tampers or light hydraulic tamper (Chinese make) shall be used
as a regular measure on concrete sleeper track in the following areas: picking up slacks in
isolated stretches, points and crossings, approaches to bridges and level crossings, and
buffer rail joints/glued joints in LWR and block insulated joints/glued joints in track circuited
stretches.
(ii)
In addition to machine tamping, in terms of the annual maintenance program, the
gangs will carry out systematic attention to track from one end of gang beat to the other
during the working season, including but not limited to the jobs listed below.
(iii)
Examination of rails, sleepers and fastenings including measurement of toe load of
elastic rail clips.
(iv)
Inspection of and attention to insulated joints and switch expansion joints.
(v)
Attention should be given to points and crossings.
- 50 -
Period
Post monsoon attention (for 6-7
months after end of the
monsoon)
Work
Immediately after end of monsoon, attend to run
down stretches in the entire gang length.
Thereafter the following schedule of work shall be
followed:
i. Picking of slack 1-2 days in a week
ii. Remaining days shall be allotted to
a. Annual systematic attention.
b. Overhauling of level crossing
c. Destressing of LWRs
d. Spot renewals of rails, sleepers etc
e. De-weeding
f. Cold weather patrolling
Pre-monsoon attention (for 2 i. Picking of slacks 1-2 days in a week
months
before
onset
of ii. Remaining days shall be allotted to:
monsoon)
a. Clearing and repair to side and catch water
drains and cleaning of waterways.
b. Attention to yard drainage
c. Spot renewals of rails, sleepers etc.
d. Shallow screening of specified lengths.
e. Hot weather patrolling
Attention during monsoon (for a. Picking of slacks as required
3-4 months)
b. Normal track maintenance of yard lines.
c. Cleaning, removal of loose boulders from
cuttings to ensure free flow of water
d. Monsoon patrolling
e. Maintenance of side catch water drains.
f. Repairs to cess and bank
Notes: (i) Maintenance schedule on LWR track shall, in addition, conform to special instructions in the
Manual of Instructions on Long Welded Rails. (ii) Spot renewal of rails and sleepers shall be done as
needed. (iii) Destressing of LWRs shall be done as per requirement and schedule to be prepared by
SSAE(Way), as per provisions of the Manual of Instructions on Long Welded Rails (v) Lubrication of elastic
rail clips shall be done by keyman as per the provisions of paragraph 1512(6)(d). (vi) Oiling and greasing
and visual inspection of fish plated joints shall be done as per paragraph 1529.
(vi)
Packing of approaches of bridges, level crossings, breathing lengths of long welded
rails and bad formation areas.
(vii)
Shallow screening of track, minor repairs to cess of bank, and boxing and dressing
of ballast after work by tamping machines.
(viii) Through packing of track not maintained by machine, e.g. tracks not on PSC
sleepers including all running lines of the yards and points and crossings in such running
lines.
(ix)
Replacement of damaged or missing rubber pads, liners and elastic rail clips.
(x)
The main pre-tamping and post-tamping works shall be done as per schedule of
working of the tamper. Assistant Executive Engineer and SSAE(Way) should be advised of
the program of machine working at least one month in advance before the tamping machine
is planned to be deployed on their jurisdiction, so that the advance work may be completed
on time.
(xi)
During inspections by Divisional Engineer or Assistant Executive Engineer, in case it
is seen that the track defects have spread aver a large length of the track and their
rectification by light tamping machine or off track tampers or directed track maintenance by
- 51 -
manual means is not possible immediate action shall be taken to give attention to the track
with the help of on-track tamping machine.
(4) Reorganization of Gangs
(a) In track sections laid with concrete sleepers and long welded rails, a major part of the track lining,
leveling and surfacing work shall be carried out using on-track machines, thus the maintenance work load
in the share of permanent way gangs shall be correspondingly reduced.
(b) The existing gangs on the section of SSAE(Way) shall be consolidated and reorganized in to mobile
maintenance units (MMUs). For reorganization of gangs on sections with concrete sleepers and LWR and
maintained with on-track tamping machines, reference should be made to paragraph 1561(2).
(c) The MMU shall be fully mobile and be equipped with small machines for improving productivity of the
MMU for carrying out maintenance activities efficiently on much longer span of the beat. A list of activities
to be undertaken by MMU and a suggested list of equipment to be provided are given in Annexes
1512(4)(b-1) and (b-2).
(d) The duties and responsibilities of the permanent way gangs (including gang mate, keyman and
waymen) as given in the General Rules, 1981 and in this Manual shall apply to the MMU.
(e) Each MMU shall be fully responsible for maintenance of length of track covering the beats of the
constituent gangs. The reorganization of gangs in to MMUs shall be approved by Chief Engineer
considering the relative lengths of track laid with LWR and concrete sleepers and conventional fishplated/SWR track on the section of SSAE(Way).
(f) 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. The duties of the
keyman shall remain same as before.
(5) Maintenance of elastic fastenings on concrete sleeper
The following aspects should be ensured during the maintenance of elastic fastenings in concrete sleepers:
(a) Completeness of fastenings
In concrete sleeper track, fastenings shall be complete at all times. No two consecutive sleepers shall be
kept without elastic rail clip. All concrete sleepers should be provided with grooved rubber pads and glass
filled nylon liners. The track maintenance officials shall ensure that missing components in the fastening
system are recouped as soon as possible.
(b) Maintenance of Elastic Rail clips/ Pandrol clips
(i) The essential feature of the elastic rail clip is the
correct driving of the clip which should be checked by
the keyman during his daily round. Elastic rail clips
should be driven in or taken out with clip applicator/
extractor (also called pan-puller or extractor).
(ii) The clip should be driven so that the leg of the clip is
flush with the end face of the insert. Over driving and
under driving shall be guarded against by observations
of the clips in position. Over driving/under driving of the
clip causes eccentric load on the insulators and results
in their displacement and variation of toe load.
Figure 1512(5)(b): Clip
Extractor
- 52 -
(iii)
A close watch should be kept to see that no creep is taking place in any part of the
concrete sleeper track or there is excessive movement near switch expansion joints.
(iv)
The elastic fastenings should be checked for corrosion and corroded fastenings
should be replaced.
(c) Maintenance of Rubber Pads
(i)
It must be ensured that the rubber pads are in correct position.
(ii)
Rubber pads that develop a permanent set should be replaced by new ones. The
rubber pads should be examined at the time of destressing. Deformed or permanently set
rubber pads may result in loss of toe load of the elastic rail clip.
(d) Maintenance of Insulating liners
(i)
The glass filled nylon insulating liners used with elastic rail clips shall be examined
periodically for signs of cracking and breakage.
(ii)
Adequate care should be taken while driving the clip at the time of installation to
prevent damage.
(iii)
On first laying a small indentation on the synthetic insulating liner will be formed due
to the toe-load of the clip. This is acceptable so long as the insulating liner does not crack
up. All cracked insulating liners should be replaced.
(e) Checking effectiveness and Toe Load of ERCs
(i)
Checking the effectiveness of the ERC that it exerts the proper toe load in the
assembly on the sleeper is an important part of its maintenance and monitoring. Reduced
toe load of ERC could result in problems in maintenance due to increased movement of
rails due to temperature variations and creep. This may result in situations tending to the
buckling of track.
(ii)
The toe load of clips should be occasionally checked particularly, if any creep is
noticed resulting in excessive movements of the switch expansion joints.
(iii)
Checking toe load of ERCs: A device for manual checking of the toe load of ERCs
consists of a lever made of silico-manganese steel along with arrangements for gripping the
ERC toe. It is used in conjunction with a suitable block which is fitted on the rail head to
provide a fulcrum for the lever. To operate the device, a force is applied gradually at the
handle end of the lever. The reading if the dial gauge at which the ERC toe is just lifted
above the rail seat is noted. The toe load is known from the reading of dial gauge, which is
pre-calibrated in the laboratory.
(iv)
A electronic toe load measuring device is also available for checking toe load of
ERCs at site. This has a capacity of 2000 kg and weighs about 10 kg (see Figure
1512(5)(e)(iv).
- 53 -
Figure 1512(5)(e)(iv): Electronic ERC Toe Load Measuring Device (left);

Hydraulic Extractor for ERCs (right)
(f) Jamming of ERCs
Jamming of ERCs in the inserts of concrete sleepers can be a serious maintenance issue, particularly in
coastal areas prone to corrosion and also if there is unchecked dropping of waste water from coaches.
Some of the jammed ERCs have been found to require 12 to 17 tons of force to be extracted. For jammed
ERCs, hydraulic extractors have been developed (see Figure 1512(5)(e)(iv)-right), which should be
available on sections where long lengths have been laid with ERCs.
(g) Maintenance aspects of elastic fastenings
Some of the service problems with various components of elastic fastenings have been mentioned in the
aforesaid paragraphs. Experience with the use of elastic fastenings on other railway systems has shown
that under conditions of use similar to those prevailing on the railway, the service life of some components
may be limited and be only a fraction of that of the concrete sleeper. The officials responsible for the
maintenance of such tracks will need to ensure their proper upkeep by appropriate deployment of
resources in a proactive manner.
(6) Renewal of ERC fastenings
(a) General
Renewal of fastenings shall be done in accordance with the provisions of the Manual of Instructions on
Long Welded Rails. Large scale replacement of fastenings must be done under the supervision of a
SSAE(Way). The cause of large scale defects must be investigated by the Assistant Executive Engineer.
(b) Testing of ERCs
The performance of elastic fastening components in track shall be sample tested as follows:
(i)
The toe load of elastic rail clips should be measured on 1 percent of elastic rail clips
randomly on every 100 sleepers (all 4 elastic rail clips to be measured on one sleeper).
(ii)
Initial testing of elastic rail clips shall be done four years after laying. In corrosion
prone area, the initial testing of ERC is to be done after two years of laying.
(iii)
Subsequent testing shall be done every four years in normal areas and two years in
corrosion-prone areas, whichever is earlier. However, if 20 percent or more of samples
tested record toe load below 600 kg, the frequency of inspection and the sample size shall
be doubled.
(c) Replacement of elastic rail clip
(i)
If 20 percent or more of samples tested record toe load below 400 kg, proposal of
through fastening renewal should be initiated.
- 54 -
(ii)
The above provisions are for guidance. Large-scale replacement of fastenings shall
be undertaken on the basis of the overall condition of track, pattern of traffic and the
required level of maintenance. Loss of toe load may also be attributed to the condition of
other components of fastening such as grooved rubber pads and glass-filled nylon liners.
The condition of these components should also be examined along with measuring toe load
for elastic rail clips.
(d) Prevention of corrosion
Corrosion of the ERC leg in the eye of the insert is a serious problem, particularly in coastal areas. This
causes seizure of elastic rail clips in the eyes of malleable cast iron inserts. Preventive measures include
initial treatment of ERC at the time of laying and lubrication of ERCs in service.
(e) Initial treatment of ERCs
In the base depot, at the time of assembly of the service panels, all elastic rail clips and malleable cast iron
inserts shall be thoroughly cleaned and greased. Grease graphite g (to Indian Standard Specification
IS:408 Grade O or equivalent) should be applied to the central leg of the elastic rail clip and the interior
surface of the eye of the malleable cast iron insert before the ERC is driven in.
(f) Lubrication of elastic rail clips
(i)
All elastic rail clips and inserts shall be lubricated at the time of initial laying, and
thereafter once a year in corrosion prone areas and platform lines and once in two years in
other areas. In severe corrosion prone areas, lubrication of elastic rail clips may be done at
more frequent intervals as per instructions by the Chief Engineer.
(ii)
This work shall not be carried out during extreme of summer and heavy rainfall.
(iii)
The elastic rail clips should be cleaned by using a wire brush and emery paper. The
eye of the insert shall also be cleaned by a suitable brush. After cleaning, grease graphite
shall be applied to the inside surface of eye of insert and central leg of elastic rail clip. At the
same time, the inside/ outside elastic rail clips should be interchanged and re-fitted. Grease
graphite (as in the paragraph above) shall be used for lubrication of elastic rail clips.
(iv)
Elastic rail clips shall not be removed from more than one sleeper at a time. If for
any reasons mass lubrication of elastic rail clips is taken up, at least 15 sleepers shall be
kept intact between any two sleepers taken up for lubrication of elastic rail clips at the same
time.
(7) Casual Renewal of Concrete Sleepers
(a) Both ends of concrete sleepers should be painted with an approved type of anti-corrosive paint
periodically to prevent corrosion of the exposed ends of prestressing wires.
(b) Damaged individual or groups of concrete sleepers in track shall be replaced by spot or casual
renewals. While carrying out casual renewal of concrete sleepers, manual handling of concrete sleepers
will be necessary, which shall be done with due care to prevent damage to sleepers.
(c) In addition, the precautions to be taken for casual renewal of sleepers as given in the Manual of
Instructions on Long Welded Rails shall be followed. In LWR sections, special care shall be taken to
consolidate the shoulders of the ballast section after new sleepers have been placed in track.
(8) Repair of concrete sleeper track damaged in derailment
(a) When the damage is extensive and track is distorted in such a way that it is not possible to pass traffic
even at a restricted speed, the affected portion should be isolated by introducing buffer rails on either end
of the affected portion. The distorted track should be removed and replaced by track laid on single rail
panels with available type of rails and sleepers. The traffic should be restored at a restricted speed. The
section should then be converted in to long welded rails by using concrete sleepers and following the
- 55 -
procedure and precautions as laid down in the Manual of Instructions for Laying and Maintenance of Long
Welded Rails.
(b) When the damage to track is not extensive and it is possible to pass traffic at restricted speed, suitable
speed restriction should be imposed after assessing the damage to track. Sleepers should be replaced as
in the case of casual renewals duly taking precautions as laid down in the Manual of Instructions for Laying
and Maintenance of Long Welded Rails. After all the damaged sleepers are replaced, the affected portion
and 100 meters on either side adjacent to it shall be destressed, and normal speed should be restored after
consolidation of track.
(9) Maintenance of Concrete Sleepers and Track on Dual Gauge
(a) General
(i) Significant part of the track on Bangladesh Railway is laid on Dual Gauge on prestressed
concrete sleepers and elastic rail clips. The dual gauge has a three rail configuration in
which one rail is common to both broad gauge and meter gauge. The second meter gauge
rail is supported at about mid-length of the PSC sleeper.
(ii) A typical cross-section of the embankment on dual gauge is as per Figure 1512(9)(a)(ii)
below.
Figure 1512(9)(a)(ii): Cross Section of Dual Gauge track of BR

(b) Track Structure
(i)
The track structure of the dual gauge track is given in the Table below:
Track Component
Rail:
Sleepers
Sleeper Density
Sleeper Spacing Km
Ballast Cushion
Shoulder Width of Ballast
Fastening
Track Gauge
Axle Load
Rail seat Inclination
Table 1512(9)(b)(i)
Description
BS 90Ib A, BS 90Ib R
Pre-stressed Concrete Sleepers
1,485 per kilometer
673 mm for main lines and loops
150 mm (on existing main track)
200 mm (on new main track)
305 mm
Pandrol Elastic Rail Clip
Dual Gauge track (1000 mm for meter gauge and
1676 mm for broad gauge)
22.5 tons for broad gauge and 13 tons for meter
gauge
1:20
- 56 -
(ii)
rails.
The rails for broad gauge and the middle rail for meter gauge are laid as long welded
(iii)
The design track speed of the dual gauge section is 100 km/hour for meter gauge
and 120 km/hour for broad gauge.
(c) Maintenance of Long Welded Rails in Dual Gauge Track
(i)
Thermal compressive forces

a. It has been explained in the Manual of Instructions on Long Welded Rails that restraint in
the longitudinal movement of rails due to increase in rail temperature generates axial
compressive stresses in the elements of the rail metal. The resulting thermal force may be
estimated by the formula:
P = EA T
Where, P is the thermal force in tons, E is the modulus of elasticity of rail steel (2.15x106
kg/cm2, A is the area of the rail in square cm, is the coefficient of linear expansion
(1.152x10-5 per degree centigrade), and T is the variation of rail temperature in degrees
centigrade.
From the above formula, since E and are constant, the generated thermal force is directly
proportional to the area of rail steel.
b. In the dual-gauge track, a third rail is added to the classical two-rail layout. The addition
of the third rail increases the area of rail steel by about 50 percent and, therefore, results in
an increase in the axial compression forces in the track by the same amount. This could
lead to track instability.
c. On the other hand, the addition of the third rail complicates the behavior pattern of the
rail-sleeper grid structure of track which is known to be one of the factors that provides
torsional resistance against distortion under the influence of compressive forces.
d. However, whenever the axial compression force exceeds a critical threshold, the track
could become unstable and significant lateral deflections may appear thus leading to
unacceptable riding safety levels.
e. Analytical studies have assessed this phenomenon in detail by means of a threedimensional, nonlinear, numerical finite element model and concluded in increasing risk of
instability in dual-gauge track.
(ii)
Precautions in the maintenance of LWR on dual gauge tracks

a. Since higher compression force in dual gauge track activated by increase of rail
temperature will have higher propensity of lateral deflections and could create unstable
conditions affecting track safety, it is necessary that additional precautions are taken in the
maintenance of dual gauge track as compared to broad gauge. These are outlined in the
paragraphs below.
b. In accordance with the Manual of Instructions on Long Welded Rails, hot weather
patrolling is required to be started when the rail temperature rises more than td + 20oC. In
the case of LWR on dual gauge, hot weather patrolling should be started when the rail
temperature rises more than td + 15oC.
c. Gang mates and keymen must be instructed to look for kinks in track during hot weather
when the rail temperature is seen to be rising.
- 57 -
d. On dual gauge sections the ballast section must conform to the prescribed standard
particularly on the shoulders and in the sleeper cribs. The ballast must be well consolidated.
e. Maintenance of track on dual gauge must be strictly regulated in accordance with the
LWR Manual, both in respect of extent of track to be opened as well as the range of rail
temperature during which the maintenance operations may be carried out.
f. The requirements to consolidate the tracks as per the provisions of the LWR Manual must
be fully complied with.
(d) Performance of Concrete Sleepers in Dual Gauge Track
(i)
The pre-stressed concrete sleeper laid in the dual gauge track are manufactured to
the dimensions and tolerances set out in the table below:
Dimension
Length
Base Width
Top Width
Maximum Height
Minimum Height
Track Gauge
Table 1512(9)(d)(i)
Value
2.750
250
Variable 180 to 183
256
235
1676 and 1000
Tolerance(mm)
+10,-10
+3,-3
+1, -0.5
+5, 2
+5,-2
+2,-1
(ii)
The dual gauge has been giving maintenance problems evidenced by widespread
cracks in concrete sleepers. The cracks emanate from the sleeper ends and in most cases
run horizontally through the sleeper sides at about mid depth of sleeper. Some concrete
sleepers at rail joints have also been damaged revealing the stranded steel wires used for
pre-stressing.
(iii)
The dual gauge concrete sleeper is designed as a beam resting on the broad gauge
rail seats and supporting the meter gauge loading on the middle rail. Over time the concrete
sleeper because of its mass makes a seating on the ballast bed giving rise to positive and
negative bending moments which the sleeper has to withstand. Inadequacy of the design to
meet the conditions of loading in the field could be a probable cause of cracking.
(iv)
The current design concept of concrete sleepers has been largely guided by
experience when it comes to designing with regards to the static and dynamic loads and the
vibration component. The railway industry has been aware of a high potential that an out-ofround, single-sided wheel defect may occur and cause cracking in the railway concrete
sleepers. Ongoing experimental investigations are focused at understanding the
progressive dynamic behavior of prestressed concrete sleepers in railway track structures
under repeated impact loading to be able to rationalize the design assumptions.
(e) Maintenance of Turnouts on Dual Gauge
(i)
Dual gauge turnouts present a complex arrangement comprising two acute
crossings and one curved obtuse crossing to facilitate the movement on both broad gauge
and meter gauge. Every turnout has to be specially designed and in some cases requires
special safety dispensation. Drawings for various types of 1 in 12 and 1 in 8.5 turnouts
existing in the dual gauge section of Bangladesh Railway are provided in Annex
1512(9)(e)(i).
(ii)
Two types of turnouts have been used in dual gauge track. 1 in 12 dual gauge
turnouts have 7730 mm long curved switches. The speed on the turnouts is 40 km/hour. On
1 in 8.5 dual gauge turnouts speed of 16 km/hour is permitted.
(iii)
The Schedule of Maximum and Minimum Standard Dimensions for the dual gauge
turnouts has been revised after approval by the Government Inspector of Bangladesh
- 58 -
Railway (GIBR). The clearances should be checked periodically as per the approved
standard. The modified clearances for the check rails and the wing rails are be as follows:
a. Maximum clearance of check rail opposite nose of crossing = 44 mm
b. Minimum clearance of check rail opposite nose of crossing and at heel of switch rail = 41
mm
c. Maximum clearance of check rail opposite nose of crossing = 44 mm
d. Minimum clearance of check rail opposite nose of crossing = 41 mm
(iv)
Inspection for 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.
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 nuts and bolts are tight. Staff must look
out for any loose parts and fallen parts of rolling stock which could create problems in
operation.
(f) Maintenance of Dual Gauge Track

(i)
In the paragraphs above, the specific assumptions in the design of the dual gauge
pre-stressed concrete sleeper have been explained. It is essential and important that the
maintenance of track on dual gauge concrete sleepers is done in a manner so as to
achieve these conditions.
(ii)
Dual gauge track laid on pre-stressed concrete sleepers shall be maintained only by
on-track tamping machines or through mechanized maintenance able to do leveling with
tamping and lining (correction of alignment). Beater packing of the concrete sleepers shall
not be done under any circumstances. In case slacks have to be picked up machine time
should be requested and arranged.
(iii)
The pre-tamping and post-tamping works which are required to be done with
machine maintenance shall be carried out as per this Manual.
(iv)
Until such time switch tamping machine is available, tamping of turnouts shall be
done manually using tamping bars for packing ballast under the sleepers, which may be
aided by judicious use of track jacks of the non-infringing type.
(v)
Tracks on loop lines and sidings shall be maintained manually, traditional means.
(vi)
Maintenance of track on bridges, level crossings and at other locations shall be done
in accordance with the provisions of this Manual,
(g) Maintenance Tolerances
Maintenance tolerances (which are achieved immediately after the track is attended to) are recommended
as given in Table 1512(9)(g) below:
- 59 -
Table 1512(9)(g): Maintenance Tolerances

Tolerance
Generally
Parameter
1.Track Gauge
a) On Straight track
Tolerance at
Isolated
Locations
+5 mm
-3 mm
+12 mm
-3 mm
8 mm
2. Unevenness (measured under loaded

condition on 3.5 m base)
On a long term basis
As an immediate measure
5 mm
9 mm
8 mm
13 mm
3. Cross level
Correct
4. Twist (measured under loaded

condition on a 3.5 m base) on straight and
or curved track other than transition.
On transition
2mm/ m
1.5 mm/ m
3mm/ m
2 mm/ m
5. Alignment (measured under loaded

condition on a 3.5 m base)
On straight
On curve
5mm
5 mm
8 mm
7 mm
b) On curve up to 4o
Note: The total change of versine from chord to chord should not exceed 10 mm. The versine measured
may be either on the floating track or on the loaded track.
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Annex 1512(4)(b)-1
List of Track Maintenance Activities by MMU
1 Slack attention to
a. Bad spots
b. Low joints, (FP or welded), Glued joints
c. SEJ (1 No. per km.)
d. Minor curve realignment
2 For tie tamper working
a. Pre-tamping operations
b. Along with tamper
c. Post tamping operations
3 Casual Renewal of
a. Rails
b. Sleepers
c. Fasteners (along with re-gauging)
4 Repair Welding
5. Lubrication of elastic rail clips
6. Shallow Screening (1/5 length)
7. Loading, leading, unloading
8. Overhauling of level crossing
9. Watching caution spots and miscellaneous
10. Tree cutting for visibility
11. Lubrication of rails in curves
12. Accident relief and carcass removal in run-over cases
13. Bridge sleeper attention and renewal
14. Pre monsoon attention, such as clearing of drains and waterways, cess
repairs, de-weeding of track and attention to cuttings and trolley refuges.
15. Creep pulling (approaches of bridge, turnout)
16. Rectifying damage to level crossing posts and gates.
- 61 -
Annex 1512(4)(b)-2
List of Suggested Equipment for Mobile Maintenance Unit
(A) Communication Equipment
1. Walkie Talkie
2 sets
(B) Rail Cutting/Drilling Equipment
2. Rail Cutting Machine
1
3. Rail Drilling Machine
1
4. Chamfering kit
1
(C) Rail Welding Equipment
One set per AEN
5. Rail Welding Equipment
6. Weld Trimmer
7. Rail Profile Grinder for welded joints
(D) Spot Tamping with Lifting Lining
8. Off Track 'Mini' Tamper
2 No.
9. Lifting Jack-hydraulic/ mechanical
4 sets
10. Lifting-cum-Slewing Device
2 sets
(E) Destressing Equipment
11. Rail Tensors- Hydraulic/ mechanical
2 sets
1 complete set for
Destressing 3 Km LWR
12. Rollers, wooden/synthetic mallets
(F) Inspection Gadgets
One of each type
13. Inspection Kit
14. Gauge cum Level
15. Rail Thermometer
16. Vernier Calipers
17. Micrometer
(G) Material Handling Equipment
18. Rail Dolly
6 No.
19. Mono Rail Wheel Borrow
2 No.
(H) Safety and Protection Equipments
As per scale on BR
20. Warning System
21. Red Banner Flag
22. Red Hand Signal Flag
23. Green Hand Signals Flag
24. Detonators
(I) Gas Cutting Equipments with Accessories:
1 set per AEN
1 set per AEN
(J) Points and Crossing Reconditioning Equipmen
1. Welding Generator
2. Arc Welding Equipment
3. Hand Held Rail Grinder
(K) For Minor Repairs to Equipments:
Tools of sorts for minor repairs to equipment
2 sets
- 62 -
Annex 1512(9)(e)(i)
Page 1 of 17
LAYOUTS OF TYPICAL DUAL GAUGE TURNOUTS 1 IN 8.5 AND 1 IN 12 D VARIANT AND T
VARIANT
1. The layout diagrams of dual gauge turnouts such as 1 in 8.5 D Variant and T Variant and 1 in 12 D
Variant and T Variant which are in use on Bangladesh Railway have been shown in the following sixteen
diagrams. Each typical layout is split length-wise, into three overlapping parts (Parts I, II and III as per the
diagram below) and shown on three sheets with appropriate captions. A key plan or diagram of the typical
layout is shown on a fourth sheet.
Note: These layout diagrams are for reference and instructional purposes only. In the execution of similar
works and the adoption of particular dimensions, reference should be made to the layout drawings
approved by the Chief Engineer/ Engineer in Chief for the particular line and/or project.
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Annex 1512(9)(e)(i)-page 2
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Part C. Rails
1513
Standard Sections of Rails
(a) Rail sections are normally selected to suit the standard of loading and the speeds. The other important
factor which must govern the choice of a rail section is the traffic carried so that adequate service life could
be obtained. The minimum track standards have been detailed in paragraph 1503(2).
(b) Broad Gauge
(i)
The minimum rail section shall be 50-52 kg/meter with ultimate tensile strength (UTS)
of 90 kg/mm2. For running loops new second quality or second hand 52 kg/meter or 44.7
kg/meter (90 lb/yard) rails may be used. These should be of the same section as the rails
on the main line.
Note: (1) Broad Gauge sections presently laid with 44.7 kg/meter (90 lb/yard) rails should be upgraded only
at the time of planned track renewals. (2) The standard sections of 90A and 75A rails are shown in Annex
1512(b).
(ii)
On broad gauge routes identified for running of 22.1 tonne axle loads, 50/52
kg/meter rails shall be used.
(c) Meter gauge
The following rail sections are recommended on meter gauge routes:
Route
Rail Section recommended
Special Primary, and Primary
37.2 kg/meter (75 lb/yard) (New)
Secondary
44.7 kg/meter (90 lb (SH))

37.2 kg/meter (75 lb/yard) (New)
Other sections
37.2 kg/meter (75 lb/yard) (SH)
- 80 -
Annex 1513(b)
STANDARD SECTIONS OF RAILS
- 81 -
1514
Rail Deterioration - Causes and Maintenance
(1) Causes of Rail Deterioration

The principal factors causing rail deterioration are detailed below.
(a) Corrosion and rusting
Corrosion is caused not so much by the dampness as by acid gases dissolved in the film of moisture which
frequently coats the rails. Corrosion is generally noticed on the web and foot of the rail. Corrosion is
generally heavy in the following locations:
(i)
Platform lines where trains make prolonged halts;
(ii)
Sidings where saline or corrosive goods are dealt with;
(iii)
Tunnels and damp cuttings;
(iv)
Areas near the sea coast;
(v)
Industrial belts.
(b) Wear on rail table

Normally this is of a very small order. The amount of wear increases with heavy traffic density as in
suburban section, though not proportionately.
(c) Flattening of rail table
This mostly occurs on the inner rail of a curve by high contact stresses combined with horizontal forces.
The vertical pressure may be due to heavy axle load, large un-sprung mass or under equilibrium speed on
canted track. The horizontal forces are associated with slow running on canted track, which condition
produces slipping of wheel sets. Spreading of rail table is an indication of overloading on one rail and such
tendency can be reduced by providing appropriate cant.
(d) Wear on gauge face
The outer rail of a curve has to withstand heavy pressure from the wheels which results in the running edge
becoming worn or 'side-cut'. Wear on gauge face is specially pronounced in case of suburban sections
where multiple unit coaches are provided with laterally un-sprung traction motors.
(e) Hogging of rail end
A hogged rail is one with its end or ends bent in vertical direction. A hogged rail end in the track is
ascertained by removing the fish-plates and removing the fastenings and then measuring the extent of hog
at the rail end by placing a one meter long straight edge over the rail table, centrally over the joint as shown
in the sketch below.
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Figure 1514(1)(e): Measurement of Hog at Rail Ends

(f) Battering of rail ends
Rail end batter occurs where the joint gaps are excessive. It is caused by the impact of wheels on end of a
rail particularly if the fish-plates do not fit snugly. Rail end batter is measured as the difference in heights of
the rail at its end and at a point 30 cm. away from the rail end as shown in the sketch below.
Figure 1514(1)(f): Measurement of Batter at Rail Ends

(g) Wheel burns
Wheel slipping occurs usually on adverse gradients or while starting on rising grades when considerable
heat is generated and top of the rail is torn off in patches, causing depressions known as wheel burns, from
which cracks may develop. This also occurs when train brakes are applied suddenly and wheels lock and
slide. Wheel burns cause the wheels to hammer the rails and lead to difficulties in keeping the sleepers
packed firmly and fastenings tight. Such rail should be kept under observation and changed, in case repair
by welding is not feasible. The incidents of wheel burns are predominant where the mode of traction is
diesel-electric or electric.
(h) Corrugation
In certain locations, rail table develops ridges and hollows called corrugation and when vehicles pass over
these rails, a roaring sound ensues. Such rails are called "roaring rails". In such locations, excessive
vibrations are caused due to which fastenings and packing tend to get loose, track needing frequent
attention at these places.
(2) Rail Maintenance to reduce rail deterioration
(a) Efficient maintenance of rails results in its increased service life: The precautions and maintenance
practices given in the paragraphs below shall effectively reduce rail deterioration.
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(b) Prevention of corrosion (anti-corrosive measures)

(i)
Anti-corrosive paintings. Anti-corrosive painting of rails should be carried out in
locations which are prone to corrosion. While carrying out renewals in these areas, and in
the case of rails that are already laid in track and subject to corrosion anti-corrosive
treatment should be given before the rails are laid in the track. The rust is removed and
scales are loosened by wire brushing/scraping. Thereafter rails are painted with one coat of
red oxide zinc chromate primer and two coats of bituminous emulsion or equivalent paints.
(ii)
The goods shed siding lines should be periodically cleaned of rubbish.
(c) Reducing side wear on rails-(gauge face of outer rails)

(i)
On sharp curves where the tendency to wear on the outer rail is noticeable,
lubricators should be installed or hand lubrication of gauge face should be done. Care
should be taken not to apply the lubricant on the top table of the rail.
(ii)
Increased life can be obtained by turning the rails when side wear reaches the
permissible limit. At the time of turning, matching of rail ends on the gauge face should be
ensured. Spot renewals should not be carried out with new rails particularly, if the heads of
the existing rails are worn out badly. These should be spot renewed with matching sections
of serviceable rails.
(d) Repairs to wheel burns: This could be carried out at site by in-situ welding followed by grinding to profile
of the rail.
1515
Inspection and Ultrasonic Testing of Rails In Service
(1) Need for inspection and testing of rails

(a) Rail is the most important and critical component of the permanent way. Most common cause of rail
failure is the fatigue fracture, which is due to imperfections present in the material or due to crack formation
during service. The origin and development of defects or cracks in rails may be due to any one or more of
the causes given below.
(i)
Material defects originating during the manufacturing process such as clusters of
nonmetallic inclusions, hydrogen flakes, rolling marks, guide marks etc. which may be
present in spite of successful non-destructive tests carried out on the rails during quality
assurance examination.
(ii)
Residual stresses induced during manufacture i.e., cooling, rolling, gas pressing and
straightening of rails.
(iii)
Defects due to incorrect handling e.g. plastic deformation, scoring, and denting.
(iv)
Defects associated with faulty welding i.e. gas pores, lack of fusion, inclusions, and
cracks.
(v)
Dynamic stresses caused by vertical and lateral loads particularly by vehicles with
wheel flats or when the vehicle runs over poorly maintained rail joints etc.
(vi)
Excessive thermal stresses due to variation in rail temperature beyond specified
limits.
(b) Rails should be inspected for flaws, especially when the rails show signs of fatigue and the rail wear is
excessive. The satisfactory performance of rails in service is based on the identification of defects and the
initiation of corrective action. The detection of rail flaws is done either by visual examination of the rail or by
ultrasonic rail flaw detection.
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(c) Visual examination of Rails: Most of the rail flaws develop at the rail ends. Rail ends should be
examined for cracks during the lubrication of rail joints by cleaning the surface of the rail by wire brushes
and using a magnifying glass. A small mirror is of assistance in examining the underside of rails. At
vulnerable locations (e.g., important girder bridges) such inspection shall be done more frequently.
(2) Ultrasonic testing of rails
(a) General
Ultrasonic testing of rails is a powerful tool of preventive maintenance. The scope of testing shall cover
Alumino Thermic and Flash Butt welded joints, switch expansion joints and points and crossings.
(b) Principle of operation
(i) Ultrasonic testing of rails with
ultrasonic rail flaw detector
makes use of ultrasonic waves
for detecting the flaws in rail
steel. Vibration waves above the
hearing range of the normal ear,
having the frequency of more
than 20,000 cycles per second,
are termed as ultrasonic waves.
These ultrasonic waves have got
a property of progressing through
materials and follow the normal
principles of light waves of
refraction,
reflection
and
transmission. Whenever there is
change of media, some of the
ultrasonic energy gets reflected
and the rest gets transmitted. The
amount of energy reflected
depends upon the physical
properties of the two media.
While traveling through steel, if
these waves come across air
media either from the bottom of
the steel or from any flaw inside
the steel, the reflection is almost
100%. This property has been
found most useful for detecting
flaws in rails. Thus when the
ultrasonic waves are fed at a
location on a rail, they pass
through the rail metal and are
normally reflected only from the
foot. However, if a discontinuity
exists in rail metal due to some
flaw, the ultrasonic waves get
reflected back at the location of
flaw, which can be picked up and
the defect located.
Figure 1515(2)(b)(ii): Operator with

Ultrasonic detection equipment
(ii)
With the development of reliable methods of generating and detecting ultrasonic
waves the above principle has been extensively used in trolley mounted instruments which
detect flaws or defects in rails (see Figure 1515(2)(b)(ii)) showing operator working trolley
mounted ultrasonic flaw detector (USFD) on track rails.
(iii)
USFD uses sound waves of frequencies ranging from 2 to 4 mega hertz (million
cycles per second). These waves are generated, transmitted to the rail and received from
- 85 -
the rail by small piezo-electric crystals which are fitted in probes. Power from a 6 volt
storage battery energizes the piezo-electric crystals to generate ultrasonic waves. A
transistorized circuit capable of producing, transmitting and receiving electric current to and
from the probes and depicting them in the form of bright peaks or echoes on an
oscilloscope screen.
(iv)
On a flawless rail, the waves are reflected from the rail table and later from the rail
bottom. On the oscilloscope screen these reflections appear in the form of two peaks. The
distance between the two peaks is equivalent to the time interval between reflectors which
indirectly represents the rail height. When a defective rail is encountered, the waves are
reflected from the rail top table and then from the flawed surface. They seldom reach the
rail bottom. In this case, the second peak is nearer to the first peak and the interval between
the peaks indicates the depth of flaw from the rail table. With proper calibration of the
instrument it is possible to find out: 1. the type of flaw, 2. the magnitude of flaw, and 3. the
location of flaw. USFD operators are trained in the correct interpretation of flaw peak pattern
on the oscilloscope screen to determine the nature of flaw.
(v)
The storage battery is required to be charged at intervals. For this purpose spare
batteries are kept for replacement. A jar containing water is used to wet the contact surface
between the probe and the rail top to preclude air gap, which could affect the results.
(c) Which rails to be tested
(i)
All rails laid in track, whether for new lines or layouts or renewals or for repair works
shall be tested by ultrasonic testing. The ultrasonic testing shall be done on the basis of
procedures and guidelines to be approved by Chief Engineer.
(ii)
Rails in running lines on all Special Primary, Primary and Secondary routes shall be
ultrasonically tested at periodicity laid down by Chief Engineer.
(d) Training of rail testing staff
Ultrasonic testing of rails is a specialized activity and all testing staff shall be specially trained in the
technique of ultrasonic testing including the interpretation of testing results.
1516
Stacking and Handling of Rails
(1) Stacking
In stacking rails, care shall be taken that:
(a) The ground is level;
(b) Free rails are supported at least at four points, evenly in their length; and
(c) Each stack of the rail should be of the same section and class.
(2) Handling of Rails
(a) Any carelessness in loading, unloading, handling and laying is liable to cause damage which will not
only contribute towards bad running but also result in irreparable damage to, or incipient failures of rails.
During loading and unloading, ramps of unserviceable rails should be made and the rails slid over them,
intermediate supports being given to prevent excessive sagging.
(b) When conveyed in bolster -wagons, the rails should be loaded to obtain equal over hang at each end
beyond the bolsters and securely chained.
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Figure 1516(2)(c): Rail dolly for Carrying Rails over Small Distances at Site
(c) Carrying rails, on the head or shoulders by labor should be avoided. A simple equipment for moving
rails over short distances at site is the rail dolly (see Figure 1516(2)(c). For handling rails, slings or tongs
(see sketch below) should be used. When hauled into position, prior to linking or otherwise, rails should be
so spread as to rest evenly along their entire length or on supports closely spaced. Flat footed rails should
lie on the foot. Those that are found with kinks should be straightened.
Sketch Showing Rail Tongs

(d) When housing rails into metal sleepers or chairs, the sleepers should be properly aligned and leveled.
Forced insertion of rails with hammer blows should be avoided.
(e) No chisel or punch marks should be made on rails.
(3) Breakage of rail during loading or unloading
When a rail breaks during unloading or handling, before it is actually fished up in track, a report shall be
submitted to the Track Supply Officer, with full information as for rail fracture mentioned in paragraph 1519.
(4) Special precautions for handling 90 kg/mm2 UTS rails
Higher UTS rails are sensitive to handling and require special precautions. These have been summarized
in Annex 1516(4).
- 87 -
Item
Protection of
Straightness
2. Protection
of Rail
Surface
3. Prevention
of
Metallurgical
Damage
4. Protection
from contact
with injurious
substances
5. Minimizing
Danger to
Personnel
Annex 1516(4)
Guidelines for Handling 90 kg/mm2 UTS Rails
Avoid
Ensure
1. Heavy static loading and
1. Two point slinging for rail up to
sudden impact.
13m length. Increase Slinging point of
2. Single point Slinging.
1 per 6.5m.
3. End drop and flange overlap
2. Rails are kept horizontal and
or crossing of rails.
straight as far as possible while lifting,
Localized point or line contact
carrying or stacking.
when stacking.
3. Provide suitable dunnage/spacer to
protect rail against point contact.
4. Rails of same length are stacked
on a firm level base providing uniform
support. Successive Layers may be of
the same or decreasing width for
stacking of unequal length of rails.
5. Subsequent layers should be
separated with uniformly placed
suitable spacers or dunnage in vertical
alignment with the base supports.
Rail ends are protected.
1. Impact or abrasion of rails
1. Where conventional slings are
and rail bundles against
employed, use of fabric, e.g.
structures, buildings, ships,
Polypropylene Slings/ Sleeves is
hatches, wagons vehicles.
recommended. As an alternative, if
2. Crossing or flange overlap
Flat link chains are used, these should
while stacking or making rail
be fitted with fabric sleepers.
bundles, Suitable spacers to be
2. Rails should protected against
used while making rail bundles.
bruising, notching or scoring or
Any rail support handling or
surface.
clamping device and rail pinch
3. Wherever possible, the profile of
rollers which apply localized or
rail support, handling or clamping
point contact to the rail.
device and rail pinch rollers should be
contoured to rail profile.
Use of round link chain sling, Ideally,
lifts the rails by using electro-magnetic
lifting devices.
All heating, flame cutting,
Protections of rail from electric are
welding and spot welding during
from adjacent cables or molten
rail handling or transit.
splashes from nearby welding
operations.
Contact with injurious
Rail stockpiles should be built on a well
substances such as acids,
drained base.
alkalis, salts, fertilizers, sulfates,
chlorides and nitrates.
1. Standing under suspended
1. Steel toe-capped protective
rails.
footwear are used.
2. Sudden Dropping or impact
2. Distinct colored helmets and
of rails.
clothings are used for case of
3. Bundle strapping for lifting,
identification and location of personnel
slinging or handling of rails.
while working with machine or crane.
4. Contact with rails.
3. Effective protective gloves and
clothings to reduce risk of skin
abrasions and lacerations and
extremes of temperature.
4. Safe working in the vicinity of
electrical conductors and wiring.
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Item
Avoid
1. Overlapping of rails flanges.
2. Crossing of layers when dunnage is used.
3. Leaning stack by placing rail ends (rails of
the same length) in Vertical Alignment.
6.
Stacking
7.
Handling
of Rails in
Flash
Butt
welding
Plants
and
Productio
n Units
8.
Handling
of rails at
track
renewal
sites in
open line
and
Construct
ion site
Lifting rail which do not have proper lifting points

and cause overhang more than 3.25 m
1. While unloading single rails from BFRS/

BRHs provide a ramp of two unserviceable
hardwood crossing sleepers or suitable timber
piece kept at 6.5 m apart one end resting on the
BFR/BRH and the other end held firmly on the
ground.
2. Fasten rails by J type hooks at two places
6.5 m apart, held properly with hardwood
packing to avoid bruising of rails.
3. The hooks should be held with nylon ropes.
4. Rails are made to slide over the sleeper one
by one.
5. Overhang does not increasing beyond 3.25
m each side.
6. On reaching ground, rail is to be lifted by rail
dolly or tongs to clear the end of ramp. Rails
can later be carried with of the rail dollies to
sites, wherever required, without causing any
damage to them.
7. Single rails can be unloaded at site by road
crane also provided provisions of lifting points at
every 6.5 meter and restriction on overhang not
to increase beyond 3.25 m are met and no
infringement endangering safety of moving
trains on adjacent track is caused.
8. For transporting rails by road vehicles to the
work sites, Road cranes with a special spreader
should be used for loading/unloading of rails.
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Ensure
1. Stacking of rail on proper
concrete base.
2. Stacking of rails of same
length.
3. Shorter rail should be
placed in upper layers so that
each successive layer is of
same or decreasing width.
4. Good vertical alignment of
dunnage or spacers in the
completed stack should be
done by placing them in
identical positions along the rail
length.
5. Use of suitable rail handling
equipment, such as
electromagnetic lifting devices
rail grips etc.
Rails are handled by magnetic
lifting devices. The magnets
should be suspended from a
lifting spreader beam ensuring
lifting point at every 6.5 meter
and overhang less than 3.25
meter. In case, magnetic lifting
devices for rails cannot be
provided in Flash Butt Welding
Plants, all handling of rails
should be done with
synchronized electric hoists and
spreader beam.
3-Rail Panel:
1. Unloading of rail panel in
running lines, by providing a
ramp of adequate number of
unserviceable hardwood
crossing sleepers or timber
piece, kept 6.5 m part.
2. Unloading these panels
preferable on the nearest
railway in loop line following the
procedure mentioned above
and later on carried out with the
help of rail dollies to the site
wherever required, without
causing any damage to them.
Long welded rail:
1. Panels unloading should be
kept in upright (head up) in
straight alignment.
2. On long bridges, panels are
to be supported on bridge
timbers and not allowed to sag
over the opening
Item
9.
Precautions
for Handling
of Rails
Electrified
areas.
Avoid
1. Work above or within a distance
of 2m from the line without Permitto Work.
2. Touching fallen wires unless
power is switched off and the wire
or wires suitable earthed.
10. Handling
of rails at
Ports
Ensure
1.
As far as possible closed
wagons shall be used for materials
trains. In case open or hopper wagons
are used, loading and unloading of
such wagons in electrified tracks shall
personally ensure that no tool or any
part of body of workers comes within
the danger zone i.e. within 2m of the
OHE.
2.
Rails do not touch each other
to form a continuous metallic mast of
length greater than 300 m.
1.
Available of proper facilities
for handling of Rails at port as
required by these guidelines.
2.
Magnetic lifting devices with
suitable spreader beams should
preferably be use.
3.
In case, it is difficult to provide
magnetic lifting device for lifting of
rails, electric hoists or cranes with
suitable spreader beams may be used
so as to left the rails the rails in
accordance with the basic principles.
4.
Provisions in the contract
document procuring for rails to provide
for carrying out modifications in the
existing facilities available at ports or
to develop suitable method for
unloading and handling of rails so as
to avoid any damage.
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1517
Rail Closures
Rail closures shall be used to the minimum possible. If necessary, rail closures shall be provided as per the
following guidelines:
(a) Permanent closure in running lines should not be less than 5.5 meter in length. However, for locations
such as 500 meters length on both side approaches of major and important bridges including bridge proper,
deep cuttings and high embankments, the stipulations of paragraph (b) below shall apply.
(b) Permanent rail closure in running lines, on locations specified in Sub-section (a) above, should not be
less than 11 meters in length, between two adjoining fish plates.
(c) The closure rails existing in track which are less than 11 meters should be welded at least at one joint
on either side to make the minimum rail length of 11 meters between two adjoining fish plated joints.
(d) Closures should not be laid in track in close proximity, nor should closures be in proximity to:
(i)
Junctions of different types of rails and/or sleepers.
(ii)
Bridges, level crossings, and points and crossings.
(e) When necessary closure rails should be cut by hacksaw and not by gas cutting.
(f) Closure rails should not be placed opposite to each other, but must be staggered.
1518
Rail/Weld failures
(1) Definition
A rail is said to have failed if it has fractured in track or it is considered necessary to remove it from track on
account of defects other than those due to accidental damages due to buckling, kinking, derailments,
abnormal wheel burns.
(2) Action to be taken when a rail/weld fails in track
(a) Protection of track: As soon as gang mate/ keyman/ wayman notices a rail fracture or weld failure, the
first action should be to protect the track. Where possible, repairs (as described in the paragraph below)
shall be carried out to pass the traffic at restricted speed, as necessary. He should also send information to
SSAE(Way), and the nearest Station Master. The Station Master must immediately report the fracture to
SSAE(Way), and inform the Divisional Engineer and Divisional Transportation Officer.
Note: (1) Regarding action to be taken when apprehending danger, reference should be made to General
Rule 211 and Subsidiary Rules 211a and 211b (excerpted in Annex 1518(2)(a). (2) A rail fracture or
breakage in track is an occurrence that is covered by the definition of accident, and when not accompanied
by loss of life, grievous hurt or serious damage, falls in Class D. For dealing with and reporting such
accidents, reference should be made to General Rules, 1981, Part 1, Appendix VII, Chapter 1 Rules for
Reporting of Accidents.
(b) Repair of rail/ weld fracture:
(i)
If the fracture is with a gap of less than 30 mm in the case of fish-plated/SWR track,
the fractured portion should be supported on wooden block or by shifting the nearest
sleepers on both sides. In the case of LWR the fractured rail should also be clamped.
(ii)
When the fracture gap is more than 30 mm, a closure of appropriate length should
be used with a clamp and further action taken as above.
(iii)
In cases where a small portion or piece of rail has come off or in the case of multiple
fracture the rail has to be changed.
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(iv)
In the case of weld failure, joggled fish-plates and clamps should be used.
(c) After doing the emergency repairs the trains may be passed at 20 km/hour by a gang mate/ keyman,
until the SSAE/SAE(Way) replaces the rail and restores full speed.
(d) If there is a spate of rail fractures, additional keyman's patrol should be introduced in the early hours of
the morning.
(3) Reporting of rail/weld failure in track
(a) Report on standard pro forma
(i) In case of a rail/weld fracture in track a the SSAE(Way) shall prepare a full report on the
standard pro-forma, and submit it through Assistant Executive Engineer and Divisional
Engineer to Track Supply Officer. The standard pro forma is given in Annex 1518(3)(a)(i).
(ii) If the breakage was caused by a train accident or was due to any other special cause,
that fact should be mentioned.
(b) Rails older than 10 years in track
In the case of rails which have been in track less than 10 years, the rail failure report must also be
accompanied or followed by the fractured pieces of the rail ends as per the paragraphs below.
(c) Fractured ends of rails
(i)
In all cases, the broken rail ends must be tied up with cloth as soon as practicable,
so as to protect the fracture from dust which would obliterate the original defects, if any.
(ii)
The fractured ends are then sawn off without being hammered or damaged in any
way, such that one piece is not less than 1.5 meter long and the other piece 30 cm long. In
addition a 4 meter piece is to be sawn off from one end of the rail, taking care that the heat
number is not obliterated.
(iii)
Each piece of fractured rail shall be labeled with identification marks (such as
maker's name, year, weight) and the reference number and date of the report.
(iv)
The fractured ends of rails will all be carefully packed in a box and sent through the
Divisional Engineer to the Track Supply Officer.
(v)
Sketches accompanying fracture reports should show the position of fracture and
spacing of sleepers. Also the exact length and weight per meter of the fractured rails when
taken out of the road shall be given. The sketch of the rail section shall show the inside and
outside of the rail.
(d) Metallurgical examination
The Track Supply Officer shall send the fractured rail ends to Metallurgical Expert with all necessary
information, who will submit his report after analysis of the position of the rail sent to him. The fractured
ends will be protected from rust with the help of jute cloth which will be tied in several layers.
(4) Record and analysis of rail failures
(a) All cases of rail failures whether in running lines and points and crossing rails, and irrespective of type
and age of the rails shall be recorded in the Section Register by the SSAE(Way). This record is intended to
serve as a basic record which should be available in the office of the SSAE(Way). The Assistant Executive
Engineer shall call for the SSAE(Way)s register once every year and initial the same in token of his
perusal.
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(b) The Track Supply Officer shall carry out annual analysis of rail failures based on the reports received
from SSAEs(Way), including the results of metallurgical investigations. This analysis shall be disseminated
to the Divisions with suggestions for reducing failures.
(5) Failure of rails within the guarantee period
In case of failures of rails within the guarantee period, attributable to manufacturing defects as revealed my
metallurgical investigation, the Chief Engineer should immediately lodge a claim with the manufacturer.
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Annex 1518(2)(a)
Duties of Mate for Apprehending Danger
Excerpts from Bangladesh Railway General and Subsidiary Rules, 1981; General Rule 211 and Subsidiary
Rules 211a and 211b; and General Rules 72 and 73.
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 (SSAE) of Way or Works.
SR 211a: In 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 Master at once.
SR 211b: If 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 (excerpted below).
72. Fixing of detonating signals in case of obstruction: (a) Whenever, in consequence of an obstruction of a
line, it is necessary for a railway staff to stop an approaching train, he shall proceed, plainly showing Stop
hand signal, to a point a quarter of a mile (400 meters) in rear of the obstruction, and fix on the rail one
detonating signal, an then proceed to a point half-a-mile (800 meters) form the obstruction and fix on the
rail three more detonating signals about 10 yards (10 meters) apart.
(b) If the railway staff is recalled before the obstruction is removed, he shall leave the three detonating
signals on the rail, and, on his way back, pick up the intermediate detonator.
SR 72a See GR 164
73. Method of fixing detonating signals on the rail: The authorized officer shall be responsible for the issue
of special instructions as to the method of fixing detonating signals on the rail, and for ensuring the safety of
all railway staff entrusted with this duty,
SR 73a. Detonators shall be placed on the line with the / label or brand upwards, and shall be secured by
bending the clasp round the head of the rail.
SR 73b. Every railway staff placing detonators on the line shall see that they are, when necessary,
renewed immediately after a train has passed over them. Such railway staff must also see that detonators
are removed from the rails when there is no longer any necessity for their use.
SR73c. In all cases where the use of detonators is necessary under these rules on a dual gauge,
detonators shall be placed on one rail of each gauge, or on the rail common to both.
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Annex 1518(3)(a)(i)
Pro forma for Reporting Rail/Weld Failures
Broken/Cracked/Defective rail removed on.......................day of 200...........
1. Division
2. Section (name of line or branch)
3. Between Stations ................. and .....................
4. At Km
5. Up/Down/Single .
6. BG/MG .
7. Alignment- Straight/Curve(give degree of curvature) and Inner/Outer rail .
8. Traffic density (GTKM/annum): .
9. Total traffic carried (including previous traffic for released rails) in GMT: ......
10. Maximum axle load with type of vehicle on section:
11. Maximum permissible speed:
12. Characteristics of Rail: Rail Section: .......kg/m; Length .
13. Manufacturers information:
Makers name and date of manufacture (as found marked on the rail web)
Heat number and a sketch of the acceptance stamp
Is the rail stamped with a star on one end
Do the arrows on either side of the markings on the web point towards the star on
the end of the rail and towards or away from the actual fracture (the arrows referred
to are on either side of the maker's name)
14. Date rail first laid in track Total number of years rail in service:...............
15. Cast No.
16. If fracture occurred within 100mm of weld, indicate date of welding:
17. Position of fracture
18. Type of sleepers and density.
19. Distance from point of fracture to center of sleepers on each side
19. Depth of ballast
20. Particulars of defect or fracture
21. Detected Visually/By Ultrasonic Flaw Detector..
22. Remarks, if any ..........................................................
23. Classification of failure (if any code is followed) .....................
Signature:
SSAE(Way)
DEN..
AEN
Notes: (1) The Rail Failure Report shall be prepared in quadruplicate. Three copies shall be forwarded to
the Assistant Executive Engineer, who will transmit all the copies with his remarks to the Divisional
Engineer, for onward transmission of one copy to Track Supply Officer. (2) Sketches of rail fractures will be
prepared and submitted with the rail failure reports. Care shall be taken that the running face of the rail is
indicated on the sketch.
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1519
Fish-Plates
(1) Use and Care of Fish Plates

(a) General: In conventional railroad tracks, fish-plates are being used to connect the ends of adjoining
rails. 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 forces
caused by the dynamics of the passing vehicles and to accelerated track deterioration.
(b) Besides standard fish plates for jointed track, various other types of special purpose fish plates include
combination fish plates for jointing rail sections of different sizes, joggled fish plates used for fish-plating at
welded joints, insulated fish plates that are used in track circuited sections, and one meter long fish plates
used in LWR sections with clamps.
(c) Removing/tightening of fish plates: The hammering of the fish-plates is strictly forbidden. For removing a
fish-plate which has seized to the rails, the fish-plate shall be gently tapped using a wooden mallet.
(d) Over tightening of fish-plates shall be avoided. Fish bolt spanner of standard length 610 mm on broad
gauge and 380 mm on meter gauge shall be used. Alternatively mechanical torque wrenches with
predetermined torque should be used. When tightening bolts the two central bolts should be tightened first.
(e) The annual inspection and lubrication of fish plates in track has been described in paragraph 1528(7).
(2) Tightening and easing of fish bolts
(a) When once the fish plate have taken a proper bearing on the rail, care should be taken that the keyman
does not tighten them to such an extent as to prevent the proper expansion of the rails.
(b) Fish bolts should be eased a little in early-April to prevent buckling of the rails; they should be tightened
at the beginning of November. This is particularly necessary where insufficient expansion has been allowed
during linking. When tendency to buckle is seen or suspected, the fish bolts and fish plates must be
loosened for some distance to allow the rails to expand.
(3) Fish-plate failures
(a) A fish-plate is said to have failed if it fractures or cracks in service in track for reasons other than service
wear and tear, accidents, or excessive wheel grazing noticed on it, and it becomes necessary to remove it
from track.
(b) All cases of failure of fish-plates shall be entered by the SSAE(Way) in the Section Register allotting
separate pages for the same.
(c) Renewal of worn fish-plates should be considered when condition has reached a stage where remedial
measures like use of tapered shims are ineffective.
(4) Combination fish plates
(i)
Combination fish plates are used for connecting two rails with different cross section.
A set of four combination fish-plates, all different from one another, is used at joints of two
different rail sections (see sketch below). The four fish plates are designed such that after
fitting, the rail top table is at the same level and the gauge face is in one line, and there is
no gap at the joint.
(ii)
For proper identification of the four combination fish-plates, these are marked as per
their fitting in track when viewed in the direction from lighter rail to the heavier rail. The
markings given to each fish plate are IR (inner right), OR (outer right), IL (inner left) and OL
(outer left). The marking on each plate ensures that it is not fitted in the wrong way.
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(iii)
Because of no gap at the joint, when the fish bolts are tightened, the rails butt
against each other, which add to the strength of the joint.
(iv)
On either side of combination fish-plates, full length of rail should be used.
Figure 1519(4)(i): Sketch of Combination fish plate
(5) Joggled fish plates

(a) Joggled fish plates are used with clamps for linking rail ends that have fractured at an alumino thermic
joint. The fish plate is designed with a bulge at the center that covers the profile of the thermit weld (see
Figure 1519(5)(a) below).
(b) These may also be used to provide support at newly welded joints, before the weld is certified fit.
(c) Joggled fish plate is an essential equipment for attending to emergencies on welded tracks.
Figure 1519(5)(a): Joggled Fish Plate

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(6) Insulated fish plates

(a) Insulated fish plates are used to provide electrical insulation at rail joints to facilitate the installation and
operation of track circuits for signals.
(b) A common type of insulation joint consists of machined fish plates fitted with fiber insulation side
channels and bushes for fish bolts and end posts between the rail ends. A four channel type of insulated
rail joint is shown in Figure 1519(6)(b).
Figure 1519(6)(b): Four-channel Type of Insulated Joint Using Machined Fish Plates.
(c) Other forms of insulated joints use rubber coated fish plates and glued insulated joints. In this regard
reference should be made to paragraph 1534.
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Section 3: Maintenance of Permanent Way

1520
Importance
(a) The permanent way is the first and most important charge of the Civil Engineering Department and
requires constant and unflagging attention. The increasing speed of trains and loads necessitate ever
greater care, and the Assistant Executive Engineers and their staff should take pride in the production and
maintenance of a good and smooth running track.
(b) The standard of track maintenance however depends mainly on the actual condition of the permanent
way materials particularly the condition of sleepers. Due to resource constraints there is a general backlog
of renewals and replacements on many sections. This calls for the more dedication and innovation on the
part of maintenance staff to ensure that the permanent way is adequately maintained for the performance
of efficient operations to meet traffic demands.
(c) Whereas, good practices and procedures for permanent way maintenance have been outlined in the
paragraphs below, there will be situations requiring initiatives on the part of staff to draw the maximum
performance from the existing and available materials. Divisional Engineers, Assistant Executive Engineers
and SSAE(Way) must exercise judgment and take appropriate measures to ensure satisfactory upkeep of
the permanent way to meet the demands of traffic efficiently and economically, consistent with
environmental and other local conditions.
1521
Systems of Track Maintenance
(1) Traditional manual maintenance

(a) Traditionally, track maintenance in Bangladesh has been done by manual labor since the inception of
the rail network in the second half of the nineteenth century. This system is based on a calendar system, in
which track maintenance is done cyclically on a yearly basis by permanent way gangs. The annual cycle of
permanent way maintenance consists of the following three main activities, which have been described in
the paragraphs below:
(i)
Systematic overhauling;
(ii)
Through packing; and
(iii)
Picking up of slacks.
(b) In addition to the aforesaid calendar based activities, there are maintenance operations which are
targeted to perform specific tasks including maintenance of earth-packed track, lifting and lowering of track,
maintenance of rail joints, creep, buckling of track and deep screening. All maintenance activities in
paragraphs (a) and (b) above have been described in this section.
(2) Mechanized maintenance
With the installation of heavier track structure and long welded rails on some important routes of the railway
network, mechanized maintenance of track using on-track machines on broad gauge and meter gauge has
been ongoing. On sections to be maintained with on-track machines, a 3-tier system of maintenance shall
be adopted with the following distinct components:
(a) Systematic tamping of plain track as well as points and crossings with on-track machines,
(b) Sporadic maintenance, as required, by mobile maintenance units (MMU), and
(c) Maintenance by sectional gangs.
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(3) Reorganization
(a) Maintenance with on-track machines as above envisages reorganization of the existing sectional gangs
in to mobile maintenance units. These units shall be fully mobile with a rail mounted MMU vehicle (see
Figure 1521(3)(a) below), and equipped with small machines for higher level of productivity and
performance than the traditional permanent way gangs. In addition it is expected that some specific track
maintenance works would be outsourced and done through the agency of contractors. The jurisdiction,
functions, structure, equipment, and human resources of the components are summarized in Section 5 of
this Chapter.
Figure 1521(3)(a): (1) MMU Vehicle, (2) Interior of Vehicle for Labor and Equipment.
Note: Although machine maintenance using heavy and light tampers has been ongoing for a decade,
however, the maintenance pattern is not fully established due to limited machines capacity. Until the
shortfall in capacity is mitigated, the traditional system of manual maintenance would need to be continued
in tandem with on track machines for maintaining track at satisfactory level of performance.
1522
Planning of Annual Program of Track Maintenance
(1) System maintenance requirements

(a) The track should be maintained either by traditional system of maintenance or by 3-tier system of
maintenance using track machines. In both systems, track requires to be overhauled periodically with the
object of restoring it to best possible condition, consistent with its maintainability. Periodicity of overhauling
depends on several factors, such as type of track structure, age, volume of traffic, rate of track
deterioration, maximum permissible speed, system of traction, condition of formation and other factors.
Irrespective of the system of track maintenance followed, it is obligatory to overhaul specified lengths of
gang beat annually. The length of the section to be overhauled every year shall be such that overhauling of
track will be completed within a period of 2 to 3 years.
(b) Immediately after cessation of monsoon, the run down lengths should be quickly attended to, to restore
the section to good shape. After this is done overhauling/through packing of track should be taken in hand.
After completion of one cycle of systematic through maintenance, track should be attended to annually,
wherever required.
(d) In any system of maintenance it is necessary to allot certain number of days in a week for 'picking up
slacks' to ensure that whole gang length is in safe condition and provides a comfortable ride for the
passage of trains.
(2) Planning of track maintenance
(a) Every SSAE(Way) must prepare a perspective maintenance plan of his section one month in advance.
The plan should include, apart from normal inspection, inspection of point and crossings, curves and level
crossings, realignment of curves, adjustment of creep, deep screening, casual renewal, renewal of points
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and crossings, welding of joints, destressing of long welded rails etc. so that optimum utilization of time and
labor resources is possible. He should also ensure that arrangements are made for adequate materials,
tools, labor, man power and caution orders as may be necessary.
(b) For sections nominated for mechanized maintenance, annual plan for deployment of various track
machines shall be approved by Chief Engineer.
Note: Additional Chief Engineer (Track) and Track Supply Officer will assist Chief Engineer in coordinating
the demands and actual deployment of machines for maintenance on various sections of the network. They
will also oversee machine productivity.
(c) The annual program of regular track maintenance and works incidental thereto shall be based on the
program that takes consideration of the working season - split in to pre-monsoon and post monsoon
attention, and such variations to suit local conditions, including traffic and track conditions, as may be
specified by Chief Engineer.
(d) The annual program of regular track maintenance includes conventional systematic through packing
from one end of the gang length to the other, including overhauling of nominated sections, picking up of
slacks and attention to other miscellaneous track works.
(3) Annual Program of Track Maintenance
The annual program of regular track maintenance and works incidental thereto shall be generally based on
the program as shown below, with such variations to suit local conditions and the condition of track, and as
may be specified by Chief Engineer. The main operations under regular track maintenance have been
described in the paragraphs below.
1.
Period
Nature of Work
Post monsoon attention:

For about 6 months after
end of monsoon
(a) Attention to run down lengths in the entire gang beat to restore the
section to good shape,
(b) One cycle of conventional systematic through packing from one
end of the gang length to the other including overhauling of nominated
sections.
(c) Generally through packing is done for first 3 days in a week; the
fourth day is devoted to general maintenance of the gang length
including attention to bridge approaches, level crossings and points
and crossings over the entire gang beat; on the fifth day through
packing is resumed and on the sixth day picking up of slacks is done
in the portion already through packed. Works such as lubrication of
rail joints, joint gap adjustments as required and realignment of curves
should be done during this period.
2.
Pre monsoon attention for Normally 2 to 4 days in a week should be devoted to clearing of side
about 2 months prior to
and catch water drains, earthwork repairs to cess, clearing water ways
break of monsoon.
and picking up slacks. In the rest of the days normal systematic
maintenance will be carried out.
3.
Attention during monsoon

for about 4 months
Attention to track as required. This will consist primarily of picking up

slacks and attention to side and catch water drains and water ways.
During abnormally heavy rains, patrolling of the line by gangs should
be carried out in addition to regular monsoon patrolling.
Note: (1) Scattered renewals, creep adjustments and earthwork repairs should be done as necessary.
(2) For maintenance of track with LWR the instructions in the LWR Manual shall be followed.
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1523
Systematic Overhauling
(1) Timing and Purpose

(a) It should be started immediately after the monsoon is over i. e., from first October and should be so
programmed that the whole section is completed before the start of the next monsoon i. e. by the middle of
April.
(b) The rationale of shallow screening during systematic overhauling is to improve the drainage of track for
ensuring better retentivity of track parameters. Another purpose is to open the road completely on the main
line and running lines in yards, once a year, effecting aeration of sleepers and assessment of unserviceable
materials and if possible replacement of important items to enable the track to meet the demands of traffic
throughout the year.
(2) Sequence of operations in Overhauling
Overhauling shall consist of the following operations in sequence:
(a) Opening of track
(i)
In manually maintained section, the ballast between the sleepers or crib ballast must
be removed by shovels or phowrahs and pulled well away up to a depth of 50 mm below
the bottom of sleepers, in a slope varying from the center to 75 mm at the end of the ballast
section. The use of phowrahs for pulling out the ballast ensures that all dirt and fines in
ballast are also removed along with the ballast section.
(ii)
Similarly the shoulder ballast at the ends of the sleepers should also be removed
and cleaned in the same manner. This should not be done until the ballast between the
sleepers is pulled back or cleaned ballast is immediately put back in its place to obviate
buckling or any danger to the running trains during the process.
(iii)
For machine maintained section, the crib ballast in the shoulders should be opened
out to a depth of 75 to 100 mm. below the bottom of sleepers, sloping from the center
towards sleeper end. The ballast in the shoulders opposite to the crib as well as the
sleepers is removed to the full depth. A slope is given at the bottom, sloping away from the
sleeper end.
(b) Shallow screening and making-up of ballast
(i)
The ballast is then screened and put back. The shoulder ballast should not, however,
be removed until the ballast between the sleepers is pulled back or cleaned ballast is
immediately put back in its place to avoid buckling or any danger to the running trains
during the process. Care should also be taken to see that the packing under the sleepers is
not disturbed and the muck removed is not allowed to raise the cess above the correct level.
(ii)
Two contiguous spaces between sleepers should not be worked at the same time.
(iii)
Screening should be progressed in alternate panels of one rail length. In no
circumstances should several rail lengths of track be stripped of ballast.
(iv)
Where drains across the track exist, they should be cleaned and filled with boulders
or ballast to prevent packing from working out and forming slacks.
(v)
After screening, full ballast section should be provided, extra ballast being run out
previously for the purpose. Work should be commenced after making sure that the ballast
will not be seriously deficient. Deficiency, if any, should be shown in the central portion of
sleeper and this also should be made up soon.
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Note: Screening in welded track: Opening out and screening in welded track sections shall be carried out
strictly at the range of rail temperatures and conditions as stipulated in the Manual of Instructions on Long
Welded Rails, 2009.
(c) Examination of rails, sleepers and fastenings
(i)
Rails should be examined: the underside for corrosion, the ends for cracks, the head
for top and side wear, rail joints for wear on the fishing planes, fish bolts for tightness. If rails
on curves wear at an unusually rapid rate, lubrication of the gauge face should be done.
Rust and dust must be removed from the corroded rails by using wire brushes; kinks in rails
should be removed by jim-crowing.
(ii)
Sleepers should be inspected for their condition (split and decay) and soundness
particularly at the rail seats. Broken sleepers or rotten wooden sleepers particularly when
two adjacent sleepers are completely unserviceable must be replaced as necessary. In
case of wooden sleeper track, plate screws, spikes and fang-bolts should be examined for
their firm grip.
(iii)
Fish-plates, bolts and other fittings should be checked and tightened where
necessary. Lubricating of fish-plates and bolts as described in paragraph 1529 should be
carried out well ahead of through packing so that the gang mate and other staff get an
opportunity to check up the oiling done.
Note: Another view is that oiling of fish-plates and bolts should follow overhauling to obviate jamming with
dust during the overhauling work.
(d) Squaring of sleepers
(i)
Gauge variations and kinks inevitably result from sleepers getting out of square.
(ii)
The spacing of sleepers on the sighting rail should first be checked and correctly
chalk-marked as per standard sleeper spacing. Corresponding marks should then be made
on the other rail using the square at every point. The core of sleepers that are out-of-square
should then be 'picked' with the pick ends of beaters, the fastenings loosened and the
sleepers levered and squared to correct position.
(ii)
Squaring should be done by planting the crow bars firmly against the sleeper and
pushing it. Under no circumstances should sleepers be hammered. Sleepers that are
squared should be re-gauged immediately, the fastenings tightened and repacked.
(e) Slewing of track to correct alignment
(i)
Heavy slewing will only be required during realignment of curves when it will be
necessary to loosen the rail, joints and in case of steel sleepers and cast iron sleepers to
loosen the fastenings, the packing cores being broken with the pick-ends of beaters.
Slewing for normal maintenance will be of a small order and should be done after opening
out the road, loosening the cores at ends and drawing out sufficient ballast at the ends of
the sleepers.
(ii)
Slewing of track shall be directed by the gang mate who on straights should sight the
rail from a distance of 30 to 60 meters. On curves, he should sight the outer rail. Slewing is
best done in the morning unless it is cloudy, as later on, sighting conditions become
unfavorable.
(iii)
When slewing, the crow bars should be planted well into the ballast at an angle not
more than 30 degrees from the vertical; otherwise lifting of the track may result.
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(f) Gauging
(i)
Preservation of gauge is an important part of track maintenance especially through
points and crossings. For good riding, the basic requirement is uniform gauge over a
continuous stretch of track and such gauge should be allowed to continue so long as it is
within the permissible limits of tightness or slackness.
(ii)
Gauging should only be done after ensuring that sleepers are truly square. Standard
keying hammers shall always be used. Beaters and heavier hammers should not be used,
as this causes overdriving of keys and strained lugs on metal sleepers.
(iii)
The track gauge should be held firm with one lug against the base rail, and the other
end being swiveled over the opposite rail. The tightest position obtained determines the
correct point to test the gauge. The gauge should not be forced as that causes considerable
wear on the gauge lug.
(iv)
The track gauge should be adjusted to correct gauge on the rail opposite to the base
rail. The required slackness on sharp curves should be attained by using liners of the
requisite thickness against the lug of the gauge in the case of ordinary track iron gauge.
(v) Uniform gauge is more
important than correct level in
track. The straightening and
correct gauging of bent rails are
important points in maintenance
work. Kinks in the rails should
be rectified with jim-crow (see
sketch of at right) in the track
until they are as straight as
possible, and then the track
should be re-gauged;
(vi) While it is desirable to maintain correct gauge, where due to age and condition of the
sleepers, it is not possible to maintain correct gauge, it is good practice to work within the
tolerances of gauge given in Table 1523(2)(f)(iv) below, provided generally uniform gauge
can be maintained over long lengths:
Table 1523(2)(f)(iv): Tolerances for Providing Uniform Gauge
Broad Gauge
Meter Gauge
a) On straight
-6 mm to + 6mm
-3mm to + 6mm
b) On curves with radius 350 meters or more on
-6 mm to + 15 mm
-3 mm to + 15 mm
BG and 175 meters or more on MG
c) On curves with radius less than 350 meters
Up to + 20 mm
Up to + 20 mm
on BG and less than 175 meters on MG
Note: These tolerances are with respect to nominal gauge of 1676 mm for BG and 1000 mm for MG.
(g) Packing of Sleepers
(i)
The aim of packing is to have each sleeper firmly and uniformly packed to ensure
that the rails are at their correct relative levels i.e., level on the straight track and to the
required cant on curves and that no sleeper has any void between it and its bed.
(ii)
Before packing is commenced, it is necessary to ensure that the bearing plates are
firmly fixed to the sleepers and the rails are bearing on the bearing plates. In case of rails
resting directly on sleepers it should be ensured that there is no gap between the bottom of
the rail and top of the sleeper.
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(iii)
The base rail shall be sighted by the gang mate with eye along the lower edge of the
head of rail and any dip or low joint lifted correctly. The adjacent sleepers should then be
packed and the top checked. After two rail lengths have been attended to, the rail on the
other side should be brought to the correct level by checking cross level with the straight
edge and spirit level or gauge-cum level at every rail joint and at every fourth sleeper. The
next two rail lengths should then be taken up and the process continued.
(iv)
For proper packing, all ballast between the sleepers should be removed, up to a
depth of 50 mm below the bottom of the sleepers. The beaters should strike below the
bottom of sleepers to avoid the sleepers being damaged;
(v)
No joint or dip should be lifted higher than the proper level in the expectation that it
will settle to the correct level. Instead it will settle more under traffic as a result of being high
and cause rough running.
(vi)
Having aligned the track and adjusted the 'top' the waymen should be distributed in
batches of two for packing all sleepers in a systematic manner, commencing from one end.
Four men should deal with every sleeper successively, two at each rail seat. The ballast
under the sleeper should be packed by the men standing back-to-back and working their
beaters diagonally under the rail seat at the same time to ensure firm packing (also called
scissors packing see Figure 1523(2)(g) below).
(vii) It is important that
waymen should thoroughly
break the cores with the pickends of beaters and then use
the blunt-ends (head-ones), as
otherwise, uniform packing will
not be achieved and elasticity
of the roadbed affected. After
packing the rail seat the
packing should be continued
outwards and inwards to the
requisite extent on each side
of the rail seat i.e., end of the
sleeper to 450 mm inside on
the broad gauge and end of
sleeper to 350 mm inside on
the meter gauge. The beaters
should not be lifted above the
chest level, the strokes being
kept as nearly horizontal as
possible. Care must be taken
to avoid forcing under the
sleeper any stones so large as
to cause uneven bearing and
to avoid striking the edges of
the sleepers and timbers. All
men should aim to work the
beater from the same height
(chest level) so that the Figure 1523(2)(g): Packing joint sleepers with Beaters
sleepers are uniformly packed.
Higher or lower lifting of the
beaters results in uneven
compactness
.
(viii) In case of steel trough sleepers and wooden sleepers, packing under the rail seat
causes the ballast to work towards the center. Before final dressing is done, it should be
ensured that no sleeper is center-bound by working the pick-ends over the central range.
Center bound sleepers cause vehicles to roll from side to side.
- 105 -
(ix)
Care must also be taken while packing to ensure that the work does not result in the
sleepers adjoining those being packed, lifted off their bed, thus creating artificial voids under
them.
(x)
The packing on the inside and outside at every rail seat should, before boxing the
track, be checked by the gang mate by tapping with a wooden mallet or a canne-a boule. A
hollow sound would indicate defective packing which should be attended to again.
(xi)
As soon as the packing is completed, slight distortions in alignment and longitudinal
level should be checked and corrected by the gang mate, the sleeper(s) disturbed for this
purpose being finally repacked.
(xii)
At bridge approaches and on bridges the spacing of sleepers demands very careful
attention. The sleeper adjacent to the ballast wall of bridges should, in all cases, be brought
up as close as possible to the, girders and should be very carefully packed. If necessary an
extra sleeper may be added on such approaches in order to improve running, with the
approval of Assistant Executive Engineer. Ballast is often allowed to run away from, the
back of ballast walls, and means should be taken to retain it in place, either by placing
longitudinal sleepers parallel to the rails and outside the running sleepers or by other means.
The track on the approaches of bridges, culverts and hard spots such as level crossings
requires constant and careful packing to avoid bad running.
(h) Repacking of joint sleepers
(i)
When lifting and packing a low joint, three sleepers on either side of the joint should
also be opened and packed. The opening in such cases will only be in the packing area
under the rail seats and will not necessitate opening of shoulders;
(ii)
The joint and shoulder sleepers (sleeper next to the joint sleeper) should be
repacked, before boxing is done and the cross-levels at joints checked. The rail joint is the
weakest link in track, as such firmness of its support is essential.
(iii)
The clearance for expansion at joints should be carefully maintained, and joints
should be kept square;
(i) Boxing to ballast section and tidying
(i)
After completing the preceding operations in sequence, clean ballast should be
worked in with ballast forks or rakes. The ballast section should be dressed to the specified
dimensions, an approved template being used for the purpose. Hemp cords of 6 mm
diameter of sufficient length (minimum 30 meters) should be used for lining the top and
bottom edges of the ballast section. Where the quantity of ballast is inadequate, full section
of ballast should be provided near the rail seat, the deficiency being reflected along the
center of the track and not under the rails or in the shoulders.
(ii)
The cess should then be tidied up. Where earth ridging is at the edge of the bank,
this should be cut and removed. High cess impedes drainage; low cess results in spreading
and wastage of ballast. High cess should be cut during overhauling and low cess should be
made up. Cess should be maintained to the correct depth below rail level according to the
ballast-section and formation profile using a template (see Figure 1523(2)(i) and the table of
dimensions below).
- 106 -
Figure 1523(2)(i): Template for Profiling Ballast Section and Cess (see table below for dimensions)
Bank Width
BG 6.1 m (20 ft)
Bank
MG 4.88 m (16 ft)
BG 5.5 m (18 ft)
MG 4.27 m (14 ft)
A
2072
B
800
C
381
D
420
E
76
F
991
G
80x32 Batten
1905
1867
1600
610
800
610
305
381
305
346
420
343
60
73
54
991
686
686
64x32
80x32
64x32
(iii)
The ballast section should be neatly dressed to correct standard section using
standard wooden templates and strings to effect straight line at the bottom of the ballast
slopes as well as at the edge of the cess.
1524
Through Packing
(1) Work to be done before through packing

Before the through packing is started the following points should have been attended to:
(a) Correction of expansion gaps and pulling back of rails and squaring of joints where required.
(b) Changing all bad sleepers and packing up joints and slacks.
(c) Any earth shoulders at the end of the sleepers should be leveled off and boxing done to the correct
section.
(d) Program for through packing should be prepared in the beginning of October by Assistant Executive
Engineer in consultation with the SSAE(Way) and detailed instructions should be issued. This program
should take into consideration the condition of track in each gang length and other local conditions
including adequacy of ballast and permanent way materials.
(e) During October all such slacks should be completely picked up and each gang length should be brought
in to good service. Under normal conditions through packing is required to be done every year during the
period October to April, for 4 days in a week. The actual number of days and detailed program shall be
fixed by the Assistant Executive Engineer for each section consistent with the actual condition of
permanent way materials.
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(2) Sequence of operations in through packing

(a) Through packing is best done continuously from one end of a gang length towards the other. Through
packing shall consist of the following operations which are carried out in the stated sequential order.
(i)
Opening of track;
(ii)
Examination of rails, sleepers and fastenings;
(iii)
Squaring of sleepers;
(iv)
Slewing of track to correct alignment;
(v)
Gauging;
(vi)
Packing of sleepers;
(vii)
Repacking of joint sleepers;
(viii)
Boxing of ballast section and tidying;
(ix)
Monitoring through packing work.
The above operations are carried out in the same manner as explained in paragraph 1523(2) above for
overhauling, except that during through packing the differences outlined in the paragraphs below shall
apply.
(b) Opening of track
(i)
Ballast should be opened out, on either side of the rail seats, from end of sleeper to
450 mm inside of the rail seat for broad gauge and 350 mm for meter gauge, and to a depth
of 50 mm below the packing surface without disturbing the cores under the sleepers
(ii)
The ballast should be drawn by powrahs/ shovels outwards and inwards i.e., that
portion of the ballast on the outside of the rail should be drawn outwards, the portions
between the rails being drawn towards the center, care however, should be taken to see
that the ballast ridge between the rails does not project more than 50 mm above rail level.
(iii)
When the ballast on the shoulder of sleepers is removed it should be immediately
replaced with clean ballast taken out from between the sleepers. The progress per pair of
waymen will be approximately 30 meters.
(iv)
The length of track opened out on any one day shall not be more than what can be
efficiently tackled before the end of the day. Under no circumstances the track is to be left
open overnight.
(c) Except for the operation of Shallow screening and making up of ballast vide paragraph 1523(2)(b)
above, which is not carried out during through packing, all other operations for overhauling of track vide
paragraphs 1523(2)(c) to (i) shall apply to through packing.
(d) Tidying up of the section
Besides sound packing, adjusting cross levels alignment and surfacing, attention should be paid to the
general appearance and cleanliness of the track. All scattered ballast lying on the slopes of bank and below
should be reclaimed and, put into the track. The ballast section should be neatly dressed according the
standard templates and the-toe of ballast should be dressed in straight-line with a string.
- 108 -
(e) Through packing and tamping

To the extent systematic tamping of track is done using on-track machines, the work of through packing
would be reduced to the same extent.
(f) On-the-job training
(i)
Detailed instruction regarding the method of through packing and picking up of
slacks must be explained by SSAE(Way) and SAE(Way) to all gang mates and waymen
both verbally and by actual demonstration. For this purpose every SAE(Way) must spend at
least two hours with each gang by rotation and SSAE(Way) must spend at least one hour
with each gang by rotation.
(ii)
Updating the knowledge of safety rules and work practices of gang mates and
waymen is the responsibility of SAE(Way) and SSAE(Way), and no staff shall be found
wanting in this respect. During inspections, the Assistant Executive Engineer shall check in
detail the work of some gangs picked up at random. Results of such detailed checks should
be recorded in SSAE(Way)s inspection note books
(g) Monitoring of through packing work
(i)
During the through-packing season the SSAE(Way) and Assistant Executive
Engineer should make it a point to trolley in their sections as often as possible and check
the quality of the work done by each gang and the actual distribution of work and progress.
For this purpose the actual daily progress of through packing done in each gang length
should be plotted on a graph chart, ensuring that the entire gang beat is through packed
during the season. This chart should be checked by the SSAE(Way) and Assistant
Executive Engineer regularly.
(ii)
Besides checking the work of waymen on the day of inspection, the work done a day
or two earlier should also be checked in order to rectify any defects or clarifying any
misunderstanding of the earlier instructions.
(iii)
Instead of issuing separate inspection notes, a gang work order book on the format
at Annex 1524(2)(g)(iii) shall be maintained with each gang mate. The SSAE(Way) and
SAE(Way) should enter briefly their inspection note and instructions to the mates in the
gang work order book, which must be checked during inspections. The Assistant Executive
Engineer should enter his inspection notes in the inspection books maintained by the
SSAE(Way). In each inspection book two or three pages should be allotted for each gang
and every time the SSAE(Way) and Assistant Executive Engineer check the gang work,
remarks should be recorded by them.
(h) Time schedule
Generally through packing is done for the first three days in a week, the fourth day is devoted to general
maintenance of the gang length, on the fifth day through packing is resumed and on the sixth day slacks
are picked up in the portion already through packed. The number of days required for picking up slacks,
depends on the actual condition of the permanent way materials and local conditions. Since these
conditions vary on almost every section, the number of days suggested for through packing, overhauling
and picking up of slacks is only indicative and may vary based on the specific needs and judgment of
Assistant Executive Engineer.
(i) Detailed instructions
At the start of through packing season, Assistant Executive Engineer shall issue detailed instructions giving
details of work to be done in different sections based on local and track conditions. In order to ensure that
the gang-beat is maintained in a state fit for safe movement of traffic, as many days as possible should be
allotted for through packing, and the remaining for picking up of slacks.
- 109 -
Annex 1524(2)(g)(iii)
Gang Work Order Book
Location
(km)
Work Engaged on
(Ordered by SSAE(Way))
- 110 -
Initials of
SSAE(Way)
with date
Remarks
1525
Picking up Slacks
(a) Picking up slacks is a general term used for attending to track at random locations which do not ride
well, including packing low joints, correcting super elevation and alignment as a part of day to day routine
maintenance of track.
(b) Slacks usually occur on stretches of yielding formation on high banks and cuttings, on approaches of
bridges, on badly aligned curves, where ballast is poor in quality or quantity or where drainage is defective.
Attention to slacks shall be as needed, based on the results of inspections and track recording, if done.
Picking up slacks shall be done where the alignment is kinky or top (longitudinal) level is uneven and the
track has to be restored to normal condition quickly.
(c) The actual distribution of work of picking up of slacks should not be left to the discretion of the gang
mates. Both the quality and quantity of work to be done should be specified by the SSAE(Way) or
SAE(Way) in the work order books kept with the gang mates. The instructions given should be checked on
subsequent inspections to ensure compliance by the gang mates.
(d) The quantum of work turned out by a gang during the day will depend on the extent of slacks. In all
cases sighting is done, the defects assessed and marks made on sleepers to be dealt with in chalk. The
marked sleepers should then be dealt with as in through packing care being taken to see that the packing
of adjacent sleepers does not get disturbed. Normally whenever joints are to be packed up both the
shoulder sleepers should also be opened under the rail seat and packed up along with the joint sleepers.
(e) In certain cases where the conditions so demand i.e., a large percentage of sleepers needs attention in
a rail length, the entire rail length should be through packed under the instructions of SSAE(Way).
(f) It is imperative that when joints are picked up, at least three sleepers on either side of the joints are
packed. Picking up slacks may be done, by conventional manual maintenance method or by off-track
tampers. In the case of a low joint, the fish plates should be slightly loosened and the joint tapped, so that
the rail ends are, rendered free and are capable of being lifted. After the joint is thoroughly packed the fish
plates should be tightened again.
(g) As already mentioned in the paragraph above, detailed instructions regarding the method of through
packing and picking up of slacks must be explained and actually demonstrated by the SSAE(Way) and
SAE(Way) to all gang mates and waymen. For this purpose SAE(Way) must spend at least two hours with
each gang by rotation, and the SSAE(Way) must spend at least one hour with each gang by rotation.
(h) Assistant Executive Engineer is also expected to check in detail the work of gangs at random during
inspection. The results of such detailed checks should be recorded in SSAE(Way)'s inspection books.
(i) Generally through packing is done for the first three days in a week, the fourth day is devoted to general
maintenance of the gang length, on the fifth day through packing is resumed and on the sixth day slacks
are picked up in the portion already through packed. The number of days required for picking up slacks,
depends on the actual condition of the permanent way materials and local conditions. Since these
conditions vary on almost every section, the number of days suggested for through packing, overhauling
and picking up of slacks is only indicative and may vary based on the specific needs and judgment of
Assistant Executive Engineer.
1526
Maintenance of Station Yards, Track Drainage and Earth-Packed Tracks
(1) Tracks in station yards

(a) All tracks in station yards over which mail and fast passenger trains run shall have ballast section and
depth of ballast cushion as on the adjoining main line tracks. Other lines should be ballasted at direction
according to the work they are required to do.
- 111 -
(b) All filling-in above formation level and between tracks should be done with the suitable and economic
material such as sand and not with ballast.
(c) Proper arrangements should be made for the drainage of yards by the provision of shallow saucer
drains across the track at suitable intervals. The bottom of these drains should be slightly below the level of
the bottom of the sleepers.
(d) Opposite rail level platforms clean ballast should be filled up between the nearest rail and the platform
coping up to 50 mm below rail level. As a precautionary measure the web and bottom flange of the rail so
covered with ballast should be painted with hot coal tar to avoid corrosion. Similar action should be taken at
level crossings.
(2) Distance pieces to platform lines
In order to obviate the possibility of infringement of horizontal clearance from the track to face of platform
wall/ coping, tracks adjacent to platforms should be provided with struts or distance pieces made of timber
fixed at intervals of about 30 meters. One end of each wooden strut or distance piece should butt against
the web of the near rail and the other against the face of the platform wall.
(3) Drainage of track and yards
(a) For efficient drainage of cuttings, side and catch water drains of suitable type and size should be
provided. The bottom of side drains should be at least 30 cm. below the formation level.
(b) Adequate openings to take the full flow of side drains should be provided under level crossings where
they exist in or at the end of the cuttings.
(c) The permanent way staff shall carry out cleaning of side and catch water drains, clearing of obstructions
from outfalls and cleaning water-ways of bridges and culverts methodically and complete the work before
the monsoon sets in. The spoil from cleaning drains or cuttings should not be deposited at a place from
where it is likely to be washed back into the drains.
(d) In civil and municipal areas, where the outfall of railway drains is in the municipal drains, close
coordination should be maintained with the municipal authorities to ensure free flow from railway drains.
(e) Drainage in station yards. The network of cross and longitudinal drains in yards whether earthen or
masonry should be so planned that storm water is led away in least possible time. The system of surface
drains of carriage-watering and carriage washing hydrants should be efficiently maintained.
(4) Earth-packed tracks
(a) On some branch lines where the track is boxed with earth in place of stone ballast, the instructions
regarding the overhauling of ballast track in the foregoing paragraphs also apply in the case of earth
packed track with the exception that earth is used in place of stone ballast.
(b) Before putting the earth boxing back, however it is essential that roots of grass and other vegetation are
carefully removed. In earth packed tracks, the aeration of sleepers is important to obviate deterioration. A
period of aeration not exceeding two days may be necessary, however, this should be decided by the
Assistant Executive Engineer keeping in view the condition of track, intensity of traffic and other local
conditions.
(c) For maintenance during rainy season sand in reasonable quantities should be available at locations
which usually give trouble. This specially applies to forest sections.
(d) Special and constant attention is necessary, especially during monsoon to weed out vegetation. Due to
heavy rains, in some sections grass is liable to grow rapidly which may hinder in the day to day inspection
and maintenance of track.
- 112 -
1527
Lifting and Lowering of Track
(1) Lifting of Track

(a) In order to provide a good top or longitudinal level to track, lifting of track may become necessary during
regrading track and elimination of minor sags, which develop because of improper maintenance or yielding
soil.
(b) Correct level pegs should be fixed at suitable intervals before lifting is commenced. On a curve, the
curve boards and curve pegs should be followed.
(c) Heavy lifting should always be carried out under suitable speed restriction and under the protection of
engineering signals. Lifting should not exceed 75 mm at a time so as to allow proper consolidation. The
easement gradient for the passage of trains should not be steeper than 25 mm in one rail length of 13
meters. The operation should be repeated until the required level is attained, when the track should be
finally ballasted, through packed and boxed. The cess should be made up to proper level.
(d) Lifting shall commence from the down hill end and be carried out in the direction of rising grade in single
line. In double line, lifting should proceed in the direction opposite to traffic. Care shall be taken that the
easement grade is not exceeded.
(e) While lifting track under bridges and overhead structures it shall be ensured that there is no
infringement of the Schedule of Dimensions.
(f) In case of curves, it is usual to set the inner rail to the correct level and grade and to raise the outer rail
to give the required super-elevation. Care shall be taken to ensure that the cant gradient is within the
permissible limit.
(g) The work of lifting of track shall be carried out in the presence of SSAE(Way).
(2) Lowering of Track
(a) Lowering of the track shall not be resorted to except where it cannot be avoided. If resorted to, lowering
it should be done under suitable speed restriction and under the protection of temporary engineering speed
restriction indicators.
(b) When lowering is to be done, trenches to the final level shall be made across the track, at every 30
meter, in order to provide reference points during the progress of work. The ballast should be removed
away from track to prevent mixing with excavated material.
(c) The procedure is to clear the spaces between the sleepers, then slightly lift the track, break the packing
beneath and level it into the space between sleepers. This material is then removed and the operation
repeated until the final level is reached. The road should then be ballasted, through packed and boxed. The
cess shall be cut down to proper level.
(d) Lowering as in the case of lifting, should be restricted to a maximum of 75 mm. at a time and the grade
for passage of trains should not exceed 25 mm. in a rail length of 13 meters contrary to the method of
lifting, lowering should be carried out in the direction of the falling grade.
(e) The work of lowering of track shall be carried out in the presence of SSAE(Way).
1528
Maintenance of Rail Joints
(1) General
(a) 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
- 113 -
consequent risk of track buckling at high temperatures. However, the penalty for this is the care for
maintenance-intensive joints which generate high dynamic loads during train passage. These loads are
responsible for many problems like rapid 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.
(b) The joints in track being the weakest link should receive special and continuous attention. Special care
is needed for maintenance of fish-plated joints to get better rail life as well as improved running. No joints
should be permitted in a level crossing or within 3 meters of a bridge abutment.
(2) Efficient maintenance of rail joints
The efficient maintenance of joint depends on:
(a) Efficiency of fastenings.
(b) The efficiency of packing and correct spacing of sleepers.
(c) The provision and maintenance of correct expansion gaps.
(d) The proper lubrication and fishing of the joints.
(e) The correct maintenance of gauge and cross levels and proper packing.
(f) Efficient drainage.
(3) Defects in rail joints
Some of the major defects at the rail joints together with the suggested measures for rectifying or
minimizing these deficiencies/ defects are detailed in the paragraphs below.
(a) Slack sleepers: In the case of conventional maintenance by beater packing it should be ensured that the
joint sleepers do not get tilted.
(b) Loose fish-plates: Fish bolts must be kept tight, but not so tight as to prevent expansion or contraction of
rails, by using standard spanners.
(c) Wear of Fish-Plates and Rails at fishing surfaces: When wear takes place on the fishing planes of rails
and fish-plates, the joint dips down. The wear is generally greatest at the center of the top of the fish-plates
and least at the ends. There are two methods for compensating the wear of the fishing planes:
(i)
Repressed fish-plates. The repressed fishplates are those which are hot forged so
as to form a bulge in the middle part of the fish-plate conforming to the wear profile on the
fishing surface of the rails.
(ii)
Tapered shims. Tapered shims are pieces of steel, shaped to fit the usual pattern of
wear between the top fishing surfaces. They are made in varying thicknesses, each size
being designated by the wear in mm between the fishing surfaces multiplied by 10.
Thickness of shim is varied in steps of 0.5 mm. from 1.5 mm to 3.8 mm Length of the shims
should be determined on the basis of actual wear pattern of different sections of rails.
Shims are tapered in thickness from one to the other to conform to the wear.
(d) Hogged Rail Joints. De-hogging can be done by de-hogging machines (see paragraph 1514(1)(e)). Dehogging of rail ends can be done by measured shovel packing. In this method the joint sleepers are
normally packed to a specified height above the normal, taking into consideration the dip at the joint and
voids below the sleepers, leaving the shoulder sleepers without packing. After allowing traffic for about two
days, the shoulder sleepers are packed without lifting them. De-hogging is effected by traffic passing over
- 114 -
the joints. Use of repressed fish-plates helps in improving the hogged joints. Hogging can also be
eliminated by cropping the rail ends.
(e) Battering of Rail ends: Battering can be avoided by packing the joint sleepers firmly and by maintaining
correct expansion gaps (see paragraph 1514(1)(f)). Battering of rail ends can be repaired by in situ welding.
It can also be improved by end cropping.
(f) Broken Fish-plates. Broken or cracked fishplates must be replaced with new or reconditioned fish-plates.
(g) Cracked or Broken Rail ends. The fish bolt and bond holes at rail ends weaken the rails. When
maintenance is poor, rail end fractures occur, the fractures almost always starting as a fine crack from the
fish bolt or bond holes (for track circuiting wires). During lubrication of rail joints, opportunity should be
taken to observe the rail ends carefully for any fine cracks. If cracks are noticed rails should be replaced.
Chamfering of bolt holes and bond holes should be done. Ultrasonic testing of rails helps in detecting the
cracks which are difficult to detect by visual examination.
(h) Pumping of Joints. Immediately after the monsoon, the ballast at such joints should be removed. Sand
blanketing should be provided on the top layer of the formation which will prevent upward rise of clay slurry.
On top of this blanket clean and adequate ballast should be placed. Cross drains should be provided
between first and second shoulder sleepers. Geo-textiles can also be advantageously used.
(4) Other important aspects of rail joints maintenance
(a) Gap survey should be undertaken periodically and gap adjusted.
(b) Use of wooden sleepers at fish-plated joints, on a steel sleeper road, is desirable.
(c) Ordinary fish-plated track could be converted into three rail panel, wherever all other conditions for SWR
are satisfied.
(5) Chamfering of bolt holes in rails
(a) General
(i)
The chamfering of bolt holes work hardens the periphery of holes and thereby
delays the formation of star cracks which cause rail fractures in service. Such preventive
action increases the service life of rails.
(ii)
Each drilled hole shall be chamfered. Bolt holes in new rails should be chamfered
before rails are laid in track.
(iii)
In fracture prone zones, existing bolt holes (if not elongated) should be chamfered.
The chamfering of hole takes 5 minutes per hole.
(b) Equipment for chamfering of bolt holes
The chamfering of bolt holes shall be done using the following equipment (see sketch of chamfering
equipment in place at below right):
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(i) High tensile bolt and nut,

(ii) Set of two high strength steel
chamfering bits,
(iii) Set of two packing pieces
(sleeves), and
(v) Torque-wrench with built-in
ratchet mechanism 1.25 meter long.
(c) Procedure for chamfering of bolt holes

(i)
The nut of high tensile steel bolt is removed and one packing piece is inserted in the
shank followed by one side of the high strength steel chamfering bit.
(ii)
The high tensile steel bolt is inserted with 2 pieces in the rail hole.
(iii)
On the other face of the rail hole, the second half of the chamfering bit is inserted
over the shank followed by the second packing piece.
(iv)
The nut on the high tensile steel bolt is replaced.
(v)
Pre-set torque-wrench on nut at torque value equivalent to an axial force of 12.5
tonnes, which is good for 50-52 kg/meter and 90 lb/yard rails . The nut is tightened with the
torque wrench. As soon as the preset torque is attained, the torque wrench will
automatically trip indicating complete tightening to preset torque value.
(vi)
The nut is unscrewed by reversing the torque wrench and HTS bolt is removed. The
process is repeated on other bolt holes.
(vii)
Chamfering of each hole should be done under the supervision of Mate or Keyman.
(6) Tightening and easing of fish bolts

(a) After the fish-plate has taken a proper bearing on the rail, care should be taken that the keyman does
not tighten the fish-plate to such an extent as to prevent the proper expansion of the rails. For this purpose
the spanner for tightening fish bolts should not be more than 61 cm long on the broad gauge and not more
than 38 cm on the meter gauge.
(b) Easing fish bolts: Fish bolts should be eased in early April to safeguard against buckling of the rails and
should be retightened at the beginning of November. This is especially necessary when insufficient
expansion gaps have been provided for while linking track. When tendency for track buckling is noticed or
suspected, the fish bolts and fish-plates must be loosened for some distance to allow the rails to expand.
(c) In the case of a buckle, the track should be slewed to from a gentle reverse curve, and a speed
restriction imposed until the joints can be pulled back sufficiently. It is important that the danger signals are
exhibited as soon as a track buckle is noticed.
(7) Lubrication of Rail Joints
(a) Need for lubrication
(i)
Lubrication of rail joints or oiling and greasing of fish plates is one of the important
items of systematic track maintenance of permanent way. The lubrication of joints is
- 116 -
necessary allow for expansion of rails and to reduce wear and tear on the fishing planes of
rails and fish-plates.
(ii)
All rail joints should normally be lubricated once a year on a programmed basis
during the cold weather months after the monsoon i.e., from October to February.
Lubrication should not be carried out in extremes of weather both hot and cold or when the
rails are in tension due to creep.
(b) Materials for lubrication
The lubricant used is a paste of workable consistency made by mixing the following quantities of materials,
which will be sufficient for 100 joints of 90 lb/yard or 52 kg/meter rails and 125 joints of 75 lb/yard rails:
Plumbago (dry graphite) = 5 kg
Kerosene oil (second quality) = 3.5 kg for
Black or reclaimed oil = 2.75 kg.
(c) Procedure for lubrication of joints
The procedure to be followed for lubrication of rail joints shall be as follows:
(i)
A specially trained wayman must be put on to the job of lubrication of rail joints. He
should carry spare pair of fish plates and necessary fish bolts which are already lubricated
for replacement of cracked ones. The work must be carried out under the protection of a
banner flag placed across the track at the site of work.
(ii)
While carrying out the work, not more than one joint is opened at a time. In opening
out one joint also, one fish plate should be tackled at a time and it should be ensured that
no time during the operation there is less than one fish plate and two fish bolts connecting
the two rails.
(iii)
After each side of the rail ends and fish plate is properly cleaned, preferably by using
a wire brush and clean jute, it is inspected for cracks. The fishing surfaces of rails and fishplates are checked for wear. A magnifying glass and a mirror should be used for detecting
cracks in rail ends and fish-plates.
(iv)
After inspection of the cleaned surfaces, these are lubricated.
(v)
The fish bolts are then put back in same position (with nuts on outside) and
tightened using a standard fish bolt spanner, the inner two bolts being tightened first.
Note: The practice of putting the nuts of fish bolts on the inside of the rail every alternate year to show that
the fish plates have been lubricated is prohibited due to the danger of accident resulting from wheel flange
striking the nut in a worn out rail.
(vi)
Avoid overstraining of fish bolts while tightening.
(vii)
Where considered necessary by SSAE(Way), in order to achieve better progress
and safety, an additional wayman may be deputed with the keyman for the work of
lubrication of joints. Thus both of them will tackle alternate joints facing in opposite
directions to keep an eye on the approaching trains from both the directions.
(viii) When single line working is in force on the double line, the work on fish plate is not
to be taken in hand until double line working is restored.
(ix)
Such work shall not be undertaken in foggy or stormy weather.
- 117 -
(d) Record of lubrication

(i)
The lengths over which the rail joints are lubricated together with dates shall be
recorded in the gang chart and in the section register of SSAE(Way). In the month of April,
SSAE(Way) shall submit to the Assistant Executive Engineer (AEN) certificates of
lubrication of rail joints giving reasons for any exception. Copies of these certificates should
be forwarded with the AENs comments to the Divisional Engineer for scrutiny and record.
(ii)
After rail joints have been lubricated, it is important to check and re-tighten the bolts
after the fish-plates have taken a bearing under traffic.
1529
Dual Gauge Track and its Maintenance
(1) Dual Gauge

(a) The break of gauge problems on the railway are being tackled by adding a third rail to the broad gauge
(1676 mm gauge) and the meter gauge (1000 mm gauge) lines, so that both gauges can co-exist on the
same track. The resulting dual-gauge allows trains of both gauges to use the same track.
(b) Significant length of track on the railway, particularly on the west of the Jamuna River with a link to
Dhaka is dual gauge.
(c) The dual gauge track has a three-rail configuration in which one rail is common to both broad gauge and
meter gauge. (see Figure 1529(1)(c)-a and b below).
Figure 1529(1)(c)-a and b: Dual Gauge Track with Three-Rail Configuration
- 118 -
(d) The only exception to the three-rail arrangement for the dual gauge track is on the Jamuna Multipurpose
Bridge, which links the railway networks on the east and west of the Jamuna River. The dual gauge track
on the Jamuna Bridge has a four-rail configuration so that both gauges use the same centre-line (see
Figure 1529(1)(d)-a and b) below.
Figure 1529(1)(d)-a and b: Dual Gauge Track with Four-Rail Configuration on Jamuna Bridge
(2) Track Structure on Dual Gauge
(a) Track structure: The track structure of the dual gauge track is given in the Table below:
Track Component
Rail:
Sleepers
Sleeper Density
Sleeper Spacing
Ballast Cushion
Shoulder Width of Ballast
Fastenings
Track Gauge
Axle Load
Rail seat Inclination
Description
BS 90A lb/yard, BS 90R lb/yard
Pre-stressed Concrete Sleepers
1,485 per kilometer
673 mm for main lines and loops
150 mm (on existing main track)
200 mm (on new main track)
305 mm
Pandrol Elastic Rail Clips, Type: e-2007-AV,
which have anti-vandal features.
Dual Gauge- 1000 mm for MG and 1676 mm for
BG
22.5 tons for BG and 13 tons for MG
1:20
- 119 -
(b) As far as the rail and ballast are concerned, the dual gauge track specifications are the same as for
single gauge tracks. A typical cross-section of the embankment on dual gauge is at Figure 1529(2)(b)
below.
Figure 1529(2)(b): Cross Section of Dual Gauge Track of BR

(c) Long welded rails: The rails for broad gauge and the middle rail of meter gauge are laid as long welded
rails. On both ends of an LWR, buffer rails are laid. Buffer rails comprise 3x12.8 meter long rails, with total
length of 38.4 meters. The buffer rails are laid on concrete sleepers with rail-free elastic rail clip fastenings.
The joint sleepers are wooden sleepers. The four joints of the buffer rails are fish plated joints. The buffer
rails are laid such that the summation of all four gaps is 28 mm at 340 C.
(d) New Track tolerances: For the construction of dual gauge track, the new track tolerances are as per
Table 1529(2)(d) below.
Table 1529(2)(d): New Track Tolerances for Construction of Dual Gauge (BG and MG) Track
Loop Lines and Other
Main Track
Tracks
Track Parameter
ConstrucConstrucOperation
Operation
tion
tion
Gauge (mm)
-1 to +3
-2 to +5
Gauge Variation (mm/sleeper)
1
1
2
2
Super-elevation (mm)
2
4
4
5
Unevenness or Longitudinal
Level (mid-ordinate measured
3
5
4
5
over a chord 20 meter long, on
either rail mm)
Twist (measured at locations 3
1
3
1
5
meter apart mm/meter)
Alignment (measured as midpoint offset or versine on a 10
meter chord mm)
(i) For tangent and curves 500
4
5
4
10
meter radius
(ii) For curves > 500 meter
5
10
5
15
radius.
Notes: (1) The tolerances as above are measured under no load conditions. (2) The tolerances in columns
2 and 4 Construction are those to be applied on completion of track construction but before it is put in to
service. (3) The tolerances in columns 3 and 5 titled Operation are the maximum deviations permitted
during the maintenance period.
(e) The design track speed of the dual gauge section is 100 km/hour for meter gauge and 120 km/hour for
broad gauge.
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(3) Concrete Sleepers for Dual Gauge

(a) The pre-stressed concrete sleepers laid in dual gauge track are manufactured to the dimensions and
tolerances set out in the table below:
Dimension
Length
Base Width
Top Width
Maximum Height
Minimum Height
Track Gauge
Value (mm)
2.750
250
Variable 180 to 183
256
235
1676 and 1000
Tolerance(mm)
+10,-10 we 365 kg
+3,-3
+1, -0.5
+5, 2
+5,-2
+2,-1
(b) In the three-rail configuration, the second meter gauge rail is supported at about mid-length of the PSC
sleeper. Thus there is asymmetry of stresses on the dual-gauge concrete sleeper. This asymmetry makes it
difficult to work out the resistance or strength requirements of the sleeper.
(c) The dual gauge concrete sleeper is designed as a beam resting on the broad gauge rail seats and
supporting the loading on the meter gauge middle rail. Over time the concrete sleeper because of its mass
makes a seating on the ballast bed giving rise to positive and negative bending moments which the sleeper
has to withstand (see Figure 1529(3)(c) below).
(d) Experience with dual gauge on the railway is so far limited and the adequacy of the design of the dual
gauge PSC sleeper will need to be validated by its satisfactory performance in the field under traffic
conditions.
Figure 1529(3)(c): Dual Gauge Track on Concrete Sleepers

(e) Presently, the concrete sleeper designs are largely guided by experience when it comes to designing
with regards to the static and dynamic loads and the vibration component. Further, there is always a high
potential that an out-of-round, single-sided wheel defect in rolling stock may occur and cause cracking in
the railway concrete sleepers. In order to be able to rationalize the design assumptions, ongoing
experimental investigations in railway industry, worldwide, are focused at understanding the progressive
dynamic behavior of prestressed concrete sleepers in railway track structures under repeated impact
loading.
(4) Maintenance of Dual Gauge Track
(a) Methods of maintenance
(i)
Dual gauge track laid on pre-stressed concrete sleepers shall be maintained only by
on-track tamping machines or through mechanized maintenance able to do leveling with
tamping and lining (correction of alignment). Beater packing of the concrete sleepers shall
not be done under any circumstances. In case slacks have to be picked up machine time
should be requested and arranged.
- 121 -
(ii)
The pre-tamping and post-tamping works which are required to be done with
machine maintenance shall be carried out as per this Manual.
(iii)
Tracks on loop lines and sidings shall be maintained manually by conventional
means.
(iv)
Maintenance of track on bridges (see Figure 1529(4)(a)(iv) below), level crossings
and at other locations shall be done in accordance with the provisions of this Manual,
(v)
Maintenance aspects of long welded rails and concrete sleepers which are typical to
dual gauge have been detailed in the paragraphs below.
Figure 1529(4)(a)(iv): Guard rails on Bridges in Dual Gauge Track

(b) Maintenance Tolerances
The recommended maintenance tolerances for dual gauge tracks, which are expected to be
achieved immediately after the track is attended to, are given in Table 1529(4)(b) below
(reference should also be made to paragraph 1503(7)(c)).
Table 1529(4)(b): Recommended Maintenance tolerances for Dual Gauge
Tolerance
Generally
Parameter
1.Track Gauge
(i) On Straight track
(ii) On curve up to 40
Tolerance in
Isolated locations
-3 to +5 mm
-3 to +12 mm
8 mm
2. Unevenness (Measured under loaded

5 mm
8 mm
3. Cross level
Correct
4. Twist (Measured under loaded condition

on a 3.5 base)
(i) on straight and or curved track other
than transition.
(ii) On transition
2 mm/meter
3 mm/meter
1.5 mm/meter
2 mm/meter
5mm
5 mm
8 mm
7 mm
5. Alignment (Mid-ordinate offset or

versine measured under loaded condition
on 3.5 meter base)
(i) On straight
(ii) On curve
- 122 -
Notes: (1) It is desirable to maintain correct gauge, however, where due to age and condition of the
sleepers, it is not possible to maintain correct gauge, it is good practice if the work conforms to the
tolerances for gauge given in the table above, provided generally uniform gauge can be maintained over
long lengths (2) Small but constant cross level differences may not be of much consequence, except when
these occur in combination with other variations in track geometry. It is generally good practice to maintain
track to correct cross levels. (3) The total change of versine from chord to chord should not exceed 10 mm.
The versine measured may be either on no-load track or on loaded track.
(5) Maintenance of Long Welded Rails in Dual Gauge Track
(a) Thermal compressive forces
(i)
Amount of thermal forces: Restraint in the longitudinal movement of rails due to
increase in rail temperature generates axial compressive stresses in the elements of the rail
metal (reference should be made to the Manual of Instructions on Long Welded Rails. The
resulting thermal force may be estimated by the formula:
P = EA T
where P is the thermal force in tons, E is the modulus of elasticity of rail steel (2.15x106
kg/cm2), A is the area of the rail in square cms, is the coefficient of linear expansion
(1.152x10-5 per degree centigrade), and T is the variation of rail temperature in degrees
centigrade.
(ii)
In the formula above, since E and are constant, the thermal force generated in the
rail is directly proportional to the area of rail steel and temperature variation.
(b) Track stability against compressive forces
(i)
In dual-gauge track, a third rail is added to the classical two-rail layout. The addition
of the third rail increases the area of rail steel by about 50 percent (compared to a two-rail
classical layout). Therefore, the axial compression forces in dual gauge track increase by
the same amount. This could lead to more instability of the three-rail dual gauge track.
(ii)
On the other hand, the addition of a third rail (in dual gauge) complicates the
behavior pattern of the rail-sleeper grid structure of track which is known to be one of the
factors that provides torsional resistance against distortion under the influence of
compressive forces.
(iii)
However, whenever the axial compression force exceeds a critical threshold, the
track could become unstable and significant lateral deflections may appear thus leading to
unacceptable riding safety levels. Analytical studies have assessed this phenomenon in
detail by means of a three-dimensional, nonlinear, numerical finite element model and
concluded to the increasing risk of instability in dual-gauge track.
(c) Maintenance Precautions against higher Compressive forces in LWR in dual gauge tracks
(i)
Since higher compression force in dual gauge track activated by increase of rail
temperature will have higher propensity of lateral deflections and could create unstable
conditions affecting track safety, it is necessary that additional precautions are taken in the
maintenance of dual gauge track as compared to broad gauge or meter gauge tracks.
These are outlined in the paragraphs below.
(ii)
In accordance with the Manual of Instructions on Long Welded Rails, hot weather
patrolling is required to be started when the rail temperature rises more than td+20oC. In
the case of LWR on dual gauge, hot weather patrolling should be started when the rail
temperature rises more than td+15oC.
(iii)
Gang mates and keymen must be instructed to look for kinks in track during hot
weather when the rail temperature is seen to be rising.
- 123 -
(iv)
On dual gauge the ballast section must conform to the prescribed standard
particularly on the shoulders and in the sleeper cribs. The ballast must be well consolidated
as per the requirements given in the Manual of Instructions on Long Welded Rails.
(v)
Maintenance of track on dual gauge must be strictly regulated in accordance with
the Manual of Instructions on Long Welded Rails, both in respect of extent of track to be
opened as well as the range of rail temperature during which the maintenance operations
may be carried out.
(vi)
For reasons stated above, and until more practical experience is gained in the
behavior of LWR in dual gauge on PSC sleepers, it should be noted that LWRs in dual
gauge tracks are more vulnerable to instability due to compressive forces resulting from rise
of rail temperature, when compared with LWRs on single gauge tracks, both broad gauge
and meter gauge.
(vii)
The switch expansion joint of LWR in dual gauge is more complex than the SEJ of
LWR on single gauge. Relevant details of SEJ used on dual gauge on the railway are
shown in Figure 1529(5)(c)(vii) below.
Figure 1529(5)(c)(vii): (A) SEJ for Dual gauge with 90A Rail; (B) Cross Section; and (C) Detail at one
Rail
- 124 -
(6) Maintenance of PSC Sleepers in Dual Gauge tracks

(a) As already mentioned above, the dual gauge concrete sleeper is designed as a beam resting on the
broad gauge rail seats. The meter gauge loading is asymmetrical in that one wheel is supported on the BG
rail seat and the second MG wheel is supported near the middle of the sleeper acting as a beam.
(b) The packing or tamping of PSC sleepers in dual gauge tracks is done essentially under the BG rail
seats, covering length of the sleeper, extending from about 400 mm inside the rail foot up to 400 mm
outside the rail foot.
(c) Over time the concrete sleeper because of its mass makes a seating on the ballast bed giving rise to
positive and negative bending moments which the sleeper has to withstand. This results in an
indeterminate situation with regards to the stress analysis of the PSC sleeper for dual gauge.
(d) The severity of loading on the PSC sleeper is exacerbated at the joints (including such of the welds as
have not been properly grinded and exhibit a hump at the weld (more obvious in thermit welds). Due to the
aforesaid reasons the limited experience with PSC sleepers in dual gauge tracks on the railway is mixed.
(e) During maintenance PSC sleepers should be carefully inspected for any structural cracks. Cracks if
noticed should be meticulously monitored and their causes determined.
(f) While tamping PSC sleepers, the squeezing pressure for the tamping tools should be adjusted to the
higher end of the pressure range recommended for the track structure. This is because of the higher loads
on the PSC sleeper imposed by the third rail at the middle of the sleeper.
(g) Under service conditions it will be good practice to ensure that there is no center-binding of PSC
sleepers to ensure that the service conditions are close to the design assumptions.
1530
Creep
(1) Causes and Problems

(a) What is creep
(i)
Rail creep is the longitudinal movement of rails in track caused by the action of traffic
and/or temperature changes. Rail creep is most likely to take place on grades, at places
where trains brake, and in the direction of traffic on double lines or the direction of
predominant traffic tonnage on single lines.
(ii) Rails have a tendency to move gradually in the
direction of the dominant traffic. It is believed to be
caused by the 'ironing out' of yielding track by the
moving load, augmented by braking loads, and by
the impact of the wheels on the running-on ends of
the rails, particularly at times when they are in a
state of expansion or contraction (see sketch at
right showing ironing out effect of a moving
vehicle).
(b) Causes
Creep in track may be attributed to one or more of the following:
(i)
Rails not secured properly to sleeper with inadequate hold or toe load of fastening
due to various reasons. Rail fastenings are an important part of the track structure, and
perform a number of critical functions. One of their principal functions is to restrain the rail,
longitudinally i.e. to control rail creep;
- 125 -
(ii)
Rails being too light for the axle load and traffic density carried on the section;
(iii)
Ballast resistance being insufficient to deter the movement of sleepers; this may be
due to poor quality or insufficiency of ballast;
(iv)
Badly maintained rail joints with improper expansion gaps;
(v)
Unserviceable sleepers and uneven spacing of sleepers;
(vi)
Lack of proper drainage and/or yielding formation resulting in uneven cross levels;
(vii) Loose/uneven packing.

(c) Problems caused by creep
Among the problems caused by creep are the following.
(i) Sleepers getting out of square
(see Figure at right showing the
disturbance to sleepers caused by
creep.);
(ii)
Distortion of gauge;
(iii)
Loosening of joints;
(iv) Shearing and breaking of

spikes, bolts and fish-plates;
(v) Buckling in extreme cases.
(d) Main reasons to control rail creep

Rail creep may have detrimental effects on fish-plated jointed track as well as welded tracks. There are four
main reasons to control creep:
(i)
To constrain long welded rail when it is subjected to temperature variations;
(ii)
To prevent movement of the rail when it is loaded longitudinally by traction and
braking forces;
(iii)
To protect switches and crossings, and insulated joints, from excessive longitudinal
forces;
(iv)
To limit longitudinal forces transferred between the track and other structures such
as bridge decks.
In general, the first three reasons for controlling creep require that rail creep is restricted, but item (iv)
above involves allowing the rail to slip.
(2) Precautions to reduce creep
(a) For reducing creep, it must be ensured that the rails are held firmly to the sleepers and adequate ballast
resistance is available. All spikes, screws and keys should be driven home, the sleepers properly packed
and crib and shoulder ballast should be compacted. Rail anchors should be provided wherever necessary.
- 126 -
(b) With steel trough sleepers and in the case of sleepers where elastic fastenings with adequate toe load
are used, no trouble is normally experienced. Careful watch should be kept for a series of jammed joints.
Not more than six jammed joints continuously should be permitted in the case of single rails. In case of
SWR not more than two consecutive jammed joints should be permitted at rail temperatures lower than tm50C. On girder bridges adjustment may be necessary at regular intervals. Anti-creep devices should be
provided on the approaches of girder bridges for adequate length.
(c) Concrete sleepers with elastic fastenings are considered as creep resistant and therefore no creep
anchors are required. In case, excessive creep is observed on concrete sleeper track, the condition of
elastic fastenings, sleepers and adequacy of ballast resistance should be examined. Action for
replacement/renewal of fastenings, sleepers and providing adequate clean ballast should be taken as
necessary.
(3) Monitoring and recording of Creep
(a) Monitoring
(i)
Creep is an important indicator of proper maintenance and performance of track.
Excessive amount of creep indicates problems in maintenance which need to be identified
and addressed. Creep in track shall be monitored on a regular basis.
(ii)
Creep in excess of 150 mm shall not be permitted.
(b) Creep indication Posts: Creep indication posts square to the track should be erected on either side of
the track on the cess, at intervals of about 500 meters. These may be un-serviceable rail posts with chisel
mark square to the joints. The top of the post should be about 25 mm above the rail level and the amount of
creep one way or the other measured with a fishing cord stretched over the chisel marks.
(c) Creep Register
(i)
Creep register shall be maintained by SSAE(Way) or SAE(Way) for the purpose of
keeping a quarterly record of creep at every 0.5 km, in sections where creep is excessive,
and every one km in the remaining section. A pro-forma for the creep register is given in
Annex 1530(3)(c)(i).
(ii)
Periodic readings of creep should be recorded in the prescribed pro forma as above.
Separate page should be allotted for each km. Entries should be complete as regards
kilometer, section and length of rail, sleeper density, type and number of anchors per rail
length used. In the remarks column, comments should be made regarding sufficiency of
creep anchors, adequacy and quality of ballast, condition of sleepers and fastenings and
other relevant features of formation as are likely to have an effect on creep.
(iii)
Divisional Engineer shall specify the frequency of recording creep taking into
consideration the rate of creep. Generally, frequency of recording of creep shall be once a
month where creep is excessive and once a quarter in the remaining section.
(iv) The Assistant Executive Engineer should test check the creep register frequently,
particularly the section which is prone to creep.
(4) Provision of Rail Anchors to arrest Creep
(a) To arrest excessive creep on wooden sleeper track, which is not provided with anti-creep fastenings,
adequate number of rail anchors of approved design should be provided. Rail anchor is a device which
when driven on the rail foot, grips the rail firmly and when set against sleepers resists longitudinal
movement of rails caused by passing trains or temperature changes. A fair-T type of rail anchor that is used
on the railway is shown in the Figure 1530(4)(a) below.
- 127 -
Figure 1530(4)(a): Fair-T type of Rail Anchor

(b) Rail anchors are manufactured in one-piece construction from spring steel or equal, heat-treated and
designed to eliminate creeping of track. They provide a large bearing surface against both rail base and
sleeper avoiding under cutting and wear, thus prolonging the life of wooden sleepers.
(c) Rail anchors must be properly installed and adequately maintained. Normally three anchors per rail
should be sufficient. However, where creep is excessive four rail anchors may be necessary. Both rail seats
of the sleepers should be anchored on the same side. In addition to sufficient directional anchors being
provided, back up anchors may be provided if considered necessary.
(d) No rail anchors should be provided at the joint sleepers.
(e) Rail anchors are not to be applied to rails on bridges. However, rail movement on approaches of bridges
should be entirely arrested by providing sufficient number of rail anchors.
(f) The placing of rail anchors for creep conditions encountered in railway tracks shall be done as follows:
(i)
For double line tracks or in tracks where creep is in the same direction in both rails
anchors should be placed on both rails on the trailing side of the sleeper.
(ii)
For single line track, or where the two rails creep in opposite directions anchors
should be placed on alternate sleepers but in no case should they be placed so as to bear
on opposite ends of the same sleeper, which will provide double torque that may make the
sleeper out of square.
(iii)
Where the direction of creep alternates in any particular rail - place two anchors on
the same rail, one on each side of the same sleeper.
(5) Prevention of creep on steel trough sleeper track
On steel trough sleeper track normally keys are driven in opposite direction on same rail seat. Where heavy
creep is experienced on double line, all the four keys may be driven in the direction of the creep (generally
in the direction of traffic). On single line keys may be driven in the opposite direction on alternate sleepers.
(6) Adjustment of creep
Adjustments of creep should be carried out in the following manner:
(a) Careful measurement of expansion gaps, as existing, should be done and appropriate length which can
be dealt with in one operation should be chosen. The total amount of gap in the length should be equal to
the standard expansion gap required for the temperature at the time, multiplied by the number of joints in
the length.
(b) Work should start at the running-on end of the length, commonly just beyond the points and crossings
or level crossings. The work of creep adjustments should be carried out by SSAE(Way) under the
- 128 -
protection of temporary engineering speed restriction indicators. Before pulling back is commenced the
keys are knocked out and fish-plates removed or eased. Correct expansion liners should be used and the
rails should be pulled back with bars. If the fish-plates are removed, the bars can pull against a tommy bar
thrust through a bolt hole. Next, the rail is keyed up, the bolts of joints correctly tightened up, and the
expansion liner moved to the next joint, whereupon the process is repeated.
(c) Pulling back of rails should be done during the cool hours of the day. The adjustment of creep should be
done before the commencement of summer.
(d) Mechanical and hydraulic devices may be used for adjustment of creep. A hydraulic rail tensor is shown
in Figure 1530(6)(d) below. Such a device can be set with the wide joints behind it and the tight joints
ahead of it. Expansion liners are put in all the wide joints, all keys, spikes and fish bolts are loosened. The
adjuster then closes up the rails behind it by pushing, leaving a gap of some centimeters between the rail
ends opposite the machine. The corrected rails are then fastened up.
Figure 1530(6)(d): Hydraulic Rail Tensor

(e) The machine is next attached to the rail ahead of it, keys, spikes and fish bolts loosened for that rail and
those beyond it. These rails are then pulled until only the normal expansion gap is left opposite the
machine. The operation leaves some of the gaps wide and it is then necessary to fix the machines further
ahead in order to close them up to normal by pulling against expansion liners.
(f) When the value of total gap existing is more than the standard expansion gap required for the
temperature at the time of adjustment multiplied by the number of joints, it is necessary to provide closure
rails. When closure rails are put in, a speed restriction of 30 km/hour should be imposed, which should be
removed, when closure rail is changed.
(g) During adjustment of creep, the sleeper spacing should be adjusted, if necessary, special attention
being given to the joint and shoulder sleeper spacing.
- 129 -
Annex 1530(3)(c)(i)
Pro-forma for Creep Register
Location of creep post
Details of Permanent Way
Rails (section and length)
Spikes (screw or dog)
Fish-plate
Sleepers (Type and Number per rail)
Ballast (nature and quality)
Type of creep anchors in use
Date creep post was fixed
Are Joints pegged?
Date of
measurement
Position of joint facing up

for single and double lines
Right Hand
Left Hand
Rail
Rail
2
3
- 130 -
Remarks
SSAE(Way)
AEN
DEN
1531
Buckling of Track
(1) General
(a) Buckling of track occurs when high compressive forces are created in the rails associated with
inadequacy of lateral resistance in the track at the place. Examples of buckling are depicted in the Figure
1531(1)(a) below.
Figure 1531(1)(a): Photos Showing Two Instances of Buckling of Track

(b) A special watch should be kept on the junction of two stretches of track, one liable to creep and the
other held against creep. An example of this is when track laid on wooden sleepers with inadequate
anchors and scanty ballast or track laid on metal sleepers with loose keys butts against track laid on new
sleepers with tight fastenings or track anchored and ballasted as with welded track. As one side of such a
junction point is held firmly against creep, the movement of rails due to creep from the other side is resisted
resulting in heavy compressive force being exerted which will tend to buckle the track. Jammed rail joints at
such junctions are therefore an indication of the track being subjected to undue strain.
(2) Conditions which induce buckling
(a) The following conditions create high compressive forces in the rail, which may induce buckling:
(i)
Inadequate expansion gaps;
(ii)
Failure to counteract creep in time;
(iii)
Non-lubrication of rail joints;
(iv)
Failure to remove rail closures from track.
(b) Further, inadequacy of ballast and carrying out of operations such as deep screening, lifting of track and
slewing of track, without adequate precautions, impairs the lateral resistance of track which may cause
conditions conducive for buckling.
(3) Precautions against buckling
(a) It should be seen that operations which impair the lateral resistance of track are not carried out when
rail temperatures are high.
(b) The greasing of fish-plates shall be completed before the hot weather sets in.
- 131 -
(c) The joint gap survey should be done in the case of SWR and adjusted before the hot season. In fish
plated track, joint gaps should be adjusted wherever necessary.
(d) Adequate precautions should be taken to prevent creep (see paragraph 1530).
(e) Over-tightening of fish bolts should be avoided, but these should be reasonably tight.
(f) Particular attention shall be paid to stretches of track, one liable to creep and the other held against
creep. Jammed joints at such junctions call for mitigation measures. Extra shoulder ballast should be
provided at such locations.
(4) Action on buckling of track
If a buckling does occur or appears imminent the following action shall be taken:
(a) The track should be protected immediately with hand signal flags and detonators as per the rules for
protection of track.
(b) The buckled rails shall preferably be cut adequately apart, but not less than 6.5 meters. The track shall
then be slewed to the correct alignment and cut rails of the required length shall be inserted to close the
gaps making due provision for welding of joints on both rails. The cut rails shall then be connected by use
of special fish-plates and screw clamps and the line opened to traffic with speed restriction. It may not be
possible to do any more until the temperature drops when the joints must be adjusted.
(c) Particular care must be taken to see that the factors which contributed to the buckling i.e. jammed joints,
seized fish plates or shortage of ballast receive appropriate attention without delay.
1532
Deep Screening of Ballast-
(1) General
(a) Good drainage is essential and important for sustained satisfactory performance of track in providing
good and comfortable riding. Due to failure of sub-grade, ballast attrition, excessive rain fall and dropping of
carriages and dust, ballast gets choked up and track drainage is impaired. In such situations, it becomes
necessary to screen the entire ballast right up to the formation level or sub-ballast level. This maintenance
process which restores the resiliency and elasticity of the ballast bed is called deep screening. It is
distinguished from shallow screening, which is done during overhauling of track.
(b) Deep screening should be carried out in the following situations by providing full ballast cushion:
(i)
Before complete track renewal;
(ii)
Prior to through sleeper renewal;
(iii)
Where the fouling or caking of ballast has resulted in rough riding and uneconomic
maintenance requiring repeated attentions to track;
(iv)
Before converting existing fish-plated or SWR track in to LWR or CWR and before
introduction of machine maintenance;
(v)
The entire track must be deep screened at least once in ten years or at such
intervals to be decided by the Chief Engineer depending on the local conditions.
(d) At the time of deep screening standard ballast section should be provided.
(e) In case of the bad formation, formation treatment should be carried out along with the deep screening.
- 132 -
(f) The work of deep screening should be carried out continuously from one end of the section to the other.
(2) Procedure for systematic deep screening (other than LWR sections)
(a) Survey
(i)
Before deep screening is undertaken, the track should be surveyed. Longitudinal
levels should be taken at every 30 meters and also at changes of grades, obligatory points
like culverts, bridges, over line structures, tunnels, level crossings, signal gantries, and
points and crossings.
(ii)
In station yards, on run through lines, cross sections at every 50 meters should be
taken and plotted including platform levels, rail levels and clearance to underside of overline structures.
(iii)
On the basis of longitudinal and cross sections, the final levels shall be decided by
the Divisional Engineer, keeping in view:
The depth of ballast cushion to be provided;
The relative implications of lifting or lowering of track;
The possibility of eliminating humps, sags, and unevenness in the existing
longitudinal section; and
It is not necessary that the original longitudinal section of the line should be restored.
(b) Preparation of Estimates
The estimate for the work of deep screening and full ballasting should also include provision of survey
mentioned in paragraph (a) above.
(c) Preliminary works
(i)
Additional ballast required should be unloaded and spread out opposite to the place
where it is required. When ballast is collected along the track, care should be taken to see
that the new ballast is not mixed with the unscreened ballast.
(ii)
Cess should be brought up to the correct level in relation to the final rail level.
(iii)
Pegs should be provided at intervals of 30 meters to indicate the final rail levels.
(iv)
Slewing of curves, if any, should be done in advance.
(v)
Sleeper renewal, as necessary, should also be carried out in advance.
(d) Planning for screening

(i)
The work would be done under the supervision of an official not lower in rank than
the SAE(Way).
(ii)
The daily output should be pre-determined, depending on the time allowance,
availability of labor, extent of ballasting or screening to be done.
(iii)
Taking the length to be deep screened daily, planning of speed restriction should be
done and necessary notice should be issued to all concerned and speed restriction boards
put up.
(iv)
It will be desirable to proceed with the work of deep screening in the direction
opposite to that of the traffic on double line.
- 133 -
(e) Detailed process of deep screening

The stage-wise procedure for deep screening a day's length of track is detailed in the Table 1532(2)(e)
below. The sequence of operations in manual deep screening is depicted in the sketch on the following
page.
Table 1532(2)(e): Procedure for Deep Screening
Stage
Work to be done during the stage
Stage I
The ballast should be removed from space 'A' and 'B' on either side of the sleeper
'1' down to final formation level and wooden blocks provided to support the rail for
passing trains.
Stage II
The ballast is removed from under sleeper '1' down to final formation level/subballast level.
Stage III
The ballast should then be screened and placed back under sleeper '1' which
should then be packed.
Stage IV
The wooden blocks from space 'A' should then be removed.
Stage V
The ballast from space 'C down to formation level should be removed and after
screening, be placed in space 'A' up to bottom of sleeper The balance may be
taken outside the track and screened The rail in space 'C should be supported
with wooden blocks.
Stage VI
The ballast should be removed from under sleeper '2' down to formation level.
Stage VII
Screened ballast should be provided under sleeper '2' and sleeper well packed.
Stage VIII
The ballast from space 'D' down to formation level should be removed and after
screening, be placed in space 'B' up to bottom of sleeper; the balance may be
taken outside the track and screened. The wooden blocks should be removed
from space 'B' and placed to support the rail in space 'D'.
Stage IX
The ballast from under sleeper '3' should be removed and so on till the whole rail
length is provided with screened ballast up to level of the bottom of sleepers.
Final Stage
The track should be lifted to provide additional cushion where required. The track
should be packed in the final position and then boxed.
Note: The stages in Table above have been depicted in Figure 1532(2)(e) on next page.
- 134 -
Figure 1532(2)(e): Sequence of Operations in Manual Deep Screening
S K E T C H S H O W IN G T H E S E Q U E N C E O F O P E R A T IO N S
R A IL
JO IN T
SLEEPER
3
2
B
A 1
C
BALLAST
F IN A L F O R M A T IO N L E V E L
STAGE VI
U N D IS T U R B E D T R A C K
1
S T A G E II
1
S T A G E IV
1
S T A G E V III
S T A G E III
S T A G E V II
W O O DEN BLO CKS STAG E I

1
B
S T A G E IX
B
C
F IN A L S T A G E
S IM U L T A N E O U S W O R K IN G 4 A N D B
STAGE V
N O T E : 4 S L E E P E R S IN B E T W E E N A R E S U P P O R T E D
- 135 -
(f) Precautions to be taken during manual deep screening

(i)
No unscreened length should be left between screened lengths of the track at the
same time.
(ii)
It should be ensured that when ballast is being removed from any sleeper, there are
at least four fully supported sleepers between it and the next sleeper worked upon.
(iii)
Lifting should be limited to 50 mm at a time.
(iv)
It should be ensured that packing, cross levels and grade run off are satisfactory
before closing the day's work.
(v)
The work should be done under a speed restriction of 20 km/hour, which should be
raised gradually as proposed in the paragraph below.
(g) Schedule of speed restriction
The raising of speed restriction after deep screening shall be as per the schedule given below, depending
on whether track maintenance is done manually or with track machines.
(i)
With Manual Packing. The details of the work to be carried out in stages on various
days, after the starting of the screening operation and the corresponding speed restriction
to be imposed are given in the Table 1532(2)(g)(i) below. With manual packing normal
sectional speed shall be restored on the 21st day.
Table 1532(2)(g)(i): Schedule of Raising Speed with Manual Packing after Deep Screening
Speed Restriction (km/hour)
Details of Work
Day of Work
BG
MG
Deep Screening and Initial packing
Day 1
20
20
First Through Packing
Day 2
Second Through Packing
Day 3
Picking up slacks as required
Days 4 to 9
40
30
Third Through Packing
Day 10
Days 11 to 19
75
60
Fourth Through Packing
Day 20
Normal
Normal
Day 21
Sanctioned
Sanctioned
onwards
Speed
Speed
(ii)
With Machine tamping. The details of work to be carried out in stages on various
days after the start of the screening operation and the speed restriction recommended to be
imposed with machine tamping are given in Table 1532(2)(g)(ii) below. With machine
tamping normal sectional speed shall be resumed on the tenth day.
- 136 -
Table 1532(2)(g)(ii): Schedule of Raising Speed with Machine Tamping after Deep Screening
Details of work
Day of
work
Deep screening with initial

packing
Day 1>
First machine packing
Day 2
Speed Restriction (km/hour)
20
Days 3 and 4
45
Second machine packing

Day 5
Days 7 and 8
75
Third machine packing
Day 9
Day 10
onwards
Normal sectional speed
Note: The time period mentioned in the schedules shown above is the minimum and may be increased,
as necessary, to suit local conditions for proper track consolidation.
- 137 -
Section 4: Maintenance of Track in Special Locations

PART A. Track Circuits and Maintenance of Track Circuited Sections
1533
Track Circuited Sections
(1) Track Circuits

(a) A track circuit is a simple electrical device used to detect the presence or absence of a train on rail
tracks, used to inform signal operators and to control relevant signals. The basic principle behind the track
circuit lies in the connection of the two rails by the wheels and axle of locomotive and rolling stock to short
out an electrical circuit. This circuit is monitored by electrical equipment to detect the presence or absence
of the trains. Since this is a safety appliance, fail-safe operation is crucial; therefore the circuit is designed
to indicate the presence of a train when there is a failure of track circuit. On the other hand, false
occupancy readings are disruptive to railroad operations and are to be eliminated or minimized.
(b) Track circuits allow railway signaling systems to operate semi-automatically, by displaying signals for
trains to slow down or stop in the presence of occupied track ahead of them. They help prevent dispatchers
and operators from causing accidents, both by informing them of track occupancy and by preventing
signals from displaying unsafe indications. In brief the correct laying and proper maintenance of track
circuits is important for ensuring the efficiency and safety of railway operations.
(2) Operation of Track Circuits
(a) A track circuit typically has power applied to each rail and a relay coil wired across them. Each circuit
detects a defined section of track, such as a block. These sections are separated by insulated joints,
usually in both rails. To prevent one circuit from falsely powering another in the event of insulation failure,
the electrical polarity is usually reversed from one section to the next. Circuits are commonly batterypowered at low voltages (1.5 to 12 Volt DC) to protect against line power failures. The relays and the power
supply are attached to opposite ends of the section in order to prevent broken rails from electrically
isolating part of the track from the circuit.
(b) When no train is present (unoccupied track), the relay is energized by the current flowing from the
power source through the rails as shown in Figure 1533(2)(b) below.
Figure: 1533(2)(b): Operation of Track Circuit In Unoccupied Track Mode

(c) When a train is present on the track circuited section, its axles short the rails together; the current to the
track relay coil drops, and it is de-energized as shown in Figure 1533(2)(c) below.
- 138 -
Figure 1533(2)(c): Operation of Track Circuit in Occupied Track Mode

(d) In this manner the track circuit reports whether or not the track is occupied. The circuit is designed so
that most failures will cause a track to be indicated as occupied. For example a broken rail or wire will break
the circuit between the power supply and the relay, de-energizing the relay. Similarly a failure in the power
supply will de-energize the relay. Also shorting across the rails or between adjacent track sections will deenergize the relay.
(3) Precautions to be taken while working in Track circuited Areas
(a) Special precautions are necessary for maintenance of track circuited lengths because accidental
shorting of a track circuit will de-energize the relays, returning the signals to fail-safe ON position, which
may cause serious delay to traffic.
(b) The most common form of track circuiting uses bond wires at rail joints and special insulated block
joints. While carrying out track maintenance, care should be taken to see that no damage takes place to
track circuit fittings i.e., rail bonding wires, lead wires to rails.
(c) Track circuited portions of the line should not be opened up for sleeper or rail changing or relaying or
pulling back of creep in rails unless the concerned signaling staff is present.
(d) No metal sleepers should he laid in track circuited portions of the line.
(e) During maintenance of track circuited portions, staff should not place any tool or metal object across or
touch two rails in the track which may cause short-circuiting. All gauges, levels, trolleys and lorries used on
track circuited lengths should be insulated. Use of steel tapes should be avoided in track circuited section.
(f) Steel or Cast Iron pipes used for carrying water or gas under the track should be run sufficiently below
the rails to prevent any short circuiting.
(g) Poor drainage and water logging of track are harmful for proper operation of track circuits. Proper
drainage should be ensured so as to avoid flooding of track during rains, and in yards where watering of
coaches is done.
(h) Ballast must be kept clean throughout the track circuited section and care should be taken to see that
the ballast is kept clear of the rails and rail fastenings. The clearance from the foot of the rail should not be
less than 50mm.
- 139 -
(4) Planning of relaying work in track-circuited sections

Prior to making estimate for relaying of track circuited sections of the line, the Divisional Engineer will
inform the Divisional Signaling and Telecommunications Engineer of the type of sleepers or rail section to
be used in relaying, and the latter will give a sub-estimate for the signaling portion of work, including
arrangement for supply of insulated joints.
1534
Insulated joints
(1) Functions of Insulated Joints

(a).Insulated joints divide tracks into electrically separate parts in order to keep track circuits and their
electrical currents isolated from one another and from the adjoining track on either side. They also play a
key role in minimizing the effects of induced electromagnetic interference from alternating-current power
lines and other sources, particularly where railroad tracks parallel electric transmission or distribution lines
that carry alternating current. Good insulated joints are necessary for the proper functioning of most railway
signal systems.
(b) While most track components are viewed as being primarily mechanical in nature, many of them also
serve an electrical purpose. Rails, ties, ballast, insulated joints, gauge plates, gauge rods and crossing
panels in track circuited territory must all have the correct electrical characteristics, as well as the right
mechanical properties, in order for the signal equipment to function properly, which includes wayside
signaling, automatic signaling, and warning systems at level crossing. This is important for ensuring the
efficiency and safety of operations.
(c) Failure of insulated joints results in failure of track circuits and the linked signaling gear, which can affect
train operations. Therefore, maintenance of insulated joints requires greater care.
(2) Types of Insulated Joints
The insulated joints are of two main types: standard insulated joint and glued insulated joint.
(a) Standard insulated joint
(i)
This is the most common type of insulated joint used in conventional tracks. The
standard insulated joint is made out of ordinary fish-plates duly planed on the fishing planes
for accommodating channel type insulation between rails and fish-plates with ferrules or
bushes over the fish bolts and end posts between the rail ends as shown in Figures
1534(2)(a)(i)-1 and 2 below).
(ii)
A variation of this design is the use of rubber coated fish-plates. These types of
insulated joints require special efforts for maintenance so that the integrity of the track
circuits may be maintained.
- 140 -
Figure 1534(2)(a)(i)-1: Standard Insulated Rail Joint
Figure 1534(2)(a)(i)-2: Sketch Showing Parts of Standard Insulating Joint

(b) Glued insulated Joints
(i)
Glued insulated joints have been developed using resin adhesives Two designs of
glued insulated joints are in use: G3L type meant to be used with welded track and G3S
type suitable for fish plated track. On Bangladesh Railway, glued insulated joint G3L has
been standardized for use in LWR/CWR.
(ii)
The glued insulated rail joints are assembled using two specially rolled solid web-fit
type fish-plates about one meter long which are glued to the rail ends by means of a high
strength adhesive. The electrical insulation is provided by special type of insulating side
channels, bushes for bolt holes and end posts made of fiber glass cloth. High tensile steel
bolts serve to give an added strength to the assembly. Figure 1534(2)(b)(ii) gives the salient
details of the G3L type glued insulated rail joint and the sleeper spacing diagram for the
G3L type of joint.
(iii)
The G3L type of insulated joint has high pull out strength, which is ideally suited for
use in LWR/CWR where high compressive and tensile forces are generated.
(iv)
The glued insulated rail joint should preferably be assembled in the workshop. But, if
necessary these may as well be assembled at site under controlled conditions. Laying,
maintenance and replacement of these joints in LWR sections requires extensive civil
engineering works and safety precautions.
(v)
The rail piece selected for insulated rail joint should be perfectly straight and should
be tested ultrasonically to ensure that it is free from any internal manufacturing defects. The
rail ends shall be square, plain and smooth.
- 141 -
(vi)
The thermit welding of the joints should be done carefully so as to ensure thet the
glued joint is not heated directly or indirectly.
(vii)
In track circuited sections, glued insulated joints, which have better insulation
qualities should preferably be provided in place of standard insulated joints. Insulated glued
rail joints, though initially costlier have a life of several years if properly maintained and are
more economical in the long run.
(viii) Each glued insulated joint manufactured in the workshop or supplied by trade shall
be given a unique identification number and a record should be entered in a register.
(c) Permali insulated joint
On BR the Permali insulated joint with fish plates made
of composite materials has been also used (see Figure
1534(2)(c)). This material does not develop the strength
of the parent rail.
Figure 1534(2)(c): Permali Insulated Joint
(3) Laying of Insulated Joints
(a) The fabrication, installation and maintenance of glued insulated rail joints shall be done as per
instructions issued by Chief Engineer.
(b) Insulated joints wherever provided shall be maintained as square joints.
(c) Rail ends of the insulated joints shall be square and true. All rough edges and burrs should be removed
from bolt holes. Battered ends must be put right and the gap between the rails should be equal to the
thickness of the end post.
(d) Fish bolts at the joints must be kept tight and the sleepers in the vicinity of the joints should be wellpacked.
- 142 -
Figure 1534(2)(b)(ii): Glued Insulated Joint (G3L)
- 143 -
(e) Rail ends shall be kept free from brake dust, dirt sand, rust, other foreign materials. All rough edges and
burrs at the rail ends must be removed.
(f) Rail screws should preferably be used at insulated joints. The heads of rail screws should not be allowed
to touch the fish-plates. Particular care should be taken to ensure that the spikes or screws do not protrude
below the sleeper bottom.
(g) To avoid crushing of end posts of insulated joints, creep should be effectively arrested. At least one rail
length on either side of the insulated joint should be provided with creep anchors.
(4) Special requirements for maintenance of glued insulated joints
(a) As a mechanical discontinuity in the rails, insulated joints must often endure a more severe pounding
than the rails themselves are subjected to. Ballast and sub-grade materials can be affected, which may
disturb the track parameters under heavy rail traffic. Despite all this, insulated joints must provide sound
structural support as well as maintain satisfactory electrical isolation.
(b) The performance of electrical insulation provided by insulated joints depends on the extent to which
ballast resistance providing an electrically-conductive path around each insulated joint. Therefore it is
important that all track-insulating components, including the ballast, provide the desired level of electrical
resistivity for the signaling gear to operate at the desired level of performance.
(c) New insulated joints can have high insulation resistance, but failed or shorted insulated joints will have
very low insulation resistance. The threshold for determining whether an insulated joint is good or bad
depends on the particular electrical characteristics of the track, especially the electrical resistance of the
ballast, and the relative condition of the insulation in each track component.
(d) Satisfactory electrical parameters of insulated joints must be ensured by track maintenance staff by
regular inspection and testing of rail insulated joint, followed by proper repair and replacement, as
necessary, to ensure safe and reliable operations.
(e) The ballast used in track in the vicinity of glued insulated joints shall be clean to ensure efficient packing
and drainage. Care should be taken to see that the ballast is clear of rails and rail fastenings. The
clearance of ballast from underside of the rail must not be less than 50 mm.
(f) As in the case of standard insulated joints, the metal burrs at the end of the rails should be removed well
in time to avoid short circuiting, without damaging end posts.
(g) In a glued joint, no relative movement takes place between rails and fish-plates. Failure of glued joint
occurs by separation of rail and fish-plate surfaces, with consequent relative movement. A damaged glued
joint shall be replaced.
(h) The laying and maintenance of glued joints shall be done in accordance with joint instructions to be
issued by Chief Engineer in consultation with Chief Signal and Telecommunication Engineer.
- 144 -
Part B. Turnouts and their Maintenance

1535
Turnouts
(1) General and Definitions

(a) Turnouts: Crossings, switches and turnouts are the essential adjuncts of a track structure which are
provided at the intersection of two tracks to permit rolling stock to pass from one track to another. It
facilitates the routing of trains from one track to the other that is connected by a turnout. The smooth
passage of the rolling stock from one track to another depends among other factors on the angle of the
crossing which is kept as small as possible for high speed traffic on running lines. Depending on the side to
which the train is diverted facing the switch, the point assembly is designated as right hand or left hand
(see Figures 1535(1)(a)-1 and 2 below).
Figures 1535(1)(a)-1 and 2: Left (upper) and Right (lower) Hand Turnouts-Definitions
(b) There are different methods of denoting the angle of the crossing by a number. Usually the angle of the
crossing is denoted by the cotangent of the angle. Thus when a crossing is stated to be 1 in 12, the
cotangent of the angle of crossing is 12. On the Bangladesh Railway, two sizes of crossings, namely, 1 in
8.5 and 1 in 12 are used. On high speed lines of foreign railways, layouts with 1 in 16 and 1 in 20 crossings
are being used. Turnouts may be left-hand or right-hand depending on the side to which the train is
diverted facing the switch.
(c) Crossover: A crossover consists of two turnouts with track between, and it connects two adjacent and
usually parallel tracks. Crossovers may be left-hand, right-hand or diamond crossover (see Figure
1535(1)(c)).
- 145 -
Figure 1535(1)(c): Scissors Crossover with Ordinary Check Rails

(d) There may be numerous other variations of turnouts and crossovers designed for the configuration of
tracks in yards to facilitate train movements.
(2) Turnouts
(a) A turnout consists of mainly three assemblies, i.e., point assembly, crossing assembly and lead
assembly. Each of these assemblies comprises of sub-assemblies. A point assembly comprises of pair of
tongue rails with stock rails (AB, CD, PQ and RS in Figure below) and their connections. The crossing
assembly comprises the ordinary (acute) crossing with wing rails, the check rails and their connections to
the running rails. The rails (on straight and curve) linking the point assembly and the crossing assembly
and their connections comprise the lead assembly, shown as the un-shaded portion of the diagram of righthand turnout assembly in Figure 1535(2)(a) below.
Figure 1535(2)(a): Right Hand Turnout with Definitions

(b) A turnout is one of the weakest link in the permanent way system and requires continuous attention and
maintenance for ensuring their proper geometry, service performance and above all safety. The lead of the
turnout and its radius are the most important of the turnout dimensions to be computed.
(c) The various terms used in the layouts are briefly defined as follows:
(i)
Lead of turnout: It is the distance from the theoretical nose of the crossing to the
heel of the switch measured along the straight.
- 146 -
(ii)
Overall length: It is the distance from the end of stock rail to the heel of the crossing
measured along the straight.
(iii)
Theoretical nose of crossing: It is the theoretical point of intersection of the gauge
lines of a crossing, which is used a reference point for all calculations.
(iv)
Actual nose of crossing: The actual nose of crossing is the point at which the spread
between the gauge lines of a crossing is sufficient to allow for an adequate thickness of the
point, from consideration of manufacture and strength.
(v)
Throat of a crossing: It is the point at which the converging wings of a crossing are
closest.
(vi)
Tongue rail (PQ and RS): It is a tapered movable rail, a pair of which with necessary
connections and fittings comprises a switch. The running rail against which a tongue rail
operates is a stock rail (AB). A pair of tongue rails with their stock rails is commonly known
as points.
(vii)
Heel of switch: It is an imaginary point midway between the end of the lead rail and
the tongue rail. In case of fixed heel switches, it is a point at the centre of the heel block
itself.
(viii) Divergence: The divergence at the heel of the switch is the distance between the
gauge lines of stock rail and the tongue rail or in other words, it is the clearance between
these two rails plus the width of the tongue rail head.
(ix)
Switch angle: It is the angle between the gauge lines of the tongue rail at its point
and of the stock rail (in the closed position). It is also called entry angle in the case of
curved switches.
(x)
Theoretical toe of switch: It is the point of intersection of the gauge lines of a tongue
rail at its point and its stock rail in closed position.
(xi)
Actual toe of switch: The actual toe of switch is the point where the spread between
the gauge lines of the stock rail and the switch rail is sufficient to allow for adequate
thickness from considerations of manufacture and strength.
(d) Laying of turnouts
(i)
For the laying of turnouts, the lengths of the rails connecting the points with the
crossing known as lead rails must conform to the detailed drawing for the turnout.
(ii)
Offsets for laying turnouts: The lead curves in turnouts on broad gauge and meter
gauge can be set out by the perpendicular offsets from the gauge face of the straight lead
rail to the gauge face of the curved lead rail as given in paragraph 1537(4)(ii) and Annexes
1537(4)(ii) 1 and 2.
(e) Standard turnout
(i)
The standard for turnouts from the main line over which passenger trains will run
shall be 1 in 12 and for other turnouts shall be 1 in 8.5.
(3) Diamonds and Slips
(a) When one track crosses another at an angle, a diamond is formed comprising of two acute and two
obtuse crossings. Figure 1535(3)(a) shows the layout of a diamond crossing.
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Figure 1535(3)(a): Sketch of a Diamond Crossing with Assemblies

(b) When two tracks cross one another at right angles, a square crossing is required. Square crossings are
to be avoided since the gaps in the running rails for wheel flanges being opposite to each other, cause
severe jolting to vehicles resulting in rapid wear of the crossings and damage to rolling stock on account of
the heavy impact.
(c) When the angle of intersection is very acute for a diamond crossing, the possibility of a derailment
becomes greater because the noses of the two obtuse crossings are nearly opposite each other and the
excessive gap at the elbows causes a perceptible drop of the wheels running over the diamond.
Therefore, diamond crossings should not normally be flatter or less acute than I in 8.5 (see Figure
1535(3)(c)).
Figure 1535(3)(c): Diamond Crossing with Single Slips and Double Slips
(d) When a vehicle passes over a diamond crossing there is an inherent risk of a derailment owing to a
large gap at the elbow of the obtuse crossing and due to the possibility of a wheel, particularly of a small
diameter, being deflected to the wrong side of the nose. A method of eliminating this risk, is to make the
point rails of the obtuse crossing move in the same way as the tongue rails of switches, these point rails
being suitably joined together by stretcher bars. Such an arrangement is known as a movable switch
diamond (see Figure 1535(3)(d)). In this arrangement, the gaps in the obtuse crossing are avoided and a
continuous surface is provided for the movement of the wheel along the switch and the elbow rails.
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(e) Apart from the hazard of derailments, the location of fixed diamonds on a straight on the main line
causes rough running at high speeds and consequent wear of track and rolling-stock. Generally, the
substitution of fixed diamonds by movable switch diamonds at such locations would contribute to smooth
running at high speeds. With switch diamonds, it should also be possible to permit the use of diamonds
flatter than 1 in 8.5.
(f) If tracks are to be so arranged that a train on one track may normally cross another track but when
required. it may also be diverted to that track, an arrangement known as a diamond crossing with slips is
installed. This is made possible by the inclusion of two or four pairs of switches with the connecting lead
rails. When such diversion is permitted in one way, the arrangement is known as single slips and if it is
permitted in both ways, the arrangement is known as double slips. Figure 1535(3)(c) above shows the
layout of a diamond crossing with single slips and a diamond crossing with double slips.
(g) The standard method adopted in denoting the angle of an ordinary crossing is also followed in the case
of diamond crossings.
Figure 1535(3)(d): Movable Switch Diamond with Single Slips and Double Slips
(h) Nomenclature of turnout assemblies: When requisitioning for turnout sub-assemblies the correct
nomenclature of various crossings and switches, as per the table below, must be given in the indents:
Crossing acute (give angle)
Crossing obtuse (give angle)
Diamond crossing (give angle)
Diamond crossing with single
slip (give angle)
Diamond crossing with double
slips (with angle)
Switch complete (length)
This is an ordinary crossing

This is an obtuse angle crossing, and by itself is not a
diamond.
It is a complete crossing of one track over another and
therefore includes two acute and two obtuse crossings.
It includes two acute and two obtuse crossings and two
complete switches.
It includes two acute and two obtuse crossings and four
complete switches.
It includes two stock rails, two tongue rails and fittings
complete
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Note: (1) While submitting indent for any crossing, switch or permanent-way material which is not the
existing standard, the requisition must be submitted with an explanation why it is necessary to have nonstandard material. (2) As far as possible all obsolete switches, crossings and permanent way materials,
when due for replacement should be replaced by standard materials.
(i) Standard Slips and Diamonds: Slips and diamonds shall not be flatter than 1 in 8.5 for broad gauge and
meter gauge.
(4) Crossings
The crossings in turnouts are of two types: built up crossings and manganese steel crossings. These are
described in the paragraphs below.
(a) Built-up crossings
(i)
The built up crossing has four main components i.e. point rail, splice rail, and two
wing rails (see Figure 1535(4)(a)(i) below). These are manufactured from four pieces of
standard rail sections which are cut, bent to shape, drilled and machined as necessary. The
four rail pieces and then bolted together with distance or spacer blocks as a complete
assembly. These are the most widely used crossings. The same crossing assembly may be
used for right hand and left hand turnouts.
(ii)
As it is not practicable to work out the nose of crossing or point rail to a knife edge
as apart from the manufacturing difficulty, it would soon break away under traffic. It is the
standard practice to make a working point when the spread between the gauge lines is
equal to the thickness of the web. The wearing properties of built-up crossings are same as
those of rail steel, except that because of reduced bearing area at the crossing nose (point
rail) the load intensity is higher resulting in high stresses and more wear.
Figure 1535(4)(a)(i): Sketch Showing Details of Acute Built-Up Crossing

(iii)
If the path of a wheel tire is traced across the flange way gap of an ordinary crossing,
it will be seen the contact area in the wing rails progressively narrows and the increasing
concentration of load has a tendency to cause heavy wear on the wing rails opposite the
nose. The latter also receives heavy impacts from the wheels and is quickly battered down.
There is also a tendency for the passing wheel to drop in leaving the wings and riding on to
the nose due to the 1 in 20 coning of the tire. In order to reduce impact and battering of the
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nose by the passing wheels, the Vee rails of crossing are planed down by 6 mm at the
actual nose and this planing is run out in a distance of 90 mm (see Figure 1535(4)(a)(iii).
Figure 1535(4)(a)(iii): Detail of Nose of Crossing

(iv)
Tie plate is provided on the sleeper under the nose of crossing to ensure proper
gauge at that location.
(v)
To avoid stiffness of the end of point rail at the nose and the consequent severe
action of wheel blows on it, that point of the nose which first receives the wheel is kept overhanging beyond the edge of the tie plate. The portion of point rail ahead of this location is
planed down so that even a new wheel does not bear on it.
(vi)
The check rail is located with about 2/3rd of Its length ahead of the nose of crossing
so as to steady the wheel in position well before it reaches the nose and to prevent the
flange from hitting it.
(vii)
The wing and check rails are suitably flared out at the ends so as to enable entry of
the wheels smoothly and without shock.
(viii) Two packing pieces of (3 mm) thickness each are provided between the check rail
blocks and the stock/ check rails so as to permit of a wear of up to 10 mm in the check rail
before the same is replaced.
(ix)
Portions of wing rails ahead of nose of crossing are kept straight and are not curved,
to enable utilization of the same crossings for left hand and right hand turnouts thus
avoiding multiplicity of designs and inventory.
(b) Cast manganese steel (CMS) crossings
(i)
In order to afford better wear resisting properties and to reduce the cost of
maintenance and frequent renewals, cast manganese steel crossings are being
increasingly used on heavy traffic density sections.
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Figure 1535(4)(b)(ii): CMS Crossing and Turnout with CMS Crossing

(ii)
These crossings, which are also called austenitic manganese steel (AMS) crossings,
are cast as a mono-block complete making up the entire crossing (see Figure 1535(4)(b)(ii)
above). The casting is made by pouring special molten steel in to a mould which represents
the shape of all four components used in the built up crossing. Being in one piece, no bolts
or spacer blocks are used in the CMS crossing. For casting steel with high manganese
content (about 13%) is used, which develops an exceptionally wear-resistant surface during
operation and for this reason is suitable for high axle loads.
(iii)
The details of 1 in 8.5 CMS crossing for meter gauge are shown in Figure
1535(4)(b)(iii) below.
Figure 1535(4)(b)(ii): Typical CMS CMS Crossing for MG with Cross-Sections

(c) Obtuse Crossing
(i)
The various terms defined in the paragraphs above apply equally to the acute
crossings of a diamond crossing and the switches of a slip. The same definitions generally
apply also to the obtuse crossings but with slight modifications described below (see Figure
1535(4)(c)(i) below.
(ii)
Theoretical nose of obtuse crossing is the theoretical point of intersection of the
gauge lines of a crossing which is used as a reference point for all calculations. The actual
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nose of the crossing is the tip of the point rail at which the thickness is adequate from
considerations of manufacture and strength. Throat of obtuse crossing is the point at which
the converging elbow rail and the check rail of an obtuse crossing are closest.
Figure 1535(4)(c)(i): Sketch Showing Details of Obtuse Crossing

(iii)
Obtuse crossings for BG and MG are built up of two point rails, an elbow and a
check rail joined together by distance blocks and bolts.
(iv)
The thickness of the actual nose of crossing is generally kept equal to the thickness
of the web of the rail section.
(v)
If the path of a wheel tire is traced across the flange way gap of an obtuse crossing,
it will be seen that the contact area on the elbow rail, which is the running rail, progressively
narrows and the increasing concentration of load has a tendency to cause heavy wear on
the elbow rails opposite the nose. The latter also receive heavy impacts from the wheels
and is quickly battered down. There is a tendency for the passing wheel to drop in leaving
the elbow and riding on to the nose due to the 1 in 20 coning of the tire. To counteract these
tendencies, the point rails of an obtuse crossing are planed down by 6 mm at the nose and
this planing is run out in a distance of 90 mm.
(vi)
Tie plates are provided at the nose of diamond crossing to ensure exact gauge.
(vii)
To prevent the possibility of wheels mounting the obtuse crossings, the height of the
inside check rail has been raised by welding a 25 mm thick steel strip on the rail table so
that the length of the chord in contact with the wheel is increased and effective checking
over a greater length is provided, thus preventing mounting of the wheel on the nose of the
crossing (see Figure 1535(4)(c)(viii) below).
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Figure 1535(4)(c)(viii): Typical Check Rail for 1 in 8.5 Obtuse Crossing, Showing Welded Steel Strip
(5) Switches
Switches are of two types: under-cut and over-riding switches.
(a) Under-cut switches
The ordinary under-cut switches in which the foot of the stock rail is planed in order to accommodate the
tongue rail. This is a weakness in the stock rail and care should be taken to maintain the point in good
order. The stock rail bearing on the tie-plate must be at the correct position or else it can be a cause of
fracture of stock rail.
(b) Over-riding switches
In these the foot of the tongue rail only is planed so that it over-rides the foot of the stock rail, which is
maintained of full section. Now only over-riding type of switches have been standardized on the railway.
Figure 1535(5)(a) and (b): Under-cut (left) and Over-Riding (Right) Switches
(c) Advantages of over-riding switches
The advantages in the adoption of the over-riding type of switches are as under:
(i) There is no machining of the stock rail, as such it is very much stronger.
(ii) As all the work of manufacture will be confined to the tongue rail, the cost of planing the
tongue rail is lesser than the cost of planing both tongue and stock rails in under-cut
switchees.
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(iii) Although the tongue rail in the over-riding switch may appear to be weaker than that in
the ordinary switch, it is supported by the stock rail for the whole of the weakened portion of
its length and the combined strength of the two rails between sleepers is greater than that
of the tongue alone in the under-cut switch (see Figure 1535(5)(c)(iii)).
Figure 1535(5)(c)(iii): Over-riding Switch with Slide Chair

(iv)
Another important feature of the over-riding switch is that the head of the, tongue rail
for part of its length is higher than that of the stock rail by 6 mm, as this reduces the amount
of undercut in the foot of the tongue rail. Care should be taken in adjusting the resulting
difference in level by putting in the special machined bearing plates behind the heel.
(d) Length of tongue rails and stock rails
The following important considerations govern the length of tongue rails and stock rails
(i)
The switch forms what in reality is the equivalent of a bend in the track and it is
desirable to make the angle as small as other practical considerations, such as the initial
cost and length of rail will allow.
(ii)
It is desirable that a tongue rail should be longer than the greatest distance between
adjacent wheels of four-wheeled stock, whether these wheels are on the same or adjacent
vehicles. If this is not the case, the switch tends to rise and therefore gape at the toe every
time a wheel load bears on the heel of a loose-heel type of switches.
(iii)
A stock rail should be of sufficient length to remove the joints from the vicinity of the
toe and heel of the tongue rail.
(iv)
The stock rail on turnout side is given a bend ahead of the actual toe. At the actual
toe, the center line of the tongue rail web coincides with the gauge face of the stock rail.
(v)
A tie plate is provided on the sleeper under the toe to maintain correct gauge.
(vi)
To prevent the toe of tongue rail from tipping up, the leading stretcher bar is
extended underneath the stock rails.
(e) Loose Heel and Fixed Heel switches
(i)
The loose heel in which the tongue rails are joined to the lead rails at the heel with
fishplates - is used for short switches. This form of heel joint is weak, to overcome which the
fixed heel joint is used in long switches in which the tongue is held to its stock rail at the
heel by a distance block and bolts (see Figure 1535(5)(e)(i) below).
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(ii)
The clearance between the stock and the tongue rail should nowhere be less than
44 mm for BG and 41 mm for MG.
(iii)
To avoid any trouble with stretcher bar connections, the holes for fixing the stretcher
bars should be drilled at site with one switch open to give the required throw at the toe and
the other housed properly against the stock rail.
Figure 1535(5)(e)(i): (A) Loose Heel Switch and (B) Fixed Heel Switch
(f) Switches may be straight, curved and partly curved
(i)
Straight switches: The following lengths of straight switches have been adopted on
the railway:
For broad gauge:
6400 mm and 4725 mm; and
For meter gauge:
5485 mm and 4115 mm.
(ii)
Curved and partly curved switches: In order to permit higher speeds on turnouts,
curved switches or partly curved switches are being increasingly used which permit a more
gradual entry of the train into the turnout track and an increase in the radius of the curve.
(iii)
A curved tongue rail in a switch assembly for 1 in 12 and flatter turnouts is
strengthened with two reinforcing straps on either side of the web from the toe to the point
where the side machining of the head starts, thereby ensuring adequate lateral stiffness
(see reinforcing straps in Figure 1535(5)(c)(iii) above).
(iv)
It is usual to provide one or more additional following stretcher bars depending upon
the length of the tongue rail.
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(v)
For smooth working of the point, it may also be desirable to provide operation at two
places i.e. at the leading and the third or fourth following stretcher bars.
(vi)
Typical lengths of curved switches are as follows:

For broad gauge 1 in 8.5:
For meter gauge
6400 mm:
1 in 12:
7730 mm, 10125 mm
1 in 12:
5500 mm and partly curved in lengths of 6700mm

an. 7130 mm.
(6) Other components used in Switches and Crossings

(a) Use of rail screw/plate screw in lieu of dog spike/round spike in turnouts: Rail screw/ plate screw is
considered a better sleeper fastening than dog spike/ round spike and therefore their use should be
preferred.
(b) Bolts for points and crossings: All the bolts for points and crossings are usually of the same diameter as
fish bolts for the same section of rail and are also provided with fish bolt nuts to obviate the use of any
separate spanners. In switches turned bolts and special bolts with split pins are used.
(c) Spherical washers: To obviate the necessity of holding stocks of a number of varying MS sections to
suit the different positions in which tapered washers have to be used, spherical washers have bee
designed consisting of two pieces in spherical contact which will adjust themselves to allow for any
deviation of the bolt in either horizontal or vertical direction and has the effect of centralizing the load on the
bolt for any angle (see Figure 1535(6)(c) below).
Figure 1535(6)(c): Spherical Washer

(d) Switch anchors: Switch anchors are optional fittings to be used behind the heel of the switch when
excessive relative longitudinal movement between the tongue rail and the stock rail occurs.
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Figure 1535(6)(d): Switch Anchor

(e) Check rails for turnouts: Check rails are so designed as to give the minimum clearance when used with
a flare at the ends, but should any appreciable side wear take place, the check rail can be moved in
towards the running rail by removing one or both of the 3 mm packing provided with the distance blocks
between the check rail and the running rail.
(f) Tie plates: Tie plates are provided at the toe of switches and nose of crossings to ensure exact gauge.
Tie plates have the following salient features:
(i)
Three different sizes of plates are commonly used:

BG switches and crossings:
250mm x 12mm; and
MG switches and crossings:
220mm x 10mm.
(ii)
The switch tie plates are provided with stops or butt straps to ensure that the slide
chairs are properly located on the tie plates.
(iii)
In track circuited sections, insulated tie plates are used in acute crossings and
switches. Fiber plates and bushes are used to provide the insulation.
(g) Stretcher bars and brackets for stretcher bars: Switches are worked by stretcher bars, leading and
following stretcher bar. For long switches there may be more than two stretcher bars. In track circuited
sections insulated stretcher bars are used. Stretcher bars are fixed to the tongue rail with stretcher bar
brackets designed for broad gauge and meter gauge.
(h) Slide chairs and mild steel flat bearing plates
(i)
Slide chairs are provided for over-riding switches for BG and MG. These slide chairs
have pressed up lands on which the switch rail slides when the switches are operated.
(ii)
A large number of mild steel flat bearing plates are used for various rail sections on
turnouts. Square hole/rectangular hole for dog spike and round hole/oblong hole for rail
screw may be provided in bearing plates.
(iii)
Eight-holed and six-holed plates can only be used for the section of rail they have
been designed for, as the dimensions of the rail foot is one of the controlling dimensions.
The four-holed plates can, with a little manipulation, be found to fit other than the standard
points and crossings, provided the crossing angle is the same.
(7) Turnout sleepers
On Bangladesh Railway wooden and steel sleepers have been standardized for use in turnouts.
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(a) Wooden sleepers

(i)
The sections of wooden sleepers for turnouts are as follows:

Gauge
Wooden Sleeper Section (mm)
Broad Gauge
250x130, 250x150 and 300x150
Meter Gauge
200x120, 200x130 and 250x130
(ii)
In addition to turnouts, these same sections of wooden sleepers are also used for
diamond crossings, scissors cross-overs and other special purpose layouts.
(b) Steel Sleepers
(i)
Steel sleepers for BG and MG turnouts are fabricated out of special rolled steel
sections weighing about 35.5 kg/meter for broad gauge and 23.6 kg/meter meter gauge
(see Figure 1535(7)(b)(i)).
(ii)
The special sections are rolled flat to provide a seating for the uncanted rail.
(iii)
The special rolled sections need no pressing but only the splaying out the ends. The
thickness of the plate at the rail seat is 13 mm for broad gauge so that spring type loose
jaws for 52 kg and 90R rails can be made use of.
Figure 1535(7)(b)(i): Steel Sleepers for Turnouts

(8) Turnouts on Concrete Sleepers
(a) General
For turnouts as well, concrete sleepers have become widely and successfully accepted. Their economic
and technical advantages are the results of longer life cycles, less maintenance, and mechanized
installation techniques. With their great weight, concrete turnout sleepers assure optimal position
permanence and stability even for turnouts that take traffic at high speed.
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(b) Production of turnout sleepers

(i)
Production of turnout sleepers or bearers as they are often called, is complicated by
the large variety in the types of sleepers. The rail on the sleeper can be fixed in any position
along the length of the sleeper and can be at varying angles to the sleeper. The overall
length of the sleeper is another variable. Each sleeper in a layout is therefore likely to be
unique. If inclined rails are required the inclination is usually achieved with the use of
inclined plates between the sleeper and the rail. In some designs the inclined rail seat is
part of the cast sleeper but such designs are not widely used.
(ii)
The huge number of variations of the positioning of the cast in component of the rail
fastening system requires separate mould plates for each different sleeper type to hold the
component in place during casting. A variation of this system is to cast the sleeper without
the rail fastening component thereby reducing the variables to length only. After the
sleepers are removed from the moulds, holes are drilled and the rail fastening components
are glued in to the sleeper. This allows a simplified production line for the casting of
sleepers and for a stock of sleepers to be held waiting drilling and gluing.
(iii)
It is imperative that the benefits of concrete sleepers are also realized in turnout
tracks.
(c) Use and care in handling concrete sleepers in turnouts
(i)
In principle concrete sleepers should be used in turnouts wherever main line tracks
have been laid with concrete sleepers. This will also help to conserve scarce forest
resources and assist in environmental conservation. While laying concrete sleepers in
turnouts care shall be taken in respect of the following.
(ii)
The loading of concrete sleepers for turnouts should be properly and carefully done
on flat wagons (BFR type). Most sleepers will need to be loaded parallel to the track on
BFRs, duly supported and packed with wooden battens to prevent damage.
(iii)
The unloading of turnout concrete sleepers shall be done by means of a crane near
the proposed location on firm and level ground, and alternatively to a nearby siding. While
unloading due care shall be taken that the sleepers or the inserts are not damaged.
(d) Site preparation for laying
It shall be ensured that there is 30 cm clean ballast cushion below the bottom of sleeper. The ballast bed
shall be leveled. Any variation in level may affect the gauge adversely. Sufficient ballast shall be stacked
along the cess to enable the filling of ballast in the cribs on the day of laying. The turnout area shall have
good drainage to avoid accumulation of water.
(e) Assembly of turnout on concrete sleepers
(i)
The turnout will be assembled complete on level ground adjacent to the site of laying
or on the loop line connected to the turnout.
(ii)
Spacing of sleepers shall conform to the layout drawing. In the switch portion, The
sleepers shall be perpendicular to the straight track. In the lead portion, sleepers shall be
inclined at half the angle between the normal to straight and curved track at that point as
per the layout drawing.
(iii)
The spacing of the sleepers in the lead portion should be as per layout drawing for
either radial or interlaced layout (see Figures 1535(8)(e)(iii)-1 and 2 below). The spacing is
worked out separately for both the rails.
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Figures 1535(8)(e)(iii)-1 and -2: Radial (RIGHT) and Interlaced (LEFT) Layouts of Concrete
Sleepers
(iv)
In the case of turnouts on concrete sleepers, the layout in the lead portion may be
either radial or fan shaped. Radial-shaped layout of concrete sleepers in turnout is shown in
the sketch at top left and the interlaced layout of concrete sleepers in turnout is shown in
sketch at top right. Sleepers in the switch assembly are laid at right angles to the main line
track and in the crossing assembly perpendicular to the crossing bisector.
(v)
The laying of sleepers in the transition portion from switch to lead and lead to
crossing portion shall be paid special attention.
(vi)
In the traditional 1:8.5 and 1:12 turnouts, the sleepers in the switch portion, lead
portion and crossing portion are as under:
Turnout
Switch
Lead
Crossing
(Sleeper number)
1:8.5
1-13
14-41
42-54
1:12
1-20
21-64
65-83
(vii)
The sleepers in the crossing portion shall be laid perpendicular to the line bisecting
the crossing.
(viii) Sleeper numbers 3 and 4 (from switch side) may be placed for housing motor. The
approach sleeper in advance of switch portion should be provided without fail, these are for
gradual elimination of inclination of the rail (1:20). Similarly, the exit sleepers behind the
crossing portion should also be provided for gradual introduction of rail inclination (1:20).
(f) Insertion of pre-assembled turnout
(i)
The assembled turnout may be inserted in position in three parts, i.e., switch, lead
and crossing portions or combination of these depending on the capacity of the handling
equipment. Each part shall be lifted by means of cranes or rollers.
(ii)
Figure 1535(8)(f)(ii) shows the procedure in the replacement of a turnout with a
preassembled turnout using a tracked crane with a lifting capacity of about 30 tons.
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Figure 1535(8)(f)(ii): Clockwise from Top left:

(1) assembly of turnout on concrete sleepers with signaling gear fitted; (2) Assembled
turnout panel being moved with tracked crane for renewal; (3) Existing turnout being
removed by crane; and (4) New turnout placed in position.
(iii)
A schematic diagram of the tracked crane is shown in Figure 1535(8)(f)(iii) below.
Fig: 1535(8)(f)(iii): Changing of Diamond Crossing with 30-Ton Tracked Crane

(iv)
Manual insertion: Manual insertion of concrete sleeper turnout can only be done
sleeper by sleeper ensuring that the alignment and level are within permissible limits. The
work shall be done under a suitable speed restriction and with appropriate protection of
track, and adequate mechanical means for packing the sleeper. This is not the preferred
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method because long and heavy turnout sleepers may get damaged and there is generally
less space between tracks for sleeper insertion.
(9) Turnouts on Dual Gauge
(a) General
(i)
Dual-gauge turnouts, where one or both gauges have a choice of routes, are quite
complicated, with more moving parts than single-gauge turnouts. A full dual gauge
configuration that facilitates movement on both broad gauge and meter gauge is a complex
arrangement comprising two acute crossings and one curved obtuse crossing as shown in
the general arrangement in Figure 1535(9)(a)(i)-1 below. A left hand broad gauge turnout
taking off from dual gauge is depicted in Figure 1535(9)(a)(i)-2 on next page.
Figure 1535(9)(a)(i)-1: Turnout (1 in 12) Dual Gauge

(ii)
Dual gauge turnouts which have one rail common to both the gauges can have 28
possible combinations for the various types of dual gauge turnouts. In fact every dual gauge
turnout has to be specially designed and in some cases requires special safety
dispensation. Therefore the dual gauge turnouts most widely used on Bangladesh Railway
have been discussed in this sub-section.
(iii)
In dual gauge turnouts the rail section used in the entire assembly invariably belongs
to the bigger gauge, the heavier rail section is always used for the entire layout. On
Bangladesh Railway the dual gauge tracks, in three-rail configuration, are laid with 90
lb/yard rails.
(b) Layouts of dual gauge turnouts
(iv)
Dual gauge turnouts have two basic geometries i.e., 1 in 12 and 1 in 8.5. Each of
these two basic geometries has two variations in the full dual gauge configuration. The
variants can be identified by whether the common rail shared by the two gauges passes
through the side of the tangent (or straight or main line) track or the deviated (or turnout
track) track. In order to differentiate between the two variants, that with the common rail on
the side of the tangent track is followed with the designation T-Variant, whereas the other
is designated D-Variant. The identification of T and D variants is depicted in Figure
1535(9)(b)(i)-1 and -2 below.
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Figure 1535(9)(a)(i)-2 at right

shows left hand broad gauge
turnout taking off from dual
gauge.
.
Figures 1535(9)(b)(i)-1 and -2: 1 in 12 dual gauge Turnouts T and D Variants
- 164 -
(ii)
The permitted speed on 1 in 12 dual gauge turnout with 7730 mm curved switches is
40 km/hour and on 1 in 8.5 dual gauge turnout the permitted speed is 16 km/hour.
(iii)
Dual gauge turnouts are all laid on wooden sleepers. Concrete sleepers have been
developed for use with dual gauge turnouts on some world railways.
(iv)
Sample sketches of meter gauge (left hand and right hand) turnouts on dual gauge
along with the definition of various parts are given in Figures 1535(9)(b)(iv)-1 and -2.
(v)
The rails in the turnout do not have any cant.
(vi)
The check rail flange way dimension shall provide way opening of 4 mm throughout
the guarded length and a flare from 41 to 82 mm over a length of 250 mm at each end.
(vii)
The points comprise flexible over-riding tongue rails that are 6400 mm (or 21-0)
long for 1 in 12 and 4730 mm (15-6) for 1 in 8.5 turnout and attached by rigid clips and
double spring washers. The stock rails are 10980 mm (36-0) long for 1 in 12 and 12810
mm (42-0) supported on bearing plates and standard slide chairs.
(viii) The total length of 1 in 12 turnout is 41,004 mm and that of 1 in 8.5 turnout is
29,498.5 mm.
(ix)
Typical layout diagrams of dual gauge turnouts 1 in 8.5 D Variant and T Variant
and 1 in 12 D Variant and T Variant which are in use on Bangladesh Railway have been
given in Annex 1512(9)(e)(i) in 16 sheets. Each typical layout is split into three parts (Part I,
II and III) and shown on three sheets. The key plan or diagram of each of the above layouts
is shown on a fourth sheet.
Note: These layout diagrams are for reference and instructional purposes only. In the execution of such
works and the adoption of particular dimensions, reference should be made to the layout drawings
approved by the Chief Engineer/Engineer in Chief.
(c) Schedule of Maximum and Minimum clearances
The Schedule of Maximum and Minimum Standard Dimensions for the dual gauge turnouts has been
revised with approval of the Government Inspector of Bangladesh Railway (GIBR). The clearances should
be checked periodically as per the approved standard. The approved clearances for the check rails are
given in the table below.
Check Rail Clearances on Dual Gauge
Location
Maximum clearance
Minimum clearance
Opposite nose of crossing
44 mm
41 mm
At heel of switch
41 mm
Throw of tongue rail
114 mm
102 mm
(d) Offsets for dual gauge turnout
The offsets for a dual gauge turnout (1 in 12) are shown in Figure 1535(9)(d) below.
- 165 -
Figure 1535(9)(b)(iv)-1: Dual Gauge with left hand meter gauge turnout
Figure 1535(9)(b)(iv)-2: Dual Gauge with right hand meter gauge turnout
- 166 -
Figure 1535(9)(d): Offsets for Dual Gauge Turnout (BG and MG)(in mm)
Table of Offsets
Gauge
Crossing
Number
Switch
Length
Turnout
Radius
BG and MG
1 in 12
6400
234670
Offsets from gauge face of straight track to gauge face of curved track
(millimeters)
A
B
C
D
E
328
- 167 -
401
484
576
677
(10) Static Switch

(a) The Static switch, also called fixed point, is used on dual gauge passenger lines in station yards to
change the common rail and to facilitate the reception of meter gauge passenger trains on the platform that
is aligned for the broad gauge. In this manner the platform can be used by both broad gauge and meter
gauge passenger trains (see Figure 1535(10)(a)-1 and -2).
(b) The static switch is located behind the approaching points and crossing for that platform line. The toe of
the static switch is shaped similar to the nose of obtuse crossing as can be seen from Figure 1535(10)(a)-1.
The widths of the two gauges are maintained in the correct position by having a gauge tie plate in front of
the fixed point.
(c) The static switch, as the name implies, does not have any moving parts. There are two check rails, a
short check rail and a long check rail. In the Figure above, when a broad gauge train is entering the
platform the wheel flanges on the left hand side will be forced in to the space between the fixed points and
the running rail. On the other hand, if a meter gauge train is passing, the wheel flanges on the left hand
side will be forced in to the space between the guard rail and the fixed point and gets diverted to the right
side. In this manner the common rail on the left side changes to the right side.
Figure 1535(10)(a)-1 and -2: Two views of Static or Fixed Switch in Station Yard
(d) A detailed sketch of a static switch is at Figure 1535(10)(d). The total length of the static switch is
24380mm. The point rail is 7388mm, the short check rail is 3048mm and the long check rail is 6285mm.
(e) The Schedule of Dimensions and maintenance of the static switch are the same as for the dual gauge
points and crossings as relevant.
- 168 -
Figure 1535(10)(d): Static Switch Shown in Two Parts
- 169 -

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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

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.